J - HKU Libraries

TERRITORY DEVELOPMENT DEPARTMENT 

SOUTH EAST NEW TERRITORIES DEVELOPMENT OFFICE 

Agreement No. CE 59/90 

ENGINEERING FEASIBILITY STUDY 

OF DEVELOPMENT OF 

TSEUNG KWAN O AREA 137 

Final Report 

EXECUTIVE SUMMARY 

MAIN REPORT 

DRAWINGS 

March 1993 

APH CONSULTANTS 

Acer Consultants (Far East) Ltd. 

Au Posford Consultants Ltd. 

Frederick R. Harris (Far East) Ltd. 

in association with 

UrbisTravers Morgan Ltd. 

MVA Asia Ltd.

Engineering Feasibility Study of Development of Tseung Kwan 0 Area 137 

Final Report - Main Report 

ENGINEERING FEASIBILITY STUDY OF DEVELOPMENT OF 

TSEUNG KWAN O AREA 137 

MAIN REPORT 

CONTENTS 

Section 

Page 

INTRODUCTION 

1.1 Background 

1.2 Study Objectives 

1.3 Study Stages 

1.4 Report Structure 

1 . 5 Acknowledgement 

PLANNING BASE 

2.1 The Study Area 

2.2 Planning Context of Study Area 

2.3 Interfaces and Constraints 

THE PREFERRED CONCEPT 

3.1 Planning Background 

3.2 Alternative Concepts 

3.3 Risk Assessment of PHI Industries 

3.4 Preferred Concept 

LAND USE PLANNING 

4.1 Detailed Planning Layouts 

4.2 PHI and PHI Related Development 

4.3 DWI Development 

4.4 Supporting Development and Facilities 

4.5 Provision of Berthing Facilities 

4.6 Landscaping 

M 

1-1 

1-2 

1-2 

1-3 

2-1 

2-1 

2-3 

3-1 

3-1 

3-3 

3-7 

4-1 

4-1 

4-3 

4-4 

4-6 

AfH Consultants Page 1



5 ENGINEERING STUDIES 

5.1 Engineering Investigations 

5.2 Land Formation. 

5.3 Edge Structures 

5.4 Fill Requirements and Sources 

5.5 Dredging Requirements and Disposal 

5.6 Cavern Development 

5.7 Highways and Roads 

5.8 Stormwater Drainage 

5.9 Water Supply 

5.10 Sewerage 

5.11 Public Utilities 

6 MARINE STUDY 

6.1 Introduction 

6.2 Marine Traffic 

6.3 Ship Handling Operations 

6.4 Interaction Effects of Passing Ships 

6.5 Downtime Considerations 

6.6 Pilotage and Aids to Navigation 

6.7 Anchorages 

6.8 Navigational Risk and Vessel Traffic Control 

7 TRAFFIC AND TRANSPORT STUDY 

7.1 Traffic Forecasts 

7.2 The External Network 

7.3 Internal Road Network 

7.4 Public Transport Requirements 

8 WESTERN COAST ROAD 


8.2 Western Coast Road Connections 

8.3 Evaluation of Options 

8.4 Traffic and Roads 

8.5 Land Use Impacts 

8.6 Environmental Impacts 

8.7 Cost Comparison 

8.8 Evaluation Summary 

5-1 

5-5 

5-7 

5-10 

5-10 

5-11 

5-11 

5-12 

5-13 

5-15 

5-17 

6-1 

6-1 

6-3 

6-5 

6-6 

6-9 

6-9 

6-10 

7-1 

7-6 

7-17 

7-22 

8-1 

8-1 

8-2 

8-2 

8-3 

8-7 

8-13 

8- 15 

APH Consultants 2



9 ENVIRONMENTAL ASSESSMENT 


9.2 Key Impact Sources and Sensitive Receivers 

9.3 Water Quality 

9.4 Air Quality 

9.5 Noise 

9.6 Waste Management 

9.7 Visual Impact and Glare Nuisance 

9.8 Environmental Monitoring and Audit Schedules 

10 IMPLEMENTATION 


10.2 Preliminaries 

10.3 Implementation Schedule 

10.4 Capital Expenditure and Revenue Streams 

10.5 Study Implications 

10.6 Study Findings 

9-1 

9-1 

9-2 

9-7 

9-10 

9-13 

9-13 

9-18 

10-1 

10-1 

10-2 

10-5 

10-8 

10-9 

APPENDIX A STUDY REPORTS AND WORKING PAPERS 

APPENDIX B WRITTEN STATEMENTS 

APPENDIX C SUGGESTED MODIFICATIONS TO TSEUNG KWAN O ODP 

APPENDIX D DRAFT FINAL REPORT COMMENTS AND RESPONSES 

APH. Consultants Page 3



SECTION 1 

INTRODUCTION 

1.1 BACKGROUND 

The Port and Airport Development Strategy (PADS), October 1989, provides for future growth of port 

and air traffic up to 2011 and beyond. The strategy sets out in broad terms development proposals to 

support port and airport development as well as to satisfy the forecast strategic demands for industrial 

land. Within the PADS context, Area 137, to the south of Tseung Kwan 0 on the eastern side of the bay, 

is to be developed for port facilities supporting Deep Waterfront Industries (DWIs) and Potentially 

Hazardous Installations (PHIs). 

The Final Report of the Tseung Kwan O Feasibility Study of Opportunities for Further Development 

outlined two possible links from the proposed Western Coast Road to East Kowloon. It was agreed that 

the need for additional transport links for Tseung Kwan O would be considered in the context of the 

feasibility study for the proposed development of Areas 131 and 137. In October 1991, the Port Progress 

Committee decided that only the Area 137 study should proceed but that the possible future development 

of Area 131 should be taken into consideration in the study. 

Accordingly, APH Consultants were commissioned in February 1992 to investigate the feasibility of 

developing Area 137 forDWI and PHI industries, to assess the likely impacts of such a development and 

to produce an outline engineering design and land use plan for the site. The assessments were required 

to take into consideration the possible development of Area 131 as a dockyard facility and particular 

attention was required to be given to the selection of the Western Coast Road connections. 

This Final Report gives details of the recommended development layout and the outline engineering 

design. The Report documents the findings of the Study and describes the analysis and considerations 

which support the findings. The Final Report consists of three documents, an Executive Summary of the 

Study, the Main Report, containing the text of the analysis and the Drawings document, containing the 

land use and outline engineering design drawings. 

1.2 STUDY OBJECTIVES 

The prime objective of the Study is to produce an outline engineering design of the recommended layout 

for Area 137 in sufficient detail to allow progression to detailed planning and design of the development. 

Major issues required to be examined under the Brief include: 

> an assessment of land use demand and constraints and the development of a land use plan, 

together with infrastructure requirements; 

* engineering solutions for the reclamation of the site and determination of a berth layout* 

compatible with user demand and providing safe and efficient marine traffic arrangements; 

> assessment of traffic and transport impacts and the provision of transport infrastructure, both 

within and outside the area of development; 

> marine and environmental impacts of the development; 

* outline design for the provision of services and utilities to the site; 

APH Consultants Page 1-

Engineering Feasibility Study of Development ofTseung Kwan O Area 137 


> preparation of a development programme together with revenue and expenditure forecasts. 

Of particular concern is the interface with the SENT Landfill and the Tseung Kwan O Industrial Estate 

(TKOEE) to the north of the Site. The development of Area 137 also has to be incorporated into the 

framework of overall strategic development and planning requirements of the area. 

1.3 STUDY STAGES 

The Study has been carried out in three main stages: 

The Alternative Concepts Stage, reviewed the existing background data and determined the level of 

potential interest in the site to enable the first conceptual plans to be drawn up. These were then evaluated 

and two alternatives selected for development and refinement within the next stage. 

The Preferred Concept Stage, the selected''layouts were subjected to detailed assessments including 

WAHMO and ship manoeuvring modelling and environmental assessments of the impacts associated with 

the development. On the basis of this, the Preferred Concept was identified. 

The Final Stage, completed all required evaluations and studies and defined the Recommended 

Development Layout including implementation programming. 

Each of the above stages was completed with the preparation of a Report, with the last stage being covered 

by this Final Report for the Study. In addition a total of nine working papers have been produced during 

the course of the Study covering the major issues and a schedule of these documents is provided in 

Appendix A. 

1.4 REPORT STRUCTURE 

This document presents the recommended development layout for Area 137 together with the findings of 

the Study in support of its selection. In so doing, the Report draws on the detailed information and 

assessments contained in the previous Study Reports as well as in the Discussion and Working Papers 

produced under the Study. 

Section 2, Planning Base, describes the Study Area and provides the planning context within which the 

proposed development has been accommodated. Constraints which affect the development of the site are 

also established. 

Section 3, the Preferred Concept, describes the stages leading up to the selection of the Recommended 

Development Layout. The rationale behind the selection of this layout is given together with the 

engineering and planning issues and constraints which underlie the concept. 

The subsequent Sections (4 to 9) give details of the studies that have been undertaken for the proposed 

development. These studies are: 

> Land Use Study, detailing the envisaged DWI and PHI industries and supporting facilities, risk 

assessment and landscaping proposals; 

+ Engineering Considerations, including land formation, marine structures, site road network and 

provision of services and utilities; 

APH Conmitaats


final Report - Main Report 

> Marine Study, in which the suitability of the berthing arrangements and marine traffic safety 

issues are addressed; 

> Traffic and Transport Study, which assesses the internal and external road network and traffic 

impacts on these roads; 

> The Western Coast Road connection; 

> Environmental Aspects which considers the relevant issues arising from the environmental 

assessment, including impacts and mitigation measures as well as monitoring and audit 

requirements. 

Finally, in Section 10, the development phasing and implementation issues are discussed and revenues and 

cash flows estimated. 

1.5 ACKNOWLEDGEMENT 

The Study Team wish to express their gratitude to all in Government and the private sector who have 

provided assistance or advice during the course of the Study. Thanks are especially due to the members 

of the Steering and Working Groups, PM SENT and the staff of the Territory Development Department, 

South East New Territories Development Office. All have assisted the Team in a supportive and positive 

manner which has made a major contribution to the Study work and progress. 

APH Consultants Pag* 1-



SECTION 2 

PLANNING BASE 

2.1 THE STUDY AREA 

Area 137 is located almost 8 km southeast ofTseung Kwan O New Town, at the entrance to the Tseung 

Kwan O bay. Figure 2.1 indicates the Study Area and land use as covered by the Tseung Kwan O ODP, 

The implementation of Area 137 will require the reclamation of an area of open sea between Fat Tong 

Chau (Junk Island) and Tit Cham Chau. Once formed, the site will abut the Clearwater Bay Country Park 

to the east. The Park is a designated country park which is governed by a series of regulations structured 

to conserve its natural features and amenity. To the north of the site, Fat Tong Chau is being partially 

excavated to provide reclamation material for the Tseung Kwan O Industrial Estate (TKOIE). The 

proposed SENT Landfill site, to the southeast of the TKOIE, demarcates the northeast boundary of Area 

137. 

To the west of the site, the Tathong Channel separates Area 137 from Hong Kong Island and Chai Wan. 

This channel, which has a Traffic Separation Scheme, provides access to Victoria Harbour from the east. 

2.2 PLANNING CONTEXT OF STUDY AREA 

2.2.1 Tseung Kwan O Outline Development Plan (ODP) 

Subsequent to the endorsement of the Tseung Kwan O New Town Study by the Land Development Policy 

Committee (LDPC) in July 1982, the Executive Council approved in principle the development ofTseung 

Kwan O into a New Town. The Tseung Kwan O New Town Outline Development Plan (ODP) was 

approved by LDPC in August 1983 as a basis for the overall development. 

Throughout the 1980*s several revised OOP's were prepared and approved to reflect and encompass the 

findings of various studies which were undertaken in relation to specific aspects of the New Town 

Development and with respect to physical changes which had an impact on planning intentions for the 

area. 

The latest ODP was approved by the Development Progress Committee (DPC) in November 1990 and 

provides the planning context for the present Study area. 

The ODP proposes that residential and town centre development will be concentrated on existing and 

reclaimed land at the head of the Tseung Kwan O bay. Almost 20% of the total land use budget is given 

to residential and commercial/residential development. The achievement of the target population of 

440,000 is largely dependent on the upgrading of transport links to the N"ew Town. These include the 

construction of the Western Coast Road and the development of a MTR link. Anticipated population 

thresholds may not therefore be achieved within the timescale anticipated by the ODP if transport 

connections are not upgraded when and as expected. Furthermore, the absence of new transport links may 

constrain the efficient passage of products from Area 137. 

The ODP proposes that industrial development will comprise almost 22% of the total land use budget and 

will be confined to sites south east of the New Town, separated from residential development by the 

Tseung Kwan O Stage 1 Landfill. 

APH Consultants Page 2-1



Industrial development I(A) (high density high intensity commonly associated with flatted factory type 

development) is proposed immediately south of the Stage I Landfill. Adjacent to this area is the Tseung 

Kwan O Sewage Treatment Works. An interim upgrading of the plant is scheduled to commence in late 

1993. On completion in mid 1995, the additional facilities will be able to cope with the effluent generated 

by the TKOEE. Additional effluent generated by development in Tseung Kwan O will require further 

upgrading of the plant. Further south, reclamation is underway for the TKOIE. The site is being 

developed in two phases and will provide for I(B) class industries. Inland from the TKOIE is the site of 

the SENT Landfill, for which marine access is provided from the south, through Area 137. 

Further to the findings of PADS, the ODP incorporated a recommendation that Area 137 be reserved for 

DWI including a site amounting to almost 20 ha reserved for the estimated demand for PHIs. The 

relatively isolated location of the site and the availability of deep water, renders the site well suited to 

DWI and PHI use. The site will not only provide new industrial lots but will also provide for the removal 

of existing installations which, by virtue of the processes they utilise, are incompatible with adjacent land 

uses in existing Urban Areas. Area 137 is zoned for I(B) (typically low density land extensive industries 

which normally have special site and technological requirements) and I(C) (industries normally comprising 

warehousing, bulk storage and dangerous goods storage developments) purposes under the operative ODP 

which will allow for the development of land extensive industry and premises for warehousing or storage. 

2.2.2 The Port and Airport Development Strategy (PADS) 

The PADS Development Statement No.5 'Tseung Kwan O Port Development" sets out the requirements 

which are to be met by the proposed port facilities in Tseung Kwan O. The Development Statement was 

endorsed by the LDPC in August 1990 as a basis for detailed development study. 

An implementation programme for the site was defined which proposed that site formation works in Area 

137 should commence in late 1993 to allow availability of sites for Pffl's in early 1995. The PADS 

development programme is summarised in Table 2.1. 

TABLE 2.1 : PADS DEVELOPMENT PROGRAMME : AREA 137 

Development Phase 

Potentially Hazardous Installations 

Phase 1 

Phase 2 

Phase 3 

Gross Area (ha) 

20 

30 

30 

40 

Proposed Availability 

early 1995 

7/1995 

4/1996 

1/1997 

120 

Source: PADS Development Statement No.5 

The total site area given to Area 137 was subsequently reduced to 108 ha to cater for the southward 

expansion of the proposed SENT Landfill. 

2.2.3 Planning Issues 

The Hong Kong Planning Standards and Guidelines (HKPSG) provide for a maximum average plot ratio 

for I(C) industries in New Towns of 5.0. Nevertheless, the range of plot ratios permitted for this category 


Engineering Feasibility Study of Development of Tseung Kwan O Area 137 


extends from 3.5 to 9.5. A maximum plot ratio of 2.5 is suggested for I(B) industries in New Towns with 

scope for lower plot ratios to be employed as appropriate. 

The ODP proposes that plot ratios applied to I(B) and I(C) industrial sites should be 2.5 and 5.0 

respectively. The Written Statement does recognize that there may be a need for higher or lower plot 

ratios "depending on local circumstances' 1 . In Area 137, where industrial site requirements are likely to 

be land extensive, fairly nominal plot ratios may be appropriate due to risk consideration and the nature 

of operations which may be undertaken. 

The construction of lower density, high technology industries accords well, not only with the provisions 

of the HKPSG, but also with Planning Department's recently published Metropolitan Development 

Strategy (Metroplan: The Selected Strategy, October 1991). However, low density DWI and PHI 

development may have to be encouraged by lower premiums being levied on lease agreements. Without 

this incentive it is likely that potential operators would want to locate outside the Territory where land 

acquisition costs and development conditions are comparatively less restrictive. 

An Outline Zoning Plan (OZP) covering the subject area was gazetted on 11 December 1992. The OZP 

will give statutory effect to the land use proposals for the area. 

23 INTERFACES AND CONSTRAINTS 

23.1 The Tseung Kwan O Industrial Estate (TKOIE) 

The TKOIE is being developed in two phases in Area 87, north of Fat Tong Chau. The estate will 

ultimately provide for 75 ha of industrial lots on reclaimed land. The first phase is anticipated to be 

completed by 1993/94 and the Phase II reclamation by 1995. 

Reclamation material within the TKOIE will be retained by rubble revetments. No vertical seawalls are 

being constructed, although provision exists for the construction of mooring facilities to be undertaken by 

a private developer if required. However, the Hong Kong Industrial Estates Corporation (HKIEC) would 

regard this as a private initiative and would not wish to become involved in the management of marine 

related facilities. 

While the provision of berthing facilities could conceivably put the TKOIE in direct competition with 

envisaged DWI lots in Area 137, it is likely that the TKOIE development will be confined to medium 

density, high to medium technology, industries. HKIEC specifically prohibits the establishment of any 

operation which confines itself to storage or godown operations. Furthermore, lot sizes within the TKOIE 

are unlikely to be sufficiently large to meet DWI or PHI spatial requirements. It is considered more likely 

that industrial development within TKOIE is likely to be compatible with that on Area 137. 

HKIEC have indicated that they are concerned at the interface between industrial sites on the TKOIE and 

PHI development on Area 137. The Corporation would be strongly opposed to the construction of any 

PHI or dangerous goods facility immediately adjacent to their site, as this may have a significant impact 

on the site's viability. 

23.2 SENT Landfill 

The SENT Landfill is located to the north east of Area 137. The Advance Works Contract is currently 

underway and the Landfill is due to be implemented in 1993 with the first waste material being received 

in 1994. Twenty percent of all material will be delivered by sea with the balance being delivered by road. 

Material to be deposited will include construction waste and treated sludge from Drainage Services 

Department's Stonecutters Treatment facility. The latter will be delivered to site by barge. The life of 

APH Consultants ~~ r rage 2-



the Landfill is dependent on the volume of waste likely to be generated in the Territory and availability 

of other landfill sites. Current estimates envisage the Landfill having a minimum life of 8 years and a 

maximum life of 20 years, with a probable life of 13 years. During the 30 year aftercare period there will 

be ongoing site maintenance and landscaping work as well as collection and treatment of leachate and 

landfill gas. The SENT Landfill Contract is programmed to be completed by approximately 2038. 

The Advance Works Contract will provide basic site works including a 100 metre quay wall along the 

southern perimeter of the landfill site and a seawall extending south from the eastern tip of Fat Tong 

Chau. A works area is to be established behind the seawall to provide for the supervision, construction 

and maintenance of the Landfill. The alignment of the seawall running south from Fat Tong Chau 

coincides with the proposed alignment of Road D6 which is required to provide access to Area 137. 

Furthermore, 150 m of quay wall will be required along the seawall to provide moorings for barges 

delivering waste and treated sludge to site upon implementation of the Landfill. 

The SENT Landfill Contract requires marine access to be maintained throughout the duration of the 

Contract, ie until approximately 2038. Reclamation of Area 137 will therefore require the reprovisioning 

of the access facilities to a suitable alternative location. Whilst it has been agreed that the SENT Landfill 

marine access will be incorporated within Area 137 in the planning of the development, the relocation of 

the access outside Area 137 should also be considered in the light of the constraint imposed. 

2*33 Physical Constraints 

An important element of the planning Brief is that the integrity of existing physical features should be 

preserved as far as practicable. The adjacent islands and Clearwater Bay Country Park are important 

features or areas of recreational amenity. Careful consideration is therefore required that the character 

of these features is not substantially undermined. 

This requires appropriate attention to be given to interface treatments which are capable of mitigating both 

physical and visual impacts. These aspects have been considered in the preparation of landscape proposals 

for the development, particularly at interfaces with sensitive or important landmark features. 

Urban design considerations are of similar significance. Defined parameters are required to ensure that 

the density, height and composition of industrial development on Area 137 is assembled in a manner 

complementary to its surroundings and that on-site industrial interfaces are mutually compatible. 

It is important also that the development of the site is undertaken with sensitivity to ensure, as far as 

practicable, that visual impacts are attenuated. Of particular concern are the likely visual impacts to 

existing and proposed residential development in Chai Wan. Again these can only be reduced through 

the application of specific design controls and with the utilisation of appropriate design and landscape 

measures. 

Finally, a further constraint to the development results from land drainage measures required by the SENT 

Landfill, At least two major culverts will discharge initially from the seawall constructed to the south of 

the landfill site. These will subsequently require extension through Area 137. Under Drainage Service 

Department requirements, no development is permitted on or over culvert reserves. 

2.3,4 Access Constraints 

Access to Area 137 will be provided via a new district distributor, Road D6, which will function as a 

southerly extension of Road PI, serving, in addition to Area 137, Industrial Area 86, TKOIE and the 

SENT Landfill site. 


Engineering Feasibility Study of Development o/Tseung Kwan 0 Area 137 


Road PI presently consists of a single carriageway from its junction with Chiu Shun Road (Road D4) to 

Area 86. By 1994 it is expected that this route will be extended southwards (as Road D6) to serve 

TKOIE. Although D6 will be constructed initially as a single carriageway, a dual 2 lane carriageway is 

envisaged with estimated capacity of 6300 pcu^hr. The second carriageway to Road PI is expected to be 

constructed by the year 2001. 

Road D6 will be constructed initially to a roundabout in the north of the TKOIE to provide access to the 

industrial estate. A stub will be provided from which temporary access to the adjacent SENT Landfill site 

will be provided. The present proposals as regards the southern extension of D6 are that the section of 

road reserve between TKOIE and SENT Landfill up to and including the tip of Fat Tong Chau will be 

handed over to the SENT Landfill contractor as a working area once the TKOIE contract works in the area 

are complete, anticipated to be mid 1995. The landfill contractor will then complete the formation of this 

section of Road D6 and hand the area back to Territory Development Department for the construction of 

the road within 12 months of receipt of notice. Completion of the D6 extension to the south of Area 137 

would therefore be anticipated by mid 1997. 

This Study gives further consideration to the need for junction improvements along route D6/P1 which 

is seen as one of the key access routes to Area 137 as it links directly to Tseung Kwan 0 Tunnel and 

thence to East Kowloon. In the Tseung Kwan 0 Feasibility Study of Opportunities for Further 

Development (TKOFSOFD) the question of access to Tseung Kwan O from the urban area was examined. 

Options to provide additional road capacity were evaluated, and as a result a recommendation was made 

that a Western Coast Road link should be provided. For Area 137 the Western Coast Road combined with 

the proposed Cross-Bay Bridge (Road D9), is seen as the other key access route to East Kowloon, 

particularly if the Western Coast Road links up with the Kai Tak Connector. The nature of traffic 

generated by the proposed DWIs and Pffls within Area 137 is such that it is desirable to confine this 

traffic to high standard expressway routes. These routes, which will include the Western Coast Road and 

the Cross Bay Bridge, will be separated from the residential and commercial areas in Tseung Kwan 0 and 

ensure that environmental impacts are minimised. 

The development of Area 137 will be dependent on the successful and expeditious resolution of access 

constraints. Potential operators have expressed a view that Area 137 is required urgently and that demand 

will tail off dramatically if the site is not formed promptly and suitable access arrangements provided. 

APH Consultants ' ' ' 

: 

' ' '• • '. ': • , 

! 

~ ' ~ —; 

Page 2-5



SECTION 3 

THE PREFERRED CONCEPT 

3.1 PLANNING BACKGROUND 

The planning for a marine related industrial development must cater for the needs of the identified 

industrial land demand together with the provision of safe and efficient port facilities. Within the area 

designated for development, land uses and berth configurations need to be integrated to form an efficient 

and cost effective unit. 

The initial planning for Area 137, for the definition of land use requirements, focused on identifying 

potential operators and the likely split in demand between DWIs and Pffls. The split between DWI and 

PHI was determined by surveys which indicated that the demand for PHI sites may be stronger than 

originally envisaged under PADS. Therefore, for planning purposes, an allocation of 50 ha for PHI was 

recommended with the remaining 60 ha allocated to DWI as well as site services, roads, quay working 

areas, etc. It was recognised that flexibility would need to be inherent in any land use proposals in order 

that the final layout could be responsive to future changes in demand. 

Several key PHI developments were identified for potential location in Area 137, These included: 

+ a bulk chemical storage facility; 

> fuel storage facility; 

> a naphtha storage and gas production facility; 

*• an LPG storage and bottling facility. 

The PHI related activities included chemical processing and dangerous goods godowns. Based on research 

undertaken, the demand for DWI did not appear as robust as that for PHI, although it was felt that the 

site provided considerable opportunities which could generate strong demand over time. Possible DWI 

facilities included concrete batching and precasting works as well as warehousing. 

The PHI development was located to the south of Area 137 to avoid interface problems with adjacent land 

uses, in particular the TKOIE. The balance of the site was allocated to DWI development, other industrial 

uses, and identified supporting land uses such as: 

* public transport interchange; 

> truck/container storage area; 

* service centre accommodating administration offices, food stalls, banks etc; 

* pipeline and drainage reserves; 

> possible water treatment plant; 

> saltwater pumping station to provide water for flushing; 

* open space; 

+ reserves for other infrastructure including sewerage pumping stations, electricity substations etc. 

3.2 ALTERNATIVE CONCEPTS 

The findings of the initial planning studies enabled the preparation of a series of conceptual layouts 

incorporating several port berthing configurations, with each providing marine facilities of varying degrees 

of protection, efficiency and ship utility. Seven alternative layout options were presented in the 

Alternative Concepts Report based on planning, demand, engineering, marine and environmental 

APH Consultants Pag* 3~1



considerations. The layouts produced were conceptual in nature and did not preclude detail changes in 

later stages of the Study. All Options, bar one, provided for the reprovisioning of marine access to the 

SENT Landfill with a 250 m berthing facility and a 50 m wide working area behind the quay for back up 

facilities. 

Each Option produced a varying extent of DWI and PHI provision dependent on the land provided behind 

the seawall and the configuration of the seawall itself. The extent of land provided was also, to some 

degree, governed by the alignment of the proposed extension to Distributor Road D6. In all instances a 

landscape buffer was maintained around the perimeters of Area 137 to provide a reasonable interface 

between industrial development on the site and the rural hinterland, and to maintain the integrity of key 

physical features. 

The quay wall alignments and berthing layouts were determined primarily in relation to marine constraints. 

In the initial assessment, the predominant wave direction was assumed to be parallel to the Tathong 

Channel fairway orientation. A similar orientation was therefore assumed for the quay wall to reduce 

downtime due to wave action. 

Other constraints which affected the berth layouts related to navigational manoeuvring in cross currents, 

provision of re-entrants and basins for more sheltered berthing facilities, separation from shipping lanes 

and interaction with other ships. 

A comprehensive evaluation was undertaken to select the options for further refinement, namely Option 

B(i) and Option D (Figures 3.1 and 3.2). These layouts allowed for flexibility in later planning in the 

balance of provision of DWI and PHI land and in the nature of marine facilities required. Option B(i) 

maximised land for development with lesser emphasis on sheltered berthing for smaller vessels. The land 

provided was suited to the spatial requirements of PHI development. Option D placed emphasis on the 

provision of protected berthing facilities with the land provided being suited to greater DWI development. 

Land allocation and lengths of berths provided by these two options are shown in Table 3.1. 

TABLE 3.1 : 

LAND AREAS AND BERTH LENGTHS OF SELECTED ALTERNATIVE CONCEPTS 

Gross site area (ha) 

PHI site area (ha) 

DWI site area (ha) 

Deepwater berth length (m) 

Protected berth length (m) 

OPTION B(i) 

111 

51 

38 

2020 

550 

OPTION D 

39 

51 

20 

2470 

1350 

In addition, consideration was given to the proposed dockyaid development in Area 131. An assessment 

was carried out to determine the preferred layout of dockyard fecilities in terms of the wave climate and 

tidal flow, based on information available at the time. A recommended layout, Figure 3.3, was selected 

for use in die tidal flow and water quality modelling required for the Study. 

Implementation of the recommended dockyard arrangement would require the realignment of Road D9 

at its junction with Road P2. Although mis would appear to introduce no additional technical problems, 

a modification of the ODP would be required. 

' 

APH Consultants ' ~ " ; — —~ 

Page 3-2

Figure 3.1 

SENT Landfill 

FAT TONG CHAU 

( Junk Island ) 

SENT Landfill Access 

c.'.spaca-.v, 

and services 

Clearwater Bay 

Country Park 

Passible future 

extension of 06 

„ Bulk chemical storage 

X * X * X * " ' 

LEGEND 

Potentially hazardous installations 

Deep water frontage industry 

CHAM 

HAU 

Open soace and services 

[' ..... " | Boundary of Area 137 

Interface landscaping 

Proposed dredged level 

Scale 1:10.000 

n 100 200 300 400 500 

ALTERNATIVE CONCEPTS, OPTION B(i) 

APH CONSULTANTS

Figure 3.2 

FAT TONG CHAU 

( Junk Island ) 

SENT Landfill Access -,_ 

Jv:>\ .' ; 0p«n spact..',' 

pSv^VV'."

Figure 3.3 

INDUSTRIAL 

DEVELOPMENT 

APCAC 

AREA 131 RECOMMENDED DOCKYARD LAYOUT 

APH CONSULTANTS



33 RISK ASSESSMENT OF Pffl INDUSTRIES 

3.3,1 Overview 

An assessment of the risks associated with the PHIs on Area 137 has been carried out. In essence, this 

work provided a basis against which to consider the following questions: 

* Is Area 137 suitable for the location of PHIs 

>> What restrictions, if any, should be placed on the nature of such PHIs 

* Given the presence of PHIs, what planning controls would be appropriate in the vicinity 

Three separate reports were prepared in relation to: 

> risks associated with land-based operations at each of the PHI sites; 

> risks associated with a "worst-case analysis" of marine incidents at or close to, the jetties; and 

> risks associated with both land-based operations and marine incidents at or close to, the jetties. 

These reports have been presented and discussed at CCPffl meetings held on 24 November 1992 and 3 

February 1993. The following sections summarise the endorsed results of the latter report; namely the 

risks associated with both land-based operations and marine incidents at or close to the jetty. 

33*2 Risks and Risk Assessment 

Modern facilities which handle hazardous materials including gases, oil products and chemicals, are 

designed, constructed and operated to ensure that the chances of a major incident are very low. 

Nevertheless, there remains the possibility that a major incident could occur which represents a risk to 

people beyond the boundary fence. 

Such risks are differentiated between individual and societal risks. Individual risk represents the chances 

of being killed at a particular location from the effects of a number of different postulated accidents. A 

complementary method is to summate the likelihoods of the various accidents with their associated 

consequences, in terms of the numbers of fatalities, to give a picture of the overall risk to people nearby. 

This is referred to as the societal risk. 

3.3.3 The Pffls 

In order to provide a basis for the risk assessment, it was assumed that the following Pffls would be 

located on Area 137: 

> an oil product terminal; 

* a bulk chemical storage facility (BCSF); 

» an LPG (liquefied petroleum gas) terminal; 

* a gas production facility. 

Further assumptions were then made as to the likely throughput of materials, the transport of materials 

to and from the sites and the storage/processing fecilities as shown in Table 3.2 below. 

APH Consultants "~ "" 

Page J- 3



TABLE 3.2 : 

BASELINE ASSUMPTIONS USED IN THE ANALYSIS 

PHI: 

OIL TERMINAL 

BCSF 

LPG TERMINAL 

GAS 

FACILITY 

Throughput 

(raVyr) 

1,000,000 

500,000 

100,000 

500,000 

(naphtha) 

Vessel Size 

(imports) 

30-45,OOQdwt 

40,000



Operations at, or close to, the jetty were determined to be the major contributors to the overall risks. The 

risks were derived for a spectrum of accidents ranging from the more likely but less serious incidents to 

very remote, but credible, and severe incidents. In particular, large and unignited, spills of several 

hundred tonnes of the more hazardous materials could lead to the generation of significant quantities of 

toxic fumes. Depending on the prevailing weather conditions, such events could result in 100 or more 

fatalities amongst those on Area 137. In the extreme, it was possible to identify a sequence of events 

which could lead to fatalities in Siu Sai Wan; a residential area of Chai Wan some 1.5 km to the west of 

the proposed jetties. 

More likely but less severe incidents with the potential for off-site fatalities, included flash fires in the 

vicinity of the jetty and a major explosion involving highly reactive chemicals which would have serious 

consequences in the immediate area. 

3.3.6 LPG Terminal 

The LPG is assumed to arrive in small coastal tankers and be transferred to horizontal pressure vessels, 

bullets. The bullets would be of the latest semi-mounded design with additional protection to prevent any 

damage associated with nearby fires or explosions. There would also be LPG bottling/storage/dispatch 

facilities. 

Incidents involving multi-tonne releases of LPG at the jetty, from the storage area or during the loading 

of bulk road tankers could aU lead to off-site fatalities. The most severe events identified were vapour 

cloud explosions which could lead to 100 or more fatalities amongst those on Area 137, and, in the worst 

case, a large vapour cloud could be ignited near the Siu Sai Wan shore-line. 

33.7 Gas Production Facility 

This facility was be assumed to be broadly similar to the existing Tai Po plant. Naphtha would arrive in 

tankers and be stored in three large tanks located at the southern edge of Area 137. There would be 

processing units to convert the naphtha to town gas and gas export facilities via pipeline. 

The risks were dominated by those associated with large releases of naphtha at the jetty which could lead 

to off-site fatalities. In the worst cases, a flash fire could result in 20 or more fatalities in Area 137 and, 

in the extreme, the Siu Sai Wan area could be affected. 

33.8 Risk Results and Risk Criteria 

Individual Risks 

In accord with the recommendations of the CCPffl, the assessed individual risks for each Pffl were 

compared to the Individual Risk Guideline which suggests that the off-site individual risk should not 

exceed 1 chance in 100,000 per year of becoming a fatality. 

The results of the risk assessment indicate that there would be negligible individual risks to people outside 

Area 137. With regard to workers on Area 137, the individual risks associated with each of the Pffls 

were below the Guideline value of 1 in 100,000 per year, 

Societal Risks 

The results of the risk assessment were also evaluated in respect of societal risks The Societal Risk 

Guideline is more complex than that for individual risk, but, in essence, comprises three regions: 

* a region within which the risks may be regarded as unacceptable; 

APH Consultants "~~ —: 

Page Jo



> a region within which the risks may be regarded as acceptable; and 

> a region between the two in which measures should be taken to ensure that the risks are "as low 

as reasonably practicable" (ALARP). 

Numerically, the upper bound of the ALARP region and hence the borderline of "unacceptabiiity", can 

be summarised as: 

> 1 chance in 1,0(30 per year of an incident resulting in 1 or more fatalities; 

+ 1 chance in 10,000 per year of an incident resulting in 10 or more fatalities; 

> 1 chance in 100,000 per year of an incident resulting in 100 or more fatalities; and 

> not more than 1,000 fatalities at a frequency of greater than 1 chance in a billion (1,000,000,000) 

per year. 

For three of the sites, the BCSF, the LPG Terminal and the Gas Production Facility, the societal risk 

results may be summarised as follows: 

>• 

a region associated with incidents which could result in a few off-site fatalities. In broad terms, 

the societal risks were close to the Societal Risk Guideline. In one case, the LPG Terminal, the 

Guideline was very slightly exceeded. It is considered that this was due to a combination of the 

pessimistic assumptions made and the nature of the calculation methods used. On this basis, it 

is not considered that these assessed risks should be deemed "unacceptable" at this stage. 

Furthermore, should the outline development plans proceed to firm detailed proposals, the 

operators should be able to demonstrate compliance with this part of the Societal Risk Guideline 

in due course; 

> a region associated with less likely but more serious incidents which could lead to tens, or more, 

of fatalities amongst people on other facilities on Area 137. Such incidents, as would be 

expected, were found to be very unlikely, typically less than 1 chance in 100,000 per year and 

the associated societal risks fell within the ALARP region of this part of the Societal Risk 

Guideline; and 

> a region associated with extremely remote incidents but with potentially severe consequences 

including fatalities in the Chai Wan area under the worst conditions. At this low frequency/high 

consequence end of the societal risk spectrum, the calculations are uncertain and, as a result, the 

Consultants cannot guarantee that, at this conceptual stage, the three PHIs will be able to 

demonstrate compliance with the Guideline in this region should detailed proposals be put 

forward, particularly in respect of the Bulk Chemical Storage Facility. 

Due to the limited hazards associated with the fourth site, the Oil Terminal, the associated societal risks 

were well within the ALARP/acceptafale regions of the Societal Risk Guideline - particularly since no 

event was identified which could lead to ten or more fatalities. 

3.3.9 Key Findings 

Is Area 137 Suitable for PHIs 

There are no areas of significant residential population within 1 km of Area 137 and, as such, the risks 

associated with the proposed PHIs would be expected to be tolerable. In broad terms, this view was 

reinforced by the results of the risk assessment which generally comply with the Risk Guidelines adopted 

by the Hong Kong Government (through the CCPHI). As such, it is considered that Area 137 is a suitable 

site for the development of PHIs. Nevertheless, there remains a possibility that the Societal Risk 

Guideline will be exceeded in relation to extremely remote, but credible, events associated with marine 

incidents at, or close to, the jetties. 

APH Consultants Pag* 3-6



Restrictions on ihe Nature ofPHIs 

Apart from a BCSF, there is practical operational experience and associated risk assessments in Hong 

Kong of the PHIs considered. There is little to suggest either from this experience or from the results of 

this assessment that any restrictions should be placed upon the nature of the PHIs which could be located 

on Area 137. 

Nevertheless, there are three broad principles which apply to any PHI development: 

> quantities of hazardous materials to be stored (and handled) should be minimised; 

> practical measures should be taken to minimise both on and off site risks where practicable; 

> the development of a particular PHI would normally be subject to a further and more detailed risk 

assessment. 

Planning Controls 

As already indicated, within the scope of the work undertaken, the results suggest that no specific planning 

controls need to be exercised on risk grounds for areas outside Area 137. In other words, the presence 

of PHIs on Area 137 should not impose restrictions, on risk grounds, on the TKOIE and the SENT 

Landfill sites immediately to the north, nor would planning controls for the Chai Wan area be appropriate. 

Within Area 137, it would be prudent to limit the worker densities to those used as a basis for the 

analysis, namely 20/ha on the PHI sites, and 30/ha on other sites within Area 137. 

Finally, there is an annual festival at nearby Tai Miu Wan (Joss House Bay) which attracts thousands of 

visitors. Although the level of individual risk in this area will be minimal, the presence of so many people 

close to Area 137 introduces the remote possibility of a major multi-fatality accident. Given that the risks 

are dominated by incidents at the jetties, it is suggested that it would be prudent to suspend all jetty 

operations for the day. 

3.4 PREFERRED CONCEPT 

Additional detailed studies have been undertaken in the refinement and selection of the Preferred Planning 

Concept. These included: 

* planning issues; 

* wave modelling; 

> tidal flow and sUtation modelling; 

> water quality modelling; 

> air quality measurement; 

+ geotechnical and geophysical site investigation; 

> marine and navigational assessment study; 

> assessment of alternative quay structures; 

> dredging and reclamation issues; 

> traffic and transport issues. 

The planning research indicated interest in the site by the bulk chemical storage industry and the Hong 

Kong China Gas Company (HKCGC). The latter are currently undertaking a detailed study into future 

gas requirements in the Territory, the findings of which will be incorporated into their 5 year 

Development Plan. The HKCGC regard Area 137 as a potential site for a gas production facility. 

APH Consultants "" ' ~~ T ~TI 

Page 3-7



The interest in the site has been matched by an overwhelming concern expressed with regard to the likely 

site implementation schedule. The view has been repeatedly stressed that if Hong Kong is to remain 

competitive as a port then new deep water berthing and industrial facilities are urgently required. This 

is particularly the case with regard to the storage and distribution of chemicals which have a high value 

added component. Operators have stressed that if provision of such facilities is not implemented soon then 

they will divert investment elsewhere. In addition to timing considerations, a number of operators have 

cited the absence of a railway connection as being a constraint to successful implementation. It is more 

likely, however, that timing considerations will weigh more heavily than the provision of rail links to the 

site. 

A major influence on the planning and layout of the development resulted from the risk assessment and 

the findings were considered to be a pre-requisite to the further refinement of planning layouts for the site. 

Further, the basic planning premise was adopted that PHI layouts similar to those used in the risk 

assessment should be utilised to maintain the validity of the results and recommendations of the risk 

assessment study. 

The selected alternative Options B(i) and D were further developed as Options 1 and 2 respectively and 

were refined to incorporate the results of the additional studies outlined above. The refinement of options 

also incorporated the addition of a provisional road network together with the subdivision of the site into 

notional industrial lots. Both options incorporated worker densities of 20 persons per ha for PHI lots and 

30 persons per ha for DWI lots. In conformity with Government Planning Standards and to avoid 

exceedence of the recommended worker densities, it was recommended that the plot ratio applied to the 

site should not exceed 2.5. 

3.4.1 Option 1 (Figure 3.4) 

The detailed wave modelling and analysis revealed that the predominant residual swell direction is not 

parallel to the traffic separation fairways, as previously assumed, but in fact lies further to the west, thus 

negating the benefits of the initially proposed quay orientation. In addition, the setback in the quay wall 

was shown to introduce added complexity to the departure manoeuvre requiring good vessel and tug 

control to bring the vessel off the southern berth and swing it onto the required departure alignment. The 

setback was also shown to be undesirable in the event that a berthing manoeuvre needed to be aborted. 

Taking into account the results of both the wave modelling and marine study, the quay wall alignment was 

modified in order to provide a more desirable berthing layout, both improving navigational aspects and 

minimising downtime due to wave action. The principle of the straight line seawall was retained, with 

a small basin in the north, primarily for the provision of the SENT Landfill marine access. 

A possible extension of Road D6 through Area 137 providing future access to Joss House Bay was allowed 

for on the revised layout. Access to and within Area 137 was proposed via a spine road. It was 

envisaged that the road would access the site from a proposed roundabout located on Road D6 south of 

the SENT Landfill and extend southward through the project area. Secondary site access was provided 

off the spine road. An access road to the SENT Landfill was provided to the north of the site. 

The land use layout within the site was maintained in accordance with the findings of the risk assessment. 

This required that naphtha storage and gas production facilities are located at the south of the site with 

LPG bottling and storage, bulk chemical storage and fuel storage further north. Site configuration was 

governed to some extent by berthing requirements related to each of the PHI sites and to the spatial 

requirements of each operation to reduce industrial risks to a minimum. An emergency vehicle access 

(EVA) was provided to the PHI sites along the edge of the development. This area would also act as a 

drainage reserve behind the seawall to cater for overtopping drainage in extreme storm conditions. In all, 

some 50 ha net of land for PHI development was provided which accounted for almost 48% of the total 

available site area. 


Figure 3.4 

TONG CHAU 

To Taaung Kwan O 

f 

SENT Landfill 

TKOIE 

SENT Landfill 

marine 

50m general 

working area 

Ciearwater Bay 

Country Park 

Qhemical storage 

Possible extension of 06 

to Joss House Say 

3*w«raa« Pumping 

Station 

27.3m EVA and 

no build area 

EVA reserve {7.3m 

LEGEND 

TIT CHAM 

CHAU 


:::;;::: 1 Deep water frontage industry 

PH.! related Industry 

Open space and Interfaca landscaping 

Services 

EVA i Emergency vehicle access 

OPTION 1 CONCEPTUAL LAYOUT 

APH CONSULTANTS



To complement PHI development, a number of sites were zoned for PHI related development. These were 

located east of the north-south spine road and accounted for about 4 ha or approximately 4.0% of the total 

land use budget. 

Some 28 ha of land was allocated to DWI development in the northern portion of the site. Marine access 

to these sites was provided via a General Working Area adjacent to the marginal quays. This included 

a 50 m reserve behind the quay for marine related and cargo working activities. 

Remaining land uses included roads and road reserves, a reservation for the SENT Landfill marine access 

and backup site, on-site services designated to include commercial retail provision and some 5 ha allocated 

to open space and interface landscaping reserves. Landscape buffers were maintained at the fringes of the 

site to preserve the integrity of the adjacent Country Park, Fat Tong Chau and Tit Cham Chau. 

The total site area comprised some 105 ha which provided adequately for the PHI and DWI development 

requirements identified. The land use budget for Option 1 is summarised below in Table 3.3. 

3.4.2 Option 2 (Figure 3.5) 

The results of the marine and wave studies outlined in Option 1 above dictated similar modifications to 

the quay wall alignment to give a more efficient berthing and land use layout. The outer berths were 

modified to provide a straight line quay wall along the same alignment as that of the Option 1, while 

retaining the basin protected by a finger pier. 

The road network for Option 2 comprised a centrally located reservation for Road D6 with the primary 

site access road looping around the east of the site. Access to the external road network was again from 

a roundabout on Road D6 at the south of the SENT Landfill. Secondary access within the site was 

provided, as in Option 1, off the main road. 

In order to maintain the site layout in accordance with the assumptions and results of the risk assessment, 

it was not possible to provide for all identified Pffls due to the limited land area available under the 

Option. Provision for a naphtha plant, LPG bottling and storage plant and a chemical storage facility were 

made in the southern portion of the site. An EVA and drainage reserve was again provided along the edge 

of the development. 

A total of some 31 ha, or 32% of total site, was provided for PHI development. DWI development 

accounted for 33 ha or 35% of total site area. PHI related sites (4.10 ha) were provided to the east of 

Road D6 reserve. A 50 m General Working Area was provided adjacent to the marginal quay walls. The 

greater area of marine related working space provided under this Option would prove advantageous if 

emphasis was placed on the provision of DWI industries. 

The total land area provided under Option 2 comprised some 95 ha. The land use budget for Option 2 

is summarised in Table 3.3 below. 

Each Option allowed for a phased development. Moreover, the initial phasing envisaged under both 

Options specifically did not preclude the realization of one or other Option at the full development stage. 

This flexibility would allow the development to be responsive to changing industrial demand. 


Figure 3.5 

To Tseung Kwan 0 

SENT Landfill 

~ Reserve for 

| possible 

alignment of 06 

Clearwater Bay 

Country Park 

50m general 

working area 

Possible extension of D6 

to Joss House Bay 

LEGEND 


JnllSlJI Deep water frontage industry 

PHI related industry 

Open space and Jnterface landscaping 

Services 

27.3m HVA and 

no build area 

•V- '•"• *•"'.*•*."• *•"-.'•'V'. 4 - '•"•."•'•/• '.'•/•• 

/>;. •.••.• *. •:» *.••,•'. •;* *. • \^z^s. 

EVA reserve (7.3m 

TIT CHAM 

CHAU 

£VA 1 Hniergency vehicle access 

OPTION 2 CONCEPTUAL LAYOUT 

APH CONSULTANTS



TABLE 3.3 : 

LAND USE BUDGET BY OPTION 

LAND USE OPTION 1 

Area % of total 

PHI 

49.95 

47.6 

DWI 

2S.10 

26.8 

PHI Related Industry 

4.05 

3.9 

Open Space 

4.98 

4.7 

Services 

2.30 

2 2 

SENT Access 

2.25 

2.1 

General Working Area 

3.65 

3.5 

Roads & Road Reserves 

9.72 

9.3 

OPTION 2 

Area % of total 

30.80 32.4 

33.00 34.7 

4.10 4.3 

6.57 6.9 

1.60 1.7 

2.30 2.4 

7.10 7.5 

9.53 10.0 

105.00 

100 

95.00 

100 

3*4.3 Selection of Preferred Concept 

Option 1 and Option 2 were evaluated in terms of engineering and marine, land planning, traffic and 

transport and environmental criteria. In most respects, both options were found to be similar in provision 

of facilities and impacts of the development. The main difference between the two lay in their ability to 

meet industrial land demand. 

Option 1 provided adequately for identified PHI demand whereas Option 2 fell short of target spatial 

requirements. Conversely, Option 2 provided more DWI sites and would, therefore, be a more viable 

option if, over time, DWI site demand and requirement for greater cargo working areas were found to be 

stronger than is presently the case. 

Cost estimates were carried out for the two options for the construction of the reclamation, edge structures 

and roads, and the provision of services and drainage to the individual site entrances. The order of capital 

cost estimates were: 

Option 1 

Option 2 

HKS 2,067M 

HK$ 2,190M 

Through the process of optimisation of the layouts there had been a considerable convergence of the two 

Options, with effectively equivalent developments in the south. In the selection of the Preferred Concept, 

therefore, considerable weight was attached towards the balance of the split between DWI and PHI 

requirements. The land use demand surveys indicated a very positive interest in PHI development and 

related industries and it is considered that the balance should be directed towards these industries. Area 

137 is, possibly, one of the few remaining sites suitable for PHI development in Hong Kong whereas 

DWI, involving non-PHI activities, could be accommodated at alternative sites recently considered but 

found unsuitable for PHI. 

In terms of the full development, the preference must therefore lie with the greater provision for PHI 

activities. As such, Option I was recommended as the Preferred Concept, It has therefore been agreed 

that outline engineering design will be carried out for this concept with the proposed implementation based 

on a rolling programme of development with the PHI sites in the south developed first. 




SECTION 4 

LAND USE PLANNING 

4,1 DETAILED PLANNING LAYOUTS 

The planning process outlined in the foregoing Sections has involved the progressive refinement of initial 

planning concepts into more detailed planning layouts. This Section concludes the land use planning 

process with the presentation of the Recommended Development Layout. 

The size and configuration of the site required the preparation of three layout plans at the prescribed scale 

of 1:1000 to adequately cover the entire planning area as presented in the accompanying Drawings. The 

Written Statements are included as Appendix B. Figure 4.1 provides an overall presentation of the 

proposed land uses. 

Accompanying the land use proposals is a Landscape Master Plan at scale 1:2500 which depicts landscape 

proposals for the site. Details of the landscaping measures proposed are provided within this Section and 

within the Written Statements for each of the planning layouts. 

The Recommended Development Layout encompasses new information which has become available since 

the submission of the Preferred Concept Report and the refinements to the layout in response to comments 

received from Government Departments. The proposed road network has been revised to accord with 

planning intentions for the area. Road alignments, radii and widths fully accord with current highway 

standards. Infrastructural provision has now been extensively revised to accommodate current planning 

proposals, Storm water culvert alignments have been shown where they exert an influence or constraint 

on proposed land use or landscaping measures. Finally, berthing arrangements and site configurations 

have been jointly refined to ensure that an efficient marine to land use relationship is achieved. 

4.2 PHI AND Pffl RELATED DEVELOPMENT 

Four sites comprising a total area of 41.37 ha have been specifically reserved for PHI development and 

are zoned Industry Group B (I(B)) and Industry Group C (I(C)). Three sites adjacent to the Clearwater 

Bay Peninsula have been reserved for PHI related industrial activities. Spatial provision and allocation 

per site has been determined with reference to the findings of the previous land planning studies, ongoing 

contacts with interested operators and with particular cognisance of the findings of the risk assessment. 

Nevertheless, lot boundaries have been indicated with a broken line to provide flexibility and to allow for 

any alteration in spatial requirements related to specific sites. 

Site 1, comprising a total area of 10.95 ha and zoned I(B), has been allocated for gas production purposes. 

In conformity with the HKPSG a minimum building setback of 6.0 m has been applied to the northern 

boundary of the site. A 15.0 m setback has been proposed along the eastern boundary adjacent to Road 

Rl in order to effectively set development well back from a public thoroughfare. Along the southern and 

western boundaries there is a 20 m Emergency Vehicle Access (EVA) and seawall maintenance reserve. 

A plot ratio of 1.25 is suggested for the site which produces 4 Gross Floor Area (GFA) amounting to 

136,900 nr. In accordance with the findings of the risk assessment worker density has been fixed at 20 

workers per ha. This density produces a total site workforce of 219 workers. 

A dolphin berth suitable for the offloading of naphtha to the proposed gas production plant has been 

provided adjacent to the seawall. The design of the berth is sufficient to accommodate classes of vessels 

which are likely to off-load at the gas production facility. It is envisaged that no major structure, except 

APH Consultants Page 4~l

Figure 4.1 

OEARWATER 3AY 

COUNTRY PARK 

TATHONO CHANNEL 

LEGEND; 

Potentially hazardous installation 

0««p waterfront industry 

TA1 UU! WAN 

PHI related industry 

Open 3pac« and interface landscaping 

Services 

TSEUNG KWAN 0 AREA 137 

RECOMMENDED PLANNING LAYOUT 

APH CONSULTANTS



for stacks or flues, will be constructed to height exceeding 30 m. The positioning, design, and massing 

of the required stacks and flues should be subject to a visual and environmental assessment when firm 

development proposals are known. 

Site 2 has been allocated to an LPG storage and bottling facility and comprises a total of 9.61 ha, zoned 

I(C). A plot ratio of 1.25 is recommended which produces a GFA amounting to 120,100 m 2 . Berthing 

arrangements of this and adjacent sites along the seawall have determined the H L" shaped site 

configuration. 

Worker density on the site is recommended not to exceed 20 workers per ha. This density results in a 

total estimated site workforce of 192 persons. A 6.0 m setback is maintained along the northern and 

southern boundaries for emergency and fire fighting purposes. A 15.0 m setback reserve is proposed 

adjacent to Road Rl. Access to the site will be achieved via two access points from Road Rl located at 

the eastern boundary of the site. 

As for Site 1, the height of development should not exceed 30.0 m. Stacks and flues may be permitted 

in exceedence of this height subject to an appropriate visual and environmental study. A jetty berth has 

been provided for the importation of LPG. 

Site 3 has an "L" shaped configuration with a site area of 10.72 ha and is zoned I(C). The site is 

proposed for chemical storage purposes. Two dolphin berths will be required for the bulk import of 

chemicals and transhipment to regional markets. A plot ratio of 1.25 is suggested for the site which 

produces an estimated GFA amounting to 134,000 m 2 . Worker density will be restricted to 20 workers 

per ha producing a maximum on-site workforce of 214. Height restrictions and conditions appertaining 

to flues and stacks will apply to the site development as for Sites 1 and 2. 

Site 4, with a total site area of 10,09 ha, zoned I(C), is reserved for the bulk storage of oil and petroleum 

products. Again a plot ratio of 1.25 is suggested resulting in a GFA amounting to 126,100 m 2 . A 

building setback of 6,0 m is proposed adjacent to the northern and southern boundaries of the site while 

a 15.0 m setback is recommended adjacent to Road Rl. Conditions regarding height, massing, and the 

installation of flues and stacks should be applied as above. 

A 20 m EVA and seawall maintenance reserve is proposed to the west of the PHI sites adjacent to the 

seawall and is included within the curtilage of the adjacent lots. The EVA will require to be kept clear 

at all times to allow for the passage of emergency vehicles. 

The Study has identified a likely requirement for industrial sites with a direct product relationship to the 

PHI sites, for operations such as high value added (HVA) chemical processing. There is a potential 

demand for three sites for such purposes with a spatial allocation of around 3.0 ha per site. Three sites 

zoned I(B) have been reserved for PHI related industries to the east of the PHI sites. However, due to 

planning and site layout constraints, only 7.18 ha has been allocated to the PHI related industrial activities. 

From the recommendations of the risk assessment, worker density in the PHI related sites is 30 workers 

per ha. This results in a total worker density for the three sites estimated at 193 workers. Reduced risk 

operations which are likely to be undertaken on these sites allows for the application of a higher plot ratio. 

A plot ratio of 2,5 is. therefore, recommended which produces a total GFA across the three sites 

amounting to 179,500 m 2 . Building height will be restricted to 30 m and applications for stacks or flues 

exceeding this limitation should be considered on a site by site basis and with regard to visual and 

aesthetic considerations. On a broad basis, given the interface with the adjacent Country Park, it is not 

generally recommended that the 30.0 m height restriction be breached. 

It is proposed that a 10.0 m building setback be applied to each site adjacent to the Road R2/D6 reserve, 

a 6.0 m setback on the northern and southern boundaries and a 15,0 m setback on the boundaries abutting 

APR Consultants Page 4-2



Road Rl. This will ensure adequate access in the event of an emergency, secure the safe disposition of 

buildings and allow for a desirable blocking and massing of buildings. All loading and unloading of 

vehicles will be undertaken within the curtilage of each site and appropriate provision should be made in 

this regard. Similarly, parking provision in conformity to the HKPSG should be made on each site. No 

parking or loading and off-loading operations should be permitted on estate roads. No access to any lot 

shall be permitted from Road R2. 

To ensure that the development and layout of buildings and storage facilities on PHI sites satisfies current 

practices and standards, the operators should make an appropriate submission to CCPHI and comply with 

the requirements of EPD Advice Note 2/92 with regard to the presentation of on-site environmental 

safeguards which will be applied to each site. An application to the Town Planning Board may also be 

required. It is suggested, however, that a means be found to expedite the application process in order to 

avoid discouragement of investors. 

4.3 DWI DEVELOPMENT 

A total of 22 sites have been allocated to DWI development. In broad conformity with the provisions of 

the HKPSG, 20% of the sites have been zoned for I(C) purposes and the balance allocated to I(B) purposes 

which accords with the intentions of the OOP. By definition DWI development comprises industrial or 

warehousing operations which, by virtue of their nature require access to deep water berths. Activities 

which cannot prove such a requirement will be precluded from the DWI lots. Operators who have shown 

an interest in this regard include the bulk heavy oil storage and packing industry, the break bulk chemical 

industry and the concrete batching and prefabrication industry. Other activities which could be allowed 

would include dangerous goods godowns. Government is currently seeking the removal of such facilities 

from the existing urban areas and the provision of alternative sites would aid the realisation of this 

objective. Site boundaries have been indicated with broken lines to render the plan flexible and to provide 

for further consolidation or subdivision of lots. 

Because of risk and visual considerations the density of development in DWI areas has been limited. A 

mean lot size of 1 ha has been assumed. Nevertheless, this would not preclude the subdivision or 

consolidation of lots in relation to demand where this is physically practicable. A plot ratio of 2.5 is 

suggested which results in a total GFA for the 22 sites amounting to 557,300 nor. In accordance with the 

findings of the risk assessment worker density has been maintained at 30 workers per Ha. This results 

in a total projected DWI workforce amounting to 668 workers. Building height in DWI areas will be 

restricted to 30 m in order to limit visual impacts and to maintain the backdrop and integrity of the 

Country Park. 

Proposed access points to each site are indicated in the detailed layout plans. No access to DWI sites will 

be obtained from Road D6 or Road R2/D6 reserve. The SENT Landfill operation requires a private road 

for access to the barge berth which precludes use of this road for the Area 137 development. This reduces 

the planning efficiency of the DWI sites. Should this limitation be removed, it is recommended that 

affected lots be replanned to form more efficient configurations. 

A 9.1 m EVA access is provided to the rear of lots 12 to 16. Elsewhere, emergency access on more than 

one side of each lot can be obtained via public roads or cargo working areas. Access arrangements would 

have to be reviewed if several lots are consolidated. A 9.1 m EVA reserve should will be established 

along the working area fronting lots 25 to 30 to ensure through passage for emergency vehicles in the 

event of an incident. To aid emergency access and to produce a satisfactory arrangement of buildings on 

site, building setbacks have been proposed. These comprise a 6.0 m setback around the lots except at the 

sides where one lot abuts another, where a 4.5 m setback should be applied. 

APH Consultants 

page



A 50 m marine working area has been provided to service all DWI lots. It is not intended that there 

should be any exclusivity of use or access. Lots 25 to 30 inclusive which front the working area have, 

however, an advantageous location when compared to other DWI lots. It is suggested that this 

consideration is reflected in the premium levied on these sites. 

Although no firm commitment has been expressed with regard to DWI take up, the general view among 

operators is that, as deep water moorings are at such a premium in Hong Kong, DWI sites in Tseung 

Kwan O would be well received by the market. 

4.4 SUPPORTING DEVELOPMENT AND FACILITIES 

Road RIO provides access to the SENT Landfill marine access facility and working area. A marginal 

quay of 250 m has been reserved for SENT Landfill use with a 50 m working area provided to the rear 

of the quaywaiL Once SENT Landfill operations are complete, the site could be handed over to another 

user for industrial development. 

Site 8 has been reserved for service and recreational facilities. The HKPSG requires the allocation of 

0.5m 2 of open space per industrial worker (5 ha per 10,000 svorkers). As this standard would only 

produce nominal open space, additional recreational facilities have been provided given the relatively 

isolated location of Area 137. Details of open space facilities are given in Section 4.6 below. Site 8 will 

also provide for offices and small scale commercial premises. It is not, however, anticipated that these 

will need to be large scale facilities and only two to three storey structures should be permitted. 

Two sewage pumping stations are provided on the site. A 225 m 2 reserve is provided adjacent to Site 3 

to accommodate the full development of Area 137 and a 100 nr site reserve is provided adjacent to Road 

RIO for a temporary pumping station for the SENT Landfill marine facility. A 2,400 m : reserve has been 

provided in the southern portion of the site for an electrical sub-station. 

Several storm water culverts dissect the planning area. Drainage reserves are demarcated on the planning 

layout plans. No development or hard planting will be permitted on or over these reserves. 

Areas on the periphery of the site have been maintained as buffer areas. The treatment of these areas and 

roadside planting measures are described in Section 4.6 which describes the landscape master plan. 

Table 4.1, overleaf, provides a breakdown of development and land use by site. The site numbers used 

in the Table correspond to the site numbers depicted in Figure 4.1. 

4.5 PROVISION OF BERTHING FACILITIES 

Some 1000 m of deepwater frontage has been provided for the PHI sites. The berths as indicated in 

Figure 4.1 should be regarded as indicative, based on potential user requirements. These may be modified 

with regard to ultimate user requirements. 

Multi-user marginal quays have been provided to serve the PHI related and DWI sites. These consist of 

200 m of aeepwater outer marginal quay wall and 800 m of basin marginal quay wall (including SENT 

Landfill access berths). 

The outer deepwater berths will be dredged to -14 mPD, while the basin will be dredged to -10 rnPD. 




TABLE 4.1 : 

AREA 137 LAND USE, GROSS FLOOR AREA & WORKER 

DENSITY BY SITE 

SITE No. 

LAND USE 

SITE AREA 

(ha) 

PLOT 

RATIO 

GFA 

(m : ) 

No. 

WORKERS 

1 

PHI (gas) 

10.95 

1.25 

136900 

219 

2 

PHI (LPG) 

9.61 

1.25 

120100 

192 

3 

PHI (chem) 

10.72 

1.25 

134000 

214 

4 

PHI (oil) 

10.09 

1.25 

126100 

202 

Sub Total 

41.37 

517100 

827 

5 

PHI related 

2.82 

2.5 

70500 

85 

6 

PHI related 

2.10 

2.5 

52500 

63 

7 

PHI related 

2.26 

2.5 

56500 

45 

Sub Total 

7.18 

179500 

193 

8 

Services 

1.00 

9 

DWI 

0.93 

2.5 

23300 

28 

10 

DWI 

0.75 

2.5 

18800 

22 

11 

DWI 

1.70 

2.5 

42500 

51 

12 

DWI 

0.60 

2.5 

15000 

18 

13 

DWI 

0.45 

2.5 

11300 

13 

14 

DWI 

0.50 

2.5 

12500 

15 

15 

DWI 

0.48 

2.5 

12000 

14 

16 

DWI 

0.44 

2.5 

11000 

13 

17 

DWI 

0.70 

2.5 

17500 

21 

18 

19 

DWI 

DWI 

0.82 

0.93 

2.5 

2.5 

20500 

23300 

25 

28 

20 

21 

T> 

23 

24 

25 

26 

27 

23 

29 

30 

Sub Total 

DWI 

DWI 

DWI 

DWI 

DWI 

DWI 

DWI 

DWI 

DWI 

DWI 

DWI 

1.36 

1.57 

1.13 

1.05 

0,71 

0.57 

1.05 

LOO 

1.01 

2.32 

1 T> 

22 ^9 

2.5 

2.5 

2.5 

2.5 

2.5 

2.5 

2.5 

2.5 

2.5 

2.5 

2.5 

34000 

39300 

28300 

26300 

17800 

14300 

26300 

25000 

25300 

58000 

55500 

557800 

41 

47 

34 

31 

21 

17 

32 

30 

30 

70 

67 

668 

Page 4-5



TABLE 4.1 (CONTINUED) 

SITE No. 

LAND USE 

31 FatTongChau 

Buffer (a) 

32 Fat Tong Chau 

Buffer (b) 

33 Tit Cham Chau 

Buffer t- EVA 

34 Clearwater Buffer 

Sub Total 

35 SPS 

38 SENT Working 

Area 

39 DWI Working 

Area -r EVA 

36 SPS 

37 ESS 

Sub Total 

Road and Footpaths 

SITE AREA PLOT GFA No. 

(ha) RATIO (or) WORKERS 

0.89 

2.12 

1.41 

4.18 

8.60 

0.01 

1.25 

3.58 

0.02 

0.24 

5.10 

16.24 

Total 

101.78 1254400 1688 

4,6 LANDSCAPING 

4,6.1 Introduction 

The landscape proposals are illustrated in the Landscape Master Plan contained in the Drawings document. 

The primary aims of the landscape proposals are: 

* to ameliorate the assessed visual impact of the industrial development views from Rennies Mill 

and Hong Kong Island to the west and from the Clearwater Bay Country Park to the east; 

> to create an appropriate landscape setting for the development within the context of the 

surrounding coastal landscape; 

+ to enhance the quality of the environment within the development itself, 

The landscape proposals seek to fulfil these aims through a comprehensive framework of woodland 

structure planting. Larger blocks of woodland around the perimeter of the site and along the new 

waterfront will help to provide a buffer screen at ground level and to tie into the pockets of existing 

vegetation on adjacent hill slopes. Planting strips along individual lot boundaries and along road corridors 

will help break up the visual extent of the development and create a more attractive setting within. 




No specific landscape treatment has been indicated within the lots as this will be developed, as 

appropriate, within the detailed design of the individual plots. 

4.6.2 Landscape Framework 

Structure Planting 

The structure planting will be composed of broad swathes of woodland type planting, using tree and shrub 

species that will be tolerant of the anticipated exposed conditions, high air borne pollution levels and low 

maintenance regimes. 

Perimeter Planting 

The planting around the site perimeter will flank the development and act as an interface between it and 

Clearwater Bay Country Park, Tit Cham Chau and Fat Tong Chau. The planting can be used as a visual 

extension of the country park, thus avoiding the abrupt change from countryside to industry, by extending 

fingers of vegetation into the development. The integrity of the islands can be maintained by using planting 

to reinforce the existing vegetation. 

Along the waterfront zones, intermittent planting will be used to break up the impact of the industrial 

buildings from the distant views across the bay. This will help to create a gradual transition from the sea 

to the backdrop of the hills. 

Internal Planting 

Within the body of the site, the internal structure planting will be implemented along landscape belts 

between the major access roads and industrial plots. These "fingers" of vegetation will be important in 

maintaining visual and physical connections with the scenic backdrop of the hills of Clearwater Bay 

Peninsula to the east, Fat Tong Chau to the north and Tit Cham Chau to the south. 

The planting will also act as an extension of the perimeter structure planting, breaking up the scale of the 

development and reducing the effects of abrupt changes in land use. The planting will be similar in 

composition to the external structure planting but will include some less proven species to increase the 

options to create more interest and identity at the detailed design stage. 

The landscape belts will also give some opportunity to introduce low mounding into the development, 

which will contribute towards ameliorating visual conflict between adjacent land uses. 

Roadside Planting 

The road network has a strong influence on the physical structure of the development and the landscape 

treatment will play an important role in creating a "green" framework for the development. The physical 

quality of the road system will, to an extent, dictate the quality of the environment within the 

development. Typical examples of roadside planting are shown in Figure 4.2. 

Tree and shrub planting is proposed along all the major access roads within the site. The planting will 

be used to define route ways as well as acting as visual barriers. Tree planting along the roads wiE 

provide shade to pedestrians and reduce glare from hard surfaces. It will help to provide visual relief 

from the extent of the roads and the adjacent industry. 

Trees and shrubs will be planted at ground level alongside the road with a high kerb to act as a physical 

barrier to deter casual parking and to protect the planting from splash back. A minimum width of 2.0 in 

service free zone will be allowed for the planters to enable uninterrupted root development. 

APH Consultants

Figure 4.2 

FOOTPATH 

PRIMARY 

STRUCTURE ORNAMENTAL 

ROADSIDE 

EXISTING HILLSIDE A VEGETATION , PLANTING SHRUBS | 

PLANTER 

t ACCESS ROAD 

VARIES 3M 2.SM 

GROUND COVER 

ORNAMEHTA1 SHRUBS 

ORNAMENTAL SHRUBS 

ROADSIDE TREE 

DEEP WATEH INDUSTRY 

FOOTPATH 

WTEBFACEZONE 

SECONDARY STRUCTURE PLANTING 

ROADSIDE 

PLANTER 

1 I 

i SM 3M ' 2.5M 

TYPICAL LANDSCAPE PLANTING 

APH CONSULTANTS

Engineering Feasibility Study of Development ofTseung Kwan 0 Area 137 


A number of more ornamental tree and shrub species have been included in the list to allow the planting 

design to be accentuated in the open space area and at traffic islands and roundabouts, 

Plant Speties 

Table 4.2 lists suggested plant species for the woodland structure planting, roadside planting, open space 

and roundabout areas. The use of individual species will be determined at the detailed design stage. 

All plant species have been chosen on the basis of being tolerant of the expected site climatic and substrate 

conditions and the anticipated low maintenance regimes. 

TABLE 4.2 : 

SUGGESTED SPECIES FOR LANDSCAPE PLANTING 

Location Trees Shrubs 

Structure Planting 

Acacia auricuiiformis 

A confusa 

Castanopsis fissa 

Eucalyptus torelliana 

Ficus microcarpa 

Hibiscus tiliaceus 

Litsea glutinosa 

Litsea raonopetala 

Leucanea leucaccphala 

Macaranga tanarius 

Melaleuca leucadendron 

Tristania conferta 

Duranta repens 

Gordonia axillaris 

Hibiscus schizopetalus 

Jasminum mesnyi 

Callistemon rigidus 

Pittosporum revoiutum 

Tamarix chinensis 

Roadside Planting and Amenity 

Planting 

Aleurites moluccana 

Casuarina equisetifolia 

Cinnamonum camphora 

Dracontomelon dao 

Erythrina crista-galli 

Eucalyptus citriadora 

Grevillea banksii 

Melia azedarach 

Pongamia pinnata 

Reevesia thrysoidea 

Thespesia populunea 

Schefflera octophyila 

Stercuiia lanceolata 

Rhododendron spp 

Gardenia jasminoides 

Ficus microcarpa "Golden Lear 

Schefflera arboricola 

Hamelia patens 

Lagerstroemia speciosa 

Rosa multiflora 

Parthenocissus himalayana 

Livistonia chinensis 


Page 4-8



SECTION 5 

ENGINEERING STUDIES 

5.1 ENGINEERING INVESTIGATIONS 

5.1.1 Introduction 

Site investigations and mathematical modelling have been carried out to establish the engineering and 

marine parameters needed for the planning and outline design of the development. These include: 

> Geophysical and geotechnical site surveys 

> Wave modelling 

> Tidal flow modelling 

+ Siltation modelling 

5.1.2 Geotechnical Data 

A geophysical survey was carried out in June 1992, from which the contoured seabed levels and contoured 

levels of the underlying soil strata, together with isopaches of dumped material, have been obtained. A 

borehole survey was completed in July 1992 which provided a visual identification of the soil strata 

supported by in-situ and laboratory tests. 

An assessment of the site investigation data indicates the general lithological sequence from the seabed as 

being fill (previously dumped material), manne deposits, alluvium, completely decomposed volcanic tuff 

and bedrock of moderately to slightly decomposed tuff. The following levels and thicknesses can be 

expected: 

Seabed level 

Fill (dumped material): 

Marine Deposits 

Alluvium 

Rock 

generally -3 mPD to -12 mPD, with high seabed levels occurring 

towards the north of the site in the dumping ground area. 

fill of unknown sources occurs over a large area of the northern site, up 

to 10 m thick and comprising poorly sorted clayey silt, sand, gravel and 

cobbles. 

generally 11 m to 15 rn thick, reducing to zero at the edges of the site 

where the bedrock nses to the adjacent peninsula and island cliffs. The 

marine deposits are classified as slightly sandy clayey silt. The base of 

the marine deposits is at approximately -26 mPD. 

17 to 30 m thick, generally 26 m thick over the western half of the site, 

reducing to zero towards the eastern (peninsula) edge and along the 

northern and southern (island) edges. The alluvium is classified as a 

sandy very clayey silt. 

the bedrock comprises a moderately to slightly decomposed volcanic tuff 

at levels -55 mPD to -60 mPD along the western edge (berthing line) of 

the site, rising towards the eastern, northern and southern cliff edges of 

the site. Overlying the bedrock is a layer of highly decomposed 

volcanic tuff, varying in thickness between 1 m and 8 m but generally 

about 3 m to 4 m thick. 


Page



Typical geological cross-sections through the site and borehole locations are shown in Figures 5.1 and 5,2. 

The geophysical survey included a localised, close-spaced seismic survey giving full coverage over an area 

of the dumped fill material. While there was some evidence of magnetic anomalies in this layer, the 

survey revealed no evidence of obstructions. Although this is not conclusive evidence that the entire site 

is free of obstructions in the fill layer, it would appear unlikely that operations such as the installation of 

wick drains will prove problematical. 

It should be noted that only a limited borehole investigation has been carried out for this Study and 

further, more detailed site investigation will be required for the detailed design stage of the development. 

5.1.3 Tidal Flow Modelling 

Modelling Computations 

Tidal flow simulations have been performed for the dry season with the well mixed water condition and 

for the wet season with the stratified condition. Only spring tides have been considered, as it is adjudged 

that these tides will produce the highest and most critical flow conditions. The simulations were 

performed with a 100 m grid model of the Study Area and were carried out for the following cases: 

* the baseline condition, without any development in Area 137 but including all planned and 

committed projects in the model's area of influence (included in all subsequent development 

simulations); 

* the Area 137 development; 

* Area 137 and the proposed Area 131 developments; 

> an initial development in the south of Area 137; 

> an initial development of Area 137, with the proposed Area 131 development. 

Flow Modelling Results 

Figures 5.3 to 5.5 detail the vector plots for the dry season peak tidal currents in the upper layer for the 

baseline condition, for the Area 137 development and Area 131 development, 

A detailed assessment of the changes in the flow condition between the baseline and the development 

scenarios has been derived by analysis of the current velocity time histories. The assessment analysed 

changes in flow conditions at Lei Yue Mun, within Tseung Kwan O, in the Tathong Channel opposite 

Area 137, at the fishculture zone to the north of Tung Lung Chau and in the south Tathong Channel. 

GeneraEy, the Area 137 development will have little if any effect on the overall tidal flow conditions in 

the area. An initial development in the south of Area 137 would have virtually the same effect on the flow 

conditions as the full development. 

The main effect of the Area 131 development is on the flow conditions inside Tseun* Kwan O. Whilst 

resulting in lower velocities at the entrance to the bay, the configuration of the breakwater results in the 

diversion of flow deeper into the northern areas of the bay. 

5,1*4 SHtation Modelling 

SUtation simulations have been performed by means of a 250 m grid mud flow model The cases 

considered are the same as those simulated with the tidal flow model. As siltation occurs mainly during 

the wet season and changes in siltation will be largest with spring tides, the simulations have been carried 

out for these conditions. Ills approach is considered sufficient to determine the -eneral impact oa 

siltation of the development of Area 137. * 

APH Consultants "~ — TT 

Page >2

Figure 5.3 

SPRING TIDE 

Peak abb currants 

SPRING TIDE 

0 ! 

Peak flood currants 

DRY SEASON PEAK TIDAL CURRENTS 

BASELINE CONDITION 

APH CONSULTANTS

Figure 5.4 

SPAING TIDE 

Peak abb currants 

SPRING TIDE 

Peak Hood currants 

DRY SEASON PEAK TIDAL CURRENTS 

WITH AREA 137 

253 APH CONSULTANTS



The results show low suspended sediment concentrations in the Study Area. At the modelled output 

stations the concentrations in the upper layer are generally less than 5 ppm. The same applies to the lower 

layer with the exception of the mid-Tathong Channel where the concentration increases to 8 ppm during 

peak flood conditions and the south Tathong Channel where the concentration is about 10 ppm during the 

full tidal cycle. Changes in the concentration with all the development scenarios compared to the baseline 

are very small. 

With all the modelled cases, the suspended sediment concentrations are very low by most estuarine 

standards. Because of this limited natural sediment supply, siltation rates in the area susceptible to 

deposition of fine sediments will be low, which is confirmed by the simulation results. Figure 5.6 

presents the mud deposition contour plot for the baseline simulation. As the Figure indicates, in most of 

the Tseung Kwan O area the deposition rate is in the range of 0.0 to 0.05 kg/nr per tide. This rate 

corresponds to a siltation in the order of 1 cm per year. In the area northwest and south of Tung Lung 

Chau the deposition rate is 0.05 to 0.10 kg/m 2 per tide, corresponding to a siltation in the order of 2.5 

cm per year. 

The mud deposition contour plot for the case with Area 137 development is presented in Figure 5.7. 

Compared to the baseline, there is a limited increase of deposition rate west of Tung Lung Chau and a 

decrease of the deposition rate in the area west of Area 137. These changes are relatively small, the more 

so in view of the generally very low deposition rates in the area. The cases with an initial development 

and with Area 131 showed almost identical deposition rate patterns as above. 

It is therefore concluded that the Area 137 and Area 131 developments will have a very limited impact 

on sediment movement and siltation. In the overall area the changes in siltation rate will be effectively 

negligible. 

5.1.5 Wave Modelling 

Mean. Annual Wave Climate Analysis 

The offshore mean annual wave climate is based on VOS data for the area off Hong Kong covering the 

period from 1949 to 1991. 

When propagating from deep water to Area 137, the wave heights will reduce, mainly by refraction and 

the sheltering effects of the offshore islands and headlands. Other phenomena which will affect the wave 

height are dissipation by bottom friction and wave generation by wind. 

The refraction and the sheltering effects have been established by means of the OUTDJF model. Results 

from the computations were obtained for locations adjacent to the Area 137 quay wall. Effects of bottom 

friction on the wave height have been established by means of the ENDEC wave model. Computations 

were performed for inshore wave heights from Hs=0.5 up to 4 m. The bottom friction effects were found 

to be small as the water depth in the Tathong Channel is relatively deep in relation to the mean annual 

waves. Wave generation by wind was analysed by means of the JONRAY model. 

By use of the results of the OUTDDF, ENDEC and JONRAY modelling the offshore mean annual wave 

climate was transformed to the local wave climate adjacent to the Area 137 quay wall as given in Table 

5J. Wave directions will range between 160 and 195 degrees N. The local generated wave climate at 

Area 137, based on the wind climate and the results of the JONRAY computations is presented in the 

Table 5.2. Periods of the local generated waves will be less than 5.0 s. 


fagg

Figure 5.6 

HO 

Tung Lung j — 

oo 

0.00 to 0.05 !cg/m**2 / el da 

-/o o o ao o 

0.05 to 0,10 kg/m**2 / 

00 

OO 

O O 

O O 0-15 to 0.20 kg/m**2 / 

aa 

a 

0-20 to 0.25 kg/m^2 / tide 

O O 0 O O 

00-^0000^0 

oooooooooo 

oooooooo 

MUD DEPOSITION CONTOUR PLOT 

BASELINE CONDITION 

APH CONSULTANTS

Figure 5.7 

< 0.00 kg/n»**2 / tld* 

0,00 kg/»**2 /tide 

0,00 to 0.05 kg/»**2 / eld» 

0,05 to O.JO kg/m**2 / crd« 

0.10 to 0.15 Seg/flM>*2 / tick 

0,15 to 0.20 kg/»**2 / trd- 

0*20 to 0.25 kg/m**2 / tfd« 

> 0.25 kg/»**2 / «ld« 

00000 

ÔOOO 

O 

MUD DEPOSITION CONTOUR PLOT 

WITH AREA 137 

APH CONSULTANTS



TABLE 5.1 : MEAN ANNUAL WAVE CLIMATE AT AREA 137 

Exceedence of wave height in percentage of time 

Hs(m) 

0.10 

0.20 

0.30 

0.40 

Tp>0s 

29.80 

21.42 

14.71 

8.48 

Tp>5s 

15.92 

12.92 

962 

5.95 

Tp>7s 

5.83 

5.04 

4.13 

3.06 

Tp>9$ 

1.64 

1.49 

1.28 

1.06 

Tp>13s 

0.22 

0.18 

0.13 

0.10 

0.50 

5.62 

4.24 

2.21 

0.74 

0.08 

0.60 

3.64 

2.87 

1.60 

0.58 

0.07 

0.70 

1.82 

1.50 

0.99 

0.40 

0.06 

O.SO 

1.37 

1.08 

0.82 

0.31 

0.03 

0.90 

0.83 

0.71 

0.51 

0.21 

0.03 

1.00 

0.63 

0.55 

0.42 

0.16 

0.03 

1.25 

0.24 

0.21 

0.19 

0.10 

0.02 

1.50 

0.06 

0.05 

0.04 

0.02 

0.00 

1.75 

0.01 

0.01 

0.00 

0.00 

0.00 

200 

0.00 

0.00 

0.00 

0.00 

0.00 

TABLE 5.2 : 

LOCAL GENERATED WAVE CLIMATE 

Exceedence of wave height in percentage of time 

Hs(m) 

Direction 

SE 

S 

NW 

0.1 

6.0 

2.7 

1.2 

0.2 

0.9 

0.6 

0.4 

0.3 

0.2 

0.1 

0.1 

0.4 

- 

- 

- 

Extreme Wave Climate Analysis 

The offshore extreme wave climate was derived from a hindcast study undertaken by the Hong Kong 

Polytechnic through the use of a parametric wave prediction tnodei with input data from 14 selected 

typhoons which have occurred during the last 42 years. 

Table 5.3 presents the resulting extreme wave climate at Area 137. The direction of these extreme waves 

will be between 170 degrees N and 190 degrees N. Wave periods will range from 10 s to 16 s. 




TABLE 5 J : 

INSHORE EXTREME WAVE CLIMATE 

Return Period 

(jrs) 

1 

10 

20 

50 

100 

200 

Hs 

(m) 

1.8 

2.7 

3.2 

3.7 

4.0 

4.3 

The local generated wave climate, established from the extreme wind climate and the JONRAY results 

is presented below in Table 5.4. Periods of these local generated waves will range between 3 s and 6 s, 

TABLE 5.4 : 

EXTREME LOCAL GENERATED WAVE CLIMATE 

Significant Wave Height Hs (m) 

Return Period 

Direction 

(yrs) 

SE 

S 

SW 

1 

0.5 

0.5 

0.4 

10 

0.8 

1.2 

0.7 

20 

1.0 

1.5 

0.8 

50 

1.2 

1.9 

0.9 

100 

1.3 

2.1 

1.0 

200 

1.4 

2.4 

1.1 

5.2 LAND FORMATION 

5.2.1 Method of Site Reclamation 

The site reclamation can be undertaken with or without the removal of the soft marine deposits. Removal 

of this layer and replacement with a granular fill would give a reclamation base with stronger and more 

certain engineering properties and reduce considerably the time required for consolidation. This method 

would, however, involve the dredging and disposal of a large volume (some 10 to 15 Mm 3 ) of the soft 

marine deposits, with associated environmental impacts. The dredged material would then require 

replacement by additional fill. 

It is proposed that the site reclamation should be undertaken with the minimum removal of the marine 

deposit layer, thus reducing the environmental impacts, fill requirements and minimising the extent of mud 

disposal. 




The placement of fill material over the marine deposit and underlying alluvium will result in the 

consolidation of these materials and the consequential settlement of the reclamation. This consolidation 

would normally take place over a very long period of time and accelerated consolidation will therefore 

be required in order to complete the reclamation within an acceptable timescale. 

5.2,2 Settlement and Consolidation Time 

The settlement of the underlying layers has been calculated using geotechnical data determined from the 

site investigation. For a finished reclamation level of -1-5.0 mPD, total settlement has been estimated to 

range from 1.8 m in the north of the site to 3.1 m in the south, with consolidation in both the marine 

deposit and alluvium layers. The difference in settlement is due to the varying thickness of marine 

deposits and because the dumped material in the north of the site has already induced a certain amount 

of consolidation in the underlying soft layers. 

The rate of consolidation of the soft cohesive'material is dictated primarily by the rate of drainage within 

the layer ie the rate at which excess pore water pressures can dissipate. In order to accelerate the 

consolidation process, it is proposed that vertical (wick) drains be installed in the soft material. The 

spacing of these drains together with the weight of the fill will determine the rate of consolidation. 

Using a preload surcharge of 1.5 m and with vertical drains installed to -24 mPD, spaced at 1.7 m in a 

triangular pattern, full primary consolidation could be achieved within 6 months of completion of the 

reclamation construction. The small amount of the remaining secondary compression will occur over an 

indefinite period of time and would not normally present any significant design or construction problems. 

In the north of the site where some consolidation of the marine deposits has already taken place, full 

primary consolidation could be achieved within 2 years without the installation of wick drains or 

accelerated through the introduction of vertical drains as outlined above. 

The design should be confirmed by further site investigation during the detailed design stage of the 

project. In addition, when installing the drains, the spacing should be checked and optimised during the 

first phase of the installation by adopting different wick drain spacings and monitoring the consolidation 

results. 

5.2*3 Construction Methodology 

The primary constraint when filling on top of the marine deposit is the low shear strength. In order to 

avoid instability and mixing of mud and fill material it is necessary to ensure that: 

+ the fill is placed in layers of uniform thickness; 

* the leading edge of the fill forms a shallow slope, typically 1:6 or less. 

Water depths in the general fill area are insufficient to permit access by loaded trailer dredgers and it is 

therefore envisaged that the base sand fill layers would be placed by using a spreader barge supplied by 

a cutter suction dredger or a trailer dredger with a self unloading facility. These base layers should be 

built up to provide a 2 m thick sand blanket. 

Once die base layers have been placed, the bulk filling can commence. The fill should be placed in 

relatively low lifts (2 to 3 m) to an initial level of -f 2.0 mPD, which is considered high enough for the 

installation of vertical drains and placing of the surcharge fill. For the staged construction of the site a 

50 m wide embankment, with temporary bund walls if necessary and a flat 1:6 (minimum) fill slope, is 

placed along the edges of the reclamation area, where not contained by permanent edge structures. 

Construction of the embankment around die reclamation area should be completed first, or ahead of the 

reclamation between the embankments. Installation of vertical drains and subsequent placing of the 

APH Consultants Page 5*6



surcharge fill should start at the embankments and continue into the reclamation area. Figure 5.8 indicates 

such a construction sequence. 

After raising the reclamation level from 4-2.0 mPD to 4-5.0 mPD, a surcharge fill is placed which 

incorporates the 3,1 m fill required to take up the predicted settlement and a 1.5 m preload fill. The total 

(theoretical) height of the finished elevation of the surcharge would then be 4-9.6 mPD. 

In view of the restrictions of water depth, it is likely that most of the bulk fill would be placed either by 

a cutter suction dredger pumping ashore from a rehandling basin supplied by barges or trailers or by 

trailer dredgers pumping ashore through floating pipelines. 

In the event that a land sourced fill material is utilised, or where the reclamation site is used for public 

dumping, the first layers over the sand blanket would need to be placed by careful bottom dumping from 

barges so as to build up a layer with minimal disturbance to the previously placed sand or fill. Once this 

barge-dumped material has reached a level of -2.0 mPD, end tipping from land can commence. 

Installation of vertical drains is assumed to take place in the dry, after the initial fill has reached a level 

of -f 2.0 mPD. This presumes that the fill material is either sand, or, if land sourced material is used, 

that the maximum particle size is less than 50 mm. For fill materials which do not meet the above stated 

requirements, the vertical drains will have to be installed by marine based equipment after the 2 m sand 

blanket has been placed. 

5.3 EDGE STRUCTURES 

53.1 Method of Construction 

Removal of the marine deposits from beneath the seawalls has been considered necessary at this stage. 

The reasons for this are twofold: 

*• from a structural point of view, removal of the soft marine deposit layer eliminates the uncertainty 

associated with the use of this material as a foundation layer - settlement of the quay structure 

could be critical to its performance; 

+ in comparing the construction of gravity structures, retaining structures and open piled structures, 

removal of the marine deposits has been found to be more cost effective. 

However, it is possible that during the detailed design stage, a more thorough site investigation of the 

seawall alignment could indicate that the marine deposits may have a higher strength than normally 

associated with this material, and time and cost effective retention could be considered. 

The construction methodology for removal of marine deposits involves dredging a trench along the line 

of the edge structure and replacing the marine deposits with a granular fill. The site characteristics 

suggest that most of the dredging is likely to be undertaken using grab dredgers, possibly supplemented 

by trailers in those areas where access permits. 

The method which is employed to backfill trenches will largely depend on the nature of the material used 

as backfill. In the case of rock, it is likely that the fill would be delivered in conventional dump barges 

or on pontoons. Backfilling would be achieved by dumping from the barge or by bulldozing the fill off 

the pontoon. In the case of sand backfill, filling would be carried out by controlled bottom dumping from 

barges, or trailers where there are no access constraints, or by direct delivery to the bottom of the trench 

using downpipes. 


p ^

Figure 5.8 

TEMPORARY -~v 

8UNDWA1LS \ SO PD 

A \J^ 

-^î^1 

wrWSnWG Sg'A BOTTOM i 

i 

VERTICAL NICK 1 

DRAINS { 

_ — . , — — !„ 

50m CM8ANKWENT ARQUNO 

RECLAMATION SECTIONS 

4-2.0 mP.O. 

i i qftmru 

in::: 

—uu I Iiii 

H-hfHHH-H 

f4- ill ii —^s^-- 

} 

i 

I 

!1 

iiii 

Mi! 

Mil 

iiil 

1111 

Mi! 

HIM 

illll 

Iiii! 

11 1 !! EMBANXilENT J 

Hi |f SLOPE 

Hill 

lit! ill! 

1M1 LLLJJ 

1MM 

LUU 

{Hi! 

LLLLJ , 

STAGE 1 • PLACING FILL FOR EMBANKMENT AND INSTALLATION OF WICK DRAIN 

STAGE 2 - RECLAMATION BET\VEEN EMBANKMENT AND INSTALLATION OF WICK DRAINS 

50m EMBANKMENT AROUND 

RECLAMATION SECTIONS 

TEWPOARAY -v 

BUNOWAU.S \ 

\ * 5 0 mP 0 

+• 9 8 mP O 

. ,r-r- "^ l 

£ +ZO mP.O. ^V 

, \ _^^ffi^MHiffmin 

^sfr^"*^7î-rcji'î*m 

v - 1 — ii i f i —:i i 

•>• ISs**."" TITT^ "~ T ,."" 

{• ' !f] j^*^15^1^----- 

__ r«Tvv "..T~-~^^ . ^f^lSTWC SE4_30nQH.J_ LJ _LJ LI^ LLLL Li_Ll 

«"' r i i ^*~i-**. 

-i - — 1 1 j jj. . .. _ i 

! i MM! (Hi {(lit Mi ii EW8ANKMEKT J 

VERTICAL -WICK 1 I I I i 1 1 II I I Mill ill!! SLOP^ 

MAINS ! I Hill 111! HIM II! ii 

I i iiiii Hi! 

i M i M 1 1 1 m i 

iim 

mil 

Ml ii 

nin 

STAGE 3A - 

PLACING PRELOAD FILL ON EMBANKMENT AND SUBSEQUENTLY 

ON RECLAMATION AREAS 

TEMPORARY RETENTION —-v 

EMBANKMENT / SEAWAUL \ 

—- ORIGINAL SURFACE FROM WHICH TMCX 

ORAJNS MERE tNSTAUJEO 

+ S.OmPD. HNISHED SURFACE AFTER 

REMOVAL OF EXCESS SURCHACE HLL 

i-SETTLED PROFILES 

i—SETTLEMENT 

STAGE 38 - SETTLED PROFILE / SURFACE AFTER PRELOADING 

RECLAMATION WITHOUT REMOVAL OF MARINE DEPOSITS 

993 APH CONSULTANTS

Engineering Feasibility Study of Development o/Tseung Kwan O Area 137 


Thereafter, for revetment structures, a bund wall is constructed and the bulk filling behind the edge 

structure is undertaken in low lifts of 2 to 3 m. The increased stability afforded by the greater shear 

strength of the granular trench material means that the edge bund can be constructed to the required design 

slope (1:2). Wick draining and surcharging behind the edge structure are the same as previously 

described. The quay structure is constructed on completion of the filling operation. For sheet pile walls, 

the rock bund is not required and after construction of the sheet piling the landward fill is placed up 

against the wall, together with installation of anchors. 

5*3.2 Selection of Edge Structure 

There is a wide range of structural concepts available for the provision of the quay structures, which can 

be divided broadly into gravity structures, anchored retaining structures and open piled structures. The 

suitability of each type will vary as a function of the design requirements and the physical and 

environmental characteristics at the site. In general, the least cost alternative types of edge structures have 

been selected where these are technically appropriate. The selection and design of these edge structures 

will be subject to further analysis in the detailed design stage when more information with respect to soils 

properties and design loadings is available. 

Seawalls 

The type of seawall proposed for locations where no berthing structure is required is a revetted slope with 

rock armour. This is the normal type of seawall construction in the Territory for locations exposed to 

moderate wave action, since the wave run-up, overtopping and reflection is reduced from that associated 

with a vertical faced structure. It is also proposed that the seawall behind the dolphin berths along the 

PHI frontage should be a revetted slope with rock armour. 

The crest level of the seawall is 4-6.5 mPD, to prevent overtopping for the mean annual wave conditions. 

Any overtopping that may occur due to runup during extreme storm events will be contained in a drainage 

catchment behind the wall crest. At the more exposed southern corner of the site, off Tit Cham Chau, 

the crest level is raised to 4-7.5 mPD. 

Details of the seawalls are shown in Figure 5.9. 

Dolphin Berths 

It is proposed that the deep water bulk liquid berths (chemical, LPG, fuel and naphtha) should be dolphin 

berths, situated in front of a revetted slope seawall (Figure 5.9). It is normal practice to provide dolphin 

berths for bulk liquid vessels, since the pipe manifolds are located amidships, and the loading/unloading 

platforms can therefore be of limited length. Breasting dolphins with appropriate fendering are located 

on either of the loading platform and are set slightly seaward of it, so that the berthed vessel is kept clear 

of the loading platform. Mooring dolphins are also provided on either side of the berth, set back 30 m 

behind the berthing line, to take the breast, head and stern lines from the berthed ship. Catwalks are 

provided for access to the breasting and mooring dolphins. 

limited vehicle access to the loading platform would be provided by a short access bridge, which would 

also carry the pipelines to the shore. The level of the deck of the loading platform and access bridge 

would be 4-6.5 mPD to avoid excessive overtopping under extreme conditions and to reduce wave forces 

on the underside of the structures. 

The loading platform, breasting dolphins and mooring dolphins would all be piled structures. Most of the 

reinforced concrete work would be tn-situ, but there is some scope for precasting beams and slab soffits. 

There is no need for the removal of marine deposits under the piled structures. 


pag€



The dredged level of these berths would be -14 mPD. 

The berth layouts have been based on utilisation by the following "design" ships: 

Berth No.l - Naptha tankers, LOA 200 m 30,000 DWT 

Berth No.2 - LPG tankers, LOA 80 m 1,200 DWT 

Berth No.3 - Chemical transhipment tankers, LOA 120 m 8,000 DWT 

Berth No.4 - Chemical parcel tankers, LOA 185 m 40,000 DWT 

Berth No.5 - Fuel oil tankers, LOA 225 m 45,000 DWT 

Outer Marginal Berths 

A deep water marginal berth is proposed for the northernmost 200 m of the outer berthing line. The 

dredged level at this berth would be -14 mPD. The berth would be used by ocean-going vessels serving 

the DWFs at Area 137, or by smaller coastal and river trade vessels. Since the import, transhipment or 

export cargoes handled at these berths will be break-bulk general cargo, or possibly small quantities of 

dry bulk cargo, there is a need for a wide apron immediately behind the berthing face on which mobile 

cranes, forklift trucks, tractors and trailers and lorries may operate. No requirement is envisaged for fixed 

or travelling cranes to serve this multi-user berth. 

The type of quay proposed is an open deck on piles with a rock armoured revetted slope (see Figure 

5.10). The location is exposed to some wave action and a sloping revetment with open-piled structure is 

therefore preferred to a vertical faced structure. In addition, wave conditions during construction may, 

on occasions, make it difficult to construct alternative forms of quay such as sheet piling at this location. 

The reinforced concrete deck could be cast in situ; again there is scope for precasting the beams, slab 

soffits, fender and rear downstands. 

Basin Marginal Berths 

The basin berths in the north of the site would be used for transhipment and export of PHI related 

products in containers, and for the import, transhipment and export of DWI goods. The SENT Landfill 

marine access berth would be dedicated to the unloading of the SENT Landfill. The basin would be 

dredged to -10 mPD. 

A large degree of protection from wave action is afforded by the configuration of the basin. There is 

therefore not the same need to ensure minimal wave reflections at the berths as at the outer berthing line. 

In addition, conditions during construction will be calmer. 

An anchored steel sheet piled retaining wall, with removal of marine deposits, has been found to be more 

economical than other forms of marginal quay wall construction. It is therefore proposed that the basin 

marginal quays should be constructed with steel sheet piles anchored to suitable anchorages set back 

behind the quay (see Figure 5.11). 

A 50 m wide apron behind the berthing fece is required for the operation of cargo handling equipment 

and lorries. Again, no requirement for fixed or travelling cranes to serve the berths is envisaged. 

The cope level would be 4-5.0 mPD. The limited wave action in the basin reduces the likelihood of runup 

and overtopping. 


5.9 

QUAY STRUCTURES 

SECTION THROUGH DOLPHIN BERTH JETTY AND REVETMENT 

APH CONSULTANTS

Figure 5.11 

QUAY STRUCTURES 

SECTION THROUGH SHEET PILE WALL 

APH CONSULTANTS



5.4 FILL REQUIREMENTS AND SOURCES 

Estimates of fill requirements for the proposed development in Area 137 indicate a total requirement for 

approximately 15 Mm 3 , based on the assumption that the marine deposits will be left in place in the 

general fill areas. 

Whilst no allocation of marine fill has yet been made for Area 137, it is possible that fill may be available 

in the borrow areas of North, Mid and South Tathong and East Tung Lung Chau. These borrow areas 

are already allocated to projects which are either in progress or about to commence and it is therefore not 

possible to identify at this stage those parts of the borrow areas which will still contain economic resources 

when they are handed back and become available for Area 137 and other projects. In the event that 

insufficient marine fill is available, land sourced fill would need to be used. Land sourced fill may be 

available from Anderson Road Quarry, where some 6.7 Mm 3 of overburden will need to be disposed of 

from 1994 onwards. However, it is not certain at this stage whether this material would be available for 

the Area 137 development. The formal allocation of fill for Area 137 would be made by FMC at the 

detailed design stage. 

An alternative source of fill material is screened construction waste, or public dumping. The use of this 

material is attractive not only because it would be a very low cost fill but it also saves valuable landfill 

space. Whilst the volume of construction waste material produced in the Territory is not sufficient to meet 

the demands of a fast track construction programme, this would be a useful source of fill for on-going 

reclamation after, for example, the early establishment of an initial development. 

5.5 DREDGING REQUIREMENTS AND DISPOSAL 

Dredging in Area 137 will be required to deepen the berthing areas and approach channels and to remove 

unsuitable material from beneath the seawalls and quay structures. The total volume to be dredged has 

been estimated to be around 2.9 Mm 3 for the construction of the full development. This is made up of 

0,5 Mm 3 to be dredged from berthing areas and approach channels and 2.4 Mm 3 from seawall trenches. 

The disposal of unsuitable materials which will be dredged in the Territory in the coming years is 

becoming a matter of increasing concern. The FMC Database of Fill Requirements and Surpluses (March 

1992) estimates the volume of mud which will arise from dredging and reclamation projects during the 

period 1992 to 2000 to be 330 Mm 3 . Set against this volume, the disposal of 2.9 Mm 3 of dredged material 

from Area 137 should not present any particular difficulty. The material may be disposed of in redundant 

borrow pits that are expected to be available at the time; alternately, the material may have to be disposed 

of at gazetted dumping grounds. 

Dredging of Contaminated Sediments 

From sampling and testing in this area prior to this Study and from testing carried out as part of the Area 

137 site investigation, it is apparent that some sediments to be dredged from Area 137 are likely to contain 

significant concentrations of trace elements. 

Given this conclusion, the dredging and disposal of these sediments requires particular care to minimise 

the release and resuspension of contaminated materials. Suitable dredging procedures would include fitting 

grab dredgers with closed grabs and operating grabs within silt curtains. 

The disposal of contaminated material would depend on the availability of disposal sites for contaminated 

material at the time. Capping the contaminated material with non-contaminated spoil is the most likely 

solution to disposal problems but this will depend to a large extent on the release of suitable allocations 

for spoil disposal and the comparative timing of the various projects producing spoil. 


Page >lti



5.6 CAVERN DEVELOPMENT 

The feasibility of rock cavern development in the vicinity of Area 137 has been examined for storage of 

dangerous goods. 

GEO have carried out a preliminary study of the geological potential for cavern development in the 

vicinity of Area 137. Three sites have been identified of which the closest and most suitable is within the 

Clearwater Bay Country Park adjacent to the site. Four caverns could be constructed at this location, 

generating a storage area of some 1.6 ha and producing some 325,000 m 3 of rockfill for use within the 

reclamation. 

The approach to the minimisation of risks for each PHI site, as discussed in Section 3, has been to 

concentrate the high risk activities and storage in one area and use lower risk activities as buffers on the 

boundaries between each site. The marine related import/export of materials has, naturally, lead to the 

location of the higher risk activities in close proximity to the berths. The adoption of further removed 

cavern storage would significantly increase' the land transfer distances and hence, spread the area of 

potentially high risk activities. This could move the boundary of acceptable risk further north and possibly 

into the TKOEE and SENT Landfill areas. Moreover, material import and export from the storage tanks 

would be effectively continuous. This may well be a departure from the more conventional use of caverns 

for the long term storage of potentially hazardous products, often in small unitised volumes. 

The total quantity of excavated material from the caverns is small in relation to the site reclamation 

requirements and would not form a significant contribution. The cost of formation of the caverns would 

depend upon the nature of the lining and tunnel support requirements, but is likely to be an order of 

magnitude higher than that associated with conventional reclamation. 

It is therefore considered that the relative remoteness of the potential sites for cavern development, as well 

as cost considerations, effectively rules out the adoption of caverns for storage in this instance. 

5.7 HIGHWAYS AND ROADS 

5.7.1 Site Access 

External road access to Area 137 will be from the proposed Road D6, which will run southwards between 

the TKOIE and the SENT Landfill boundaries to Area 137. The proposed cross-section of D6 comprises 

a 7.3 m dual two lane carriageway with wide verges incorporating 3.5 m footpaths, 3.0 m planting areas 

and a 3.5 m cycle track. Initially, only one carriageway will be constructed to provide access to Area 

137. This road will be extended into Area 137 to a roundabout in the north of the site. 

Provision has been made in the Area 137 planning for an extension of D6 to the south of the site, along 

the edge of the Clearwater Bay Peninsula. Access to the south of the site is proposed by constructing the 

southbound carriageway of this road, ie a 7.3 m two way single carriageway road, to the southern 

roundabout. 

5.7.2 Internal Road Network 

Road Hierarchy 

The internal road network in Area 137 consists of a 13,5 m single carriageway principal access road and 

10.3 m (two way) and 7.3 m (one way) single carriageway secondary access roads. For all roads, verges 

incorporating 3,5 m footpaths and 2.0 m planting areas are provided on both sides of the road. Design 

APR Consultants



speeds adopted for the internal road network are 70 kph and 50 kph for the principal and secondary access 

roads respectively. 

Principal Access Road 

The 13.5 m single carriageway principal access is the main arterial road for the proposed development. 

It runs some 800 m from the northern roundabout intersection to the roundabout at the south of the 

development. The secondary access roads feed off this road to serve the individual sites. 

Secondary Access Roads 

The 10.3 m and 7.3 m (one way) secondary access roads feed off both the principal access road and the 

northern roundabout. Junction spacings in the north of the site are close due to the constraints of the 

planning layout but nevertheless maintain the standards laid down in the Transport Planning and Design 

Manual. Turning circles are provided at the ends of cul-de sacs. Along the northern site boundary, an 

access road to the SENT Landfill marine access facility is provided off Road D6. 

Emergency Vehicle Access (EVA) 

Additional reserves for Emergency Vehicle Access are provided, in particular along the seawalls. These 

would be paved areas which must be kept clear at ail times in the event of emergencies; they do not form 

part of the road network. 

5.8 STORMWATER DRAINAGE 

5.8.1 Existing Catchment Areas 

The study area contains two catchment types : 

*> areas on the south side of Fat Tong Chau and south of Tin Ha Village, consist of short steep 

catchments falling directly to the reclamation area; 

> the area around Tin Ha Village will be recontoured as part of the SENT Landfill and will 

discharge to Area 137 at two locations. 

5.3.2 Existing Drainage 

Two drainage culverts discharging surface water from the SENT Landfill will traverse Area 137. Flow 

from these culverts will be incorporated as part of the surface water drainage system for Area 137. 

Leachate from the SENT Landfill is collected separately and directed to the sewage treatment works. 

5.3.3 Drainage Requirements 

The following specific requirements represent a summary of the objectives for the drainage system in Area 

137: 

> security from flooding by heavy rainfall and typhoon surge with a freeboard allowance to 

accommodate settlement and wave action; 

» mitigation or at least maintaining status quo of flooding conditions in existing undeveloped areas; 

*• the provision of adequate surface water drainage to avoid ponding of water; 

* reclamation works and stoonwater outfall to be designed for 1 in 200 year storm recurrence 

interval; 




+ appropriate allowance for deterioration of system performance of 10 to 15% of design discharge 

capacity; 

* no overtopping of road kerbs; 

> trunk drainage systems to accommodate flows from 1 in 200 year storm recurrence intervals with 

subsidiary drainage designed for 1 in 50 years. 

5.8*4 Proposed Drainage 

Stormwater runoff will be collected by a system of channels at the interface with undeveloped land and 

by box culverts discharging to sea at specific drainage outfalls constructed in the seawall. Several 

subcatchments are combined to minimise the requirement for drainage reserves across developable land 

and box culverts are located along roads wherever possible. Drainage outfalls and box culverts are 

designed to maintain a freeboard above high tide level (2.25 mPD) of 500 mm for large culverts and 300 

mm for small culverts. Figure 5.12 shows the proposed drainage layout of the site together with the 

catchment areas. 

To minimise pollutants in stormwater runoff discharging to sea in the vicinity of the development, runoff 

from PHI and related industry will be controlled by on-site treatment facilities. Stormwater runoff from 

existing undeveloped slopes will be intercepted by a system of *U* channels and silt traps, so that the 

initial flows from any storm will discharge only minimal accumulated debris from the road network. 

Significant areas of the PHI sites will be bunded and after suitable treatment, stormwater runoff from these 

areas will be discharged from each site to the sea by surface drainage outlets through the sea wall. 

5.9 WATER SUPPLY 

5*9.1 Existing Fresh Water Supply System 

An existing 150mm diameter freshwater main, along the Tai Miu Tsiu Road, serves villages on the 

Clearwater Bay Peninsula. Villages adjacent to the Study Area obtain their supply from this source but 

will be cleared under the SENT Landfill project. The existing water supply system which will supply new 

development on reclamation areas has been extended along Road D6 only as far as the Tseung Kwan 0 

Sewage Treatment Works in Area 85. 

5.9.2 Future Fresh Water Supply Distribution 

It is anticipated that the fresh water supply facilities which are proposed as part of the development of the 

TKODE in Area 87 will be extended south to also service Area 137. Water Services Department have 

advised that although initial stages of TKOIE will be supplied from existing service reservoirs, water 

supply to Area 137 will be made available via the principal distribution main along Road D6, from the 

proposed Tseung Kwan O East Low Level Service reservoir to be located in Area 106. 

According to the WSD programme, the service reservoir should be completed by early 1996, which is 

consistent with the anticipated requirements of the initial PHI development on Area 137. 

Fresh water-supply requirements for Area 137 have been estimated with factors used by WSD, as given 

in Table 5.5. Consumption rates for DWIs and PHI Related Industries are based on comparative rates 

for I(B) Industry. General working areas are considered low water consumers and an equivalent I(C) 

Industry consumption rate has been adopted in this instance. 

APfl Consultants 

p



TABLE 5.5 : 

ESTIMATED FRESH WATER USAGE 

Development Type 

Gross 

Area (ha) 

Net Area 

(ha) 

Consumption 

(m 3 /ha/day) 

Daily 

Usage 

Potentially Hazardous Industry I(C) (storage of 

chemicals, oil, LPG) 

Potentially Hazardous Industry (naptha and gas 

production plant) 

30-42 

10.95 

19.77 

- 

30 

• 

601 

2500 

Deep Water Industry I(B) 

22.29 

14.49 

110 

1594 

PHI Related Industry I(B) 

7.18 

4.67 

110 

514 

Services 

1.00 

0.65 

30 

20 

General Working Areas 

4.83 

3.14 

30 

94 

5323 

PHI areas will be predominantly (75%) used for storage of chemicals, oil and LPG, which are considered 

to have low water consumption. These industries use extensive dedicated tanking and distribution piping 

to minimise their water requirements for cleaning purposes. 

A gas production plant is proposed for the remaining PHI area. For planning purposes it has been 

assumed that the water consumption of such a plant will be similar to that of the existing facility at Tai 

Po which has a daily fresh water consumption of approximately 2,500 m 3 . 

The estimated fresh water consumption of 5,323 nrVday for Area 137 is greater than the present WSD 

allowance of 4,700 m 3 /day for this area. Although the planned 600 mm diameter trunk main along Road 

D6 is likely to be adequate, a further review of the adequacy of the system is appropriate when major 

water consumers in Area 137 and the adjacent TKOIE have been identified. 

Moreover, the Hong Kong and China Gas Co Ltd have advised that should a more extensive gas 

production facility be constructed in Area 137, overall water consumption by the gas production plant 

could be of the order of 8,000 m 3 /day, which would require WSD to reassess the supply provisions in this 

area especially with respect to the capacity of the proposed fresh water service reservoir at Tseung Kwan 

O East. A review of the system, including the water main feeding the service reservoir, the capacity of 

the service reservoir and the 600 mm diameter main leading to Area 137, will be necessary, 

5.9.3 Proposed Salt Water Supply 

Supply of salt water for flushing purposes wfll be provided to all low level areas from the fixture Tseung 

Kwan O East salt water pumping station located in Area 86. Further extension of these facilities is 

required to provide supply to both the TKOBE and Area 137. A provision for future salt water flushing 

has been made as part of the development of the TKOIE by a proposed 500 mm diameter main to be 

located in Road D6. 

WSD advise that the proposed salt water supply system in the area will cater for the estimated flushing 

water demand in Area 137. 




5.9.4 Firefighting Water Supply 

WSD advise that under abnormal operation mode, the principal main on Road D6 can deliver FSD 

requirement of 33,000 m 3 /day for fire fighting purposes. This may, however, result in temporary inability 

of the distribution mains in the area to meet other water supply requirements at the same time. 

5.10 SEWERAGE 

5.10.1 Existing Sewerage Facilities 

No existing sewerage facilities are located within close proximity to the Study Area. 

The Tseung Kwan O Sewage Treatment Works is located some two kilometres north of Area 137. This 

plant accepts sewage from the developing Tseung Kwan O New Town. Phase I of the Tseung Kwan O 

Sewage Treatment Works was commissioned in 1989 and it is understood that the plant is presently 

operating at approximately 60% of its capacity. 

5.10.2 Future Sewerage Facilities 

A Revised Design Statement for Tseung Kwan 0 Sewage Treatment and Disposal has recently been 

documented. This review outlines proposed strategies for construction of the Sewage Treatment Works 

which are required to meet the projected New Town growth and the development of the TKOEE and other 

industrial developments. 

From the Design Statement, full development of Phase II Stage 1 of the Sewage Treatment Works will 

provide for 88,000 mVday in 1998. Phase n Stage 2 of the Sewage Treatment Works (2001) should 

provide a further increase in capacity of 50%, to around 120,000 nrVday. The ultimate planning for the 

Sewage Treatment Works (2011) provides for a total capacity of 192,000 m 3 /day. It is probable that the 

timing of the next phase of the Sewage Treatment Works will be determined by the rate of development 

of the Tseung Kwan 0 New Town and the TKOEE and is unlikely to be affected by the rate of 

development of Area 137. Variations in flows from Area 137 represent only a minor proportion of the 

total flow at the Sewage Treatment Works. 

Provision has been made for sewage flows from the Area 137 development in the Revised Design 

Statement. An allowance of 3,125 nrVday has been made within the design of Phase H Stage 1, increasing 

to 4,500 nrVday, for Phase H Stage 2 in 2001 when the full development can be expected to become 

operational. This is in line with WSD's estimated water supply provision for Area 137. Further, for the 

ultimate planning horizon, an allowance of some 36,000 nrVday from Area 137 has been made, based on 

the assumption of a change of land use from that currently under study to a high density industrial 

development such as the TKOIE. 

Sewage flows from the development are based on site areas as given Section 4 (Table 4J). Using the 

ultimate per capita daily water demand and industrial water usage rates from the Civil Engineering Manual 

for the various classes of consumers, dry weather sewage flows (DWF) from Area 137 have been 

estimated as shown in Table 5.6. 

APH Cojtsutiants Page 5-15



TABLE 5.6 : 

ESTIMATED SEWAGE FLOWS 

Land Use 

Gross Site Area 

(ha) 

Net Site Area 

(65% of Gross) 

(ha) 

Water Consumption 

per hectare 

(m 3 /day) 

Sewage Flows 

(m 3 /day) 

(DWF) 

PHI (gas) 

10.95 

7.12 

112.0 

797.44 

PHI (LPG/chcm/oil) 

30.42 

19.77 

112.0 

2214.24 

PHI related 

7. IS 

4.67 

112.0 

523.04 

DWI 

22.29 

14.50 

112.0 

1624.00 

Services 

LOO 

0.65 

0.08 

0.05 

Total 

say 

5,156 rrrVday 

5,200 mVday 

Should the gas production facility be more extensive than planned, Hong Kong and China Gas Co Ltd 

have advised that additional waste water discharge from the ultimate plant could be in the order of 2,000 

mVday (DWF). Together with the other planned facilities this would require that an allowance of about 

7,200 arVday DWF be made in the design of the Sewage Treatment Works for flows from Area 137. 

Advice from the consultants for the Sewage Treatment Works indicates that this increase is not expected 

to present any difficulties as these flows form a very small proportion of the total design flows and can 

be easily accommodated. 

In the event of a future change of land use for Area 137, there may be a significant increase of sewage 

flow volumes; however, adequate provision has been made in the ultimate planned capacity of the Sewage 

Treatment Works. 

No provision has been made within proposed gravity sewers in the TKOIE for flows from Area 137, 

which will therefore need to discharge to the treatment plant by separate sewer. 

5.10*3 Sewerage Network 

Area 137 is remote from the Tseung Kwan 0 Sewage Treatment Works, therefore sewage will be directed 

to a centrally located pumping station and then discharged to the Sewage Treatment Works via a rising 

main located within the services reserve of Road D6. To enable relocation of the SENT Landfill marine 

access facilities, temporary pumping of flows from these facilities into the TKOIE sewers is envisaged. 

Alternately, it may be possible to utilise self-contained (chemical) units, which would eliminate these 

sewage flows. A review of the proposed sewerage system wiU be necessary once specific operators for 

the development have been identified. 

The anticipated PHI development in Area 137 may require the inclusion of on-site treatment facilities, the 

extent of which can only be assessed on an individual industry needs basis. 

5.10.4 Sewage Disposal 

Initially sewage flows from the Study Area will undergo preliminary treatment at the Tseung Kwan 0 

Sewage Treatment Works and will then be discharged via the existing Tseung Kwan 0 submarine outfall 

into the Tathong Channel, Options exist for future upgrading of the Sewage Treatment Works to 

secondary treatment or alternatively discharging directly to the Strategic Sewage Disposal Scheme interim 

outfall. 




5.11 PUBLIC UTILITIES 

China Light and Power Company propose to supply Tseung Kwan O from a major 400 kV substation to 

be established near Tseung Kwan O Town Centre. A feeder network of 132 kV circuits will then supply 

primary substations to be located in areas of new development. Extension of electricity services will occur 

as part of the staged development of the new TKOIE. Supply to Area 137 will be an extension of these 

facilities. 

Hong Kong Telephone Company intends to extend its services to areas of development as demand 

requires. It is intended that the regional telephone exchange is located in the Tseung Kwan 0 New Town 

Centre and that extension to the TKOIE and to SENT Landfill areas occurs progressively. It is understood 

that sufficient capacity exists within the present network for the requirements of the development in Area 

137. 

Two gas connections to the Tseung Kwan O New Town are currently available. One extends from 

Kowloon via Po Lam Road and the other proceeds via Clear Water Bay Road and provides for 

development in Area 31. A new supply via the Tseung Kwan O Tunnel is anticipated to ensure sufficient 

capacity for future development of the New Town. Utilisation of gas production from SENT Landfill and 

gas supply from the proposed gas production facility in Area 137 may also be possible. 

Adequate service reserves will need to be provided in road D6 for the provision of these utilities. 




SECTION 6 

MARINE STUDY 

6.1 INTRODUCTION 

The recommended development layout has been studied in relation to the marine operational requirements 

of the development itself as well as its interaction with the other marine operations in the area. This 

includes the impact of shipping generated by the proposed development on the shipping in the Tathong 

channel; likewise the effects of passing vessels and the effects of the marine climate conditions on ships 

berthed at Area 137. An investigation has been carried out on the feasibility of safe arrival and departure 

manoeuvres under various environmental conditions, including typhoon evacuation. Navigational safety 

is assessed together with the requirements for existing and new anchorage facilities. 

During detailed design, discussions with the Hong Kong Pilots Association will be necessary to establish 

berthing procedures and criteria for the specific berths dependent on the type and size of vessels using 

such facilities. 

6.2 MARINE TRAFFIC 

6.2.1 Present Situation 

The present volume of ocean going traffic using the Tathong Channel is relatively small, at some 12% 

of the current level of arrivals in Hong Kong. This corresponds to some 2,500 arrivals per year. 

A traffic count was carried out to establish the movements of vessels through Lei Yue Mun and Tathong 

Channel. The results of this counting are summarised in Table 6.1. 

TABLE 6.1 : 

DAILY VESSEL MOVEMENTS TATHONG CHANNEL 

(as recorded on 14 April 1992, 06.00 - 18.00 hrs) 

Vessel Type 

East Bound 

West Bound 

Total 

Percentage 

Ocean going 

3 

3 

6 

1.2 

River trade 

16 

21 

37 

7.3 

Towed barge 

16 

13 

29 

5.7 

Femes 

1 

1 

2 

0.4 

Fishing boats 

64 

124 

188 

37.1 

Small craft 

114 

85 

199 

393 

Dredgers 

10 

8 

IS 

3.6 

Speed boats 

14 

14 

28 

5.5 

Totals 

238 

269 

507 

100.0 

The survey showed that vessel movements are generally constant throughout the day apart from fishing 

boat movements, which peak during the morning with the return of the fishing fleet. The predominant 


Page


Find Report - Main Report 

traffic through the Tathong Channel is fishing boats and small vessels, which account for over 75% of the 

total daily vessel movements. 

The survey also showed that the fishing boats and small craft tend to use the Inshore Traffic Zone past 

Chai Wan, while the other vessels use the main Tathong Channel. The number of vessel movements 

within the Traffic Separation Scheme (TSS) of the Tathong Channel at present amounts to some 240 per 

day. The present ocean going traffic accounts for some 15 vessel movements per day. 

6.2.2 Future Situation 

The marine traffic through the Tathong Channel will increase due to the expected growth of the total 

traffic calling at Hong Kong and due to Vessel Traffic Management regulations and guidelines. An 

assumed 20% traffic share for the Tathong Channel in 2011, will result in some 7,500 arrivals or 15,000 

ocean going vessel movements per year (ref. Lantau Port and Western Harbour Development Study, 

Working Paper No. 9). This would correspond to some 40 ocean going vessel movements per day. 

The Area 137 development will generate additional shipping traffic in the waters to the East of Hong Kong 

Island. The fleet mix calling at Area 137 has been estimated based on the identified industry/land use 

allocation and the expected marine traffic is presented in Table 6.2. The number of river trade vessels 

is based on a ratio of (arbitrarily) 5 times the number of ocean going traffic. 

TABLE 62 : ESTIMATED MARINE TRAFFIC FOR AREA 137 

Ship Type Ship Size (DWT) Number of Vessel Calls Number of Vessel 

Per Year 

Movements per Year 

Naphtha tanker 

30,000 

12 

24 

LPG tanker 

1,200 

50 

100 

Product tanker 

3,000 

50 

100 

Product tanker 

30-45,000 

100 

200 

Chemical tanker 

30-45,000 

100 

200 

Miscellaneous 



The total marine traffic (i.e. ocean going, river trade, barges) related to the development of Area 137 will 

result in an increase of some 30 to 35 vessel movements per day, which is also considered to be a 

relatively small increase compared to present traffic intensities (240 movements per day). 

The river trade traffic for Area 137 and the SENT Landfill barges will be handled in the northern basin 

berths and will therefore have limited interaction with the ocean going traffic destined for the deep water 

berths in the south of Area 137. Similarly, the proposed development at Area 131 will generate, typically, 

one to two ocean going vessel movements per day and can be effectively discounted in terms of the overall 

future movement patterns of the area. 

6.3 SHIP HANDLING OPERATIONS 

6*3.1 Introduction 

Ship manoeuvring simulations have been carried out to assess the manoeuvring behaviour of ships when 

arriving and departing from the proposed berths. The input to the simulations comprises an intended track 

to be followed by the vessel under specified wind, wave and current conditions. Further, the use of 

engine and scope of tug assistance is specified. During the simulations the vessel is controlled by an 

autopilot which calculates required rudder angles, engine settings and tug forces in order to follow the 

intended track as closely as possible. 

6.3.2 Input Conditions 

Arrivals and departures are presented for Berth 4 (parcel tanker berth), which is typical of the tanker 

berths, with a loaded and a ballasted 37,500 DWT tanker. Principal dimensions of the simulated tanker 

are indicated in Table 6.3. 

TABLE 6.3 : 

PRINCIPAL SHIP DIMENSIONS 

Dimension 

Unit 

Loaded 

Ballasted 

Length Overall 

Length P'ends 

Beam 

Draft 

m 

m 

m 

m 

180 

171 

25.5 

10.4 

180 

171 

25.5 

5.4 (tnmmed) 

The ocean going vessels for Area 137 will carry potentially hazardous cargoes and will require sufficient 

tugs when approaching or leaving the berths to effectively guarantee safe manoeuvres. Tankers for Berths 

1, 4 and 5 will require at least 3 tugs upon arrival and 2 tugs when departing. The smaller LPG carriers 

and chemical transhipment tankers (Berths 2 and 3) will need the assistance of 2 tugs and 1 tug for arrivals 

and departures respectively. In the simulations a maximum tug force of 40 tons has been assumed to be 

available at the bow as well as at the stem of the tankers for arrival and departure manoeuvres. 

Arrival manoeuvres commence in the centre of the Inbound Traffic Lane of the Tathong Channel abeam 

of Nga Ying Pai with starting speeds of 6 to 8 ktn depending on the weather conditions. Tankers proceed 

through the Tathong Channel and make a 30 degree starboard turn, followed almost immediately by a port 

turn for lining up for the final approach to the berths. The manoeuvre simulation was terminated once 

the tanker is stopped and well under control in front of the berth. It is assumed that tankers will berth 

bow in as is common practice in Hong Kong. 




Departing tankers will be cleared off the berths with tugs and swung over some 30 to 50 degrees to port 

in order to line up for departure. Simulations were commenced at this position and continued with a large 

port turn towards the Outbound Traffic Lane of the TSS in the Tathong Channel. The manoeuvre 

simulation was terminated once passage in the Tathong Channel had been achieved. 

Manoeuvres were studied under normal operating wind conditions of 20 ktn from the prevailing directions, 

north, east and southwest. Emergency departures were simulated under northwesterly and northeasterly 

winds of 30 ktn. 

Local generated waves in the Study Area are generally less than 0.3m with periods below 5 sec and will 

therefore not affect manoeuvring tankers. Residual swells come from a southerly direction and a typical 

wave height of 0.5 m was selected for this navigation study. 

Current speeds at the present pilot boarding station are generally 0.6 ktn for ebb and flood tides. 

However, during the wet season with spring ebb conditions the current speeds can be as high as 1.2 ktn. 

For the simulations 0.6 ktn flood and ebb currents were used as well as a L2 ktn ebb current. 

6.33 Ship Manoeuvres 

Operating Conditions 

Safe arrivals are considered practicable with loaded and ballasted tankers during any stage of the tide and 

under normal operating conditions. 

An arrival manoeuvre for a loaded tanker is made with moderate use of engine and rudder. After a 

smooth approach manoeuvre the tanker is lined up for a final approach to the berth and is stopped well 

in time with half astern engine power. When arriving during (strong) ebb tide conditions more engine 

power is required to counteract winds and currents. The tanker could be stopped in time and kept under 

control with limited tug assistance. For arrivals on a flood tide and in southerly winds, the speeds should 

be taken off well before the final approach to the berth. Sufficient tug assistance is required (30 tons at 

bow and stern) to counteract the starboard swing of the tanker when half (and occasionally full) astern 

power is given. 

A ballasted arrival in calm weather is shown in Figure 6.1. The arrival track is closely followed with 

engine at half and slow ahead and moderate rudder angles are required to make the starboard and port turn 

respectively. Slow astern power is applied to stop the ship. Safe arrivals at ebb tides in northerly or 

easterly winds can also be made with moderate tug assistance (e.g. 30 tons tug at bow and stern) during 

the final stage of the manoeuvre to keep the tankers under control. 

Ballasted arrivals in flood tides and southerly winds should be undertaken with care. When approaching 

the berth and slowing down, the ballasted tankers will swing to starboard due to the wind and tide. To 

keep the tanker under control at least two 30 tons tugs at the stern and one at the bow are needed. Under 

such conditions, some vessels may find berthing "portside to" more practicable. 

Safe departures from the berth with ballasted tankers are practicable under normal wind conditions at any 

stage of the tide. Ballasted departure manoeuvres from Berth No.4 commenced with the tankers well 

cleared from the berth and lined up for departure by the assisting tugs. The engine was put at dead slow 

ahead. 

The port turn towards the Tathong Channel was made with moderate rudder angles between 10 and 15 

degrees with the engine at dead slow and slow ahead. The speed during this turn amounted to some 4 ktn. 

No tug assistance was required under this condition following the initial berth clearance. 

APH ComuItaMs 

f



When departing on an ebb tide and in a northerly wind the departing tanker should be lined up heading 

into the wind and current. During the first phase of the manoeuvre the speed is approx 2 ktn and 

moderate tug forces are required to keep the vessel under control. The port turn is made with the engine 

on slow ahead and with rudder angles between 10 and 20 degrees. 

During the first phase of departure for manoeuvres at flood tides and south-westerly winds, tugs are 

required to keep the tankers under control by pulling to port with some 8 to 10 tonne at bow and stern. 

During the turn to port only limited tug assistance is required. 

The crossing time of departing vessels of the Inbound Traffic Lane of the TSS is restricted to some 5 

minutes. 

Emergency Departures (typhoon evacuation) 

The more critical ballasted departures from the berths are safe and practicable, provided that sufficient 

tugs (2 tugs of 30 tonnes each) are available to pull the vessel from the berth and align the vessel for 

departure. The tankers should be lined up in such a way that they stay well clear of any berth structure 

and other moored ships when they commence their departure manoeuvres and port swings. 

Figure 6.2 shows a departure at spring flood in a 30 ktn northwesterly wind. A safe departure manoeuvre 

is possible provided that the vessel is well cleared of the berth and lined up for departure. At the initial 

stage of the manoeuvre up to 10 tonne of tug assistance to port side at bow and stern is required to 

counteract wind and current. 

Under conditions of wet season spring ebb tides the tankers need to be lined up with the currents prior 

to commencing the departure manoeuvres. The port turn is made with engine on (dead) slow ahead and 

with rudder angles of approx 15 degrees. Tug boat forces at bow and stern amounted to 20 tonne. 

6.4 INTERACTION EFFECTS OF PASSING SHIPS 

Ships moored at berths may be subjected to interaction effects caused by passing ships. These interaction 

effects are experienced as longitudinal and transverse forces combined with a yaw movement and are most 

pronounced in shallow water with the passing ships in close proximity of the moored ship and moving at 

speed. Interaction forces combined with other external forces acting on the moored ship may cause the 

moored ship to range on its moorings, with the possibility of mooring lines parting. 

The governing parameters affecting the interaction of passing ships are the ship sizes, separation distances 

between moored and passing ships and the sailing speeds. 

> Ship Sizes; the largest tankers moored at the outer berths of Area 137 are expected to range from 

30,000 up to 45,000 DWT. Ships sailing in the Inbound Traffic Lane and passing the Area 137 

port facilities are assessed to be typically 30,000 to 40,000 DWT. Maximum ship sizes are 

determined by the allowable draught in the Victoria Harbour area, which amounts to 11.0 m. The 

maximum ship size passing Area 137 is selected at 65,000 DWT. 

> Separation Distances; for the determination of the separation distances it is assumed that, on 

average, the inbound passing ships will sail in the centre of the Inbound Traffic Lane. The 

calculation assumes a separation distance between the passing and moored ships of 600 m. 

»* Sailing Speeds; the maximum speed of inbound vessels when passing Area 137 is taken at 10 ktn. 

Actual sailing speeds are most probably lower considering the fact that these vessels will be under 

pilotage at this location. 


P&g*

Figure 6.1 

SHIP MANOEUVRES - 

BALLASTED ARRIVAL 

APH CONSULTANTS



The mean longitudinal and transverse interaction forces on the moored tankers, for the above conditions, 

are given in Table 6.4. 

TABLE 6.4 : 

MEAN INTERACTION FORCES ON MOORED TANKERS 

Passing Ships 

30,000-40,000 DWT 

65,000 DWT 

Longitudinal 

Transverse 

Longitudinal 

Transverse 

Interaction Forces (tf) 

(Separation Distance 600m) 

1.6 

7.0 

4.5 

20.0 

In addition to the interaction forces the moored tankers may be subjected to wind, wave and current forces 

which may amount to 7.0 to 15 tonnes depending upon wind direction. 

The mooring restraint forces are defined as the maximum allowable forces acting on a moored ship before 

mooring lines break. These forces are dependent on the type and number of mooring lines used as well 

as on the mooring arrangement but are assessed at 47 tonnes longitudinal and 300 tonnes transverse force 

for the moored tanker. 

The mooring restraint safety factor is defined as the mooring restraint forces divided by the total mean 

disturbing force on the moored ship. It is considered that this factor of safety should be at least 4 to allow 

for dynamic and other effects. The mooring restraint safety factors are calculated for the various 

conditions and are presented in Table 6.5. 

TABLE 6.5 : 

MOORING RESTRAINT SAFETY FACTOR 

(Separation Distance 600 m) 

Passing Ships 

30,000-40,000 DWT 

65,000 DWT 

Interaction Forces 

Longitudinal 

Transverse 

Longitudinal 

Transverse 

Safety Factor 

5.5 

13.6 

4.1 

8.6 

With the given 600 m separation distance, adequate safety margins are present for passing ships of typical 

size 30,000 to 40,000 DWT. For maximum ship sizes of up to 65,000 DWT passing Area 137, the safety 

margin is also satisfactory. 

6.5 DOWNTIME CONSIDERATIONS 

6*5,1 Introduction 

Vessels moored at the berths are exposed to locally generated waves and residual waves and swells coming 

from southerly directions. When wave induced ship motions are too large, cargo handling operations will 


Figure 6.2 

SHIP MANOEUVRES - TYPHOON DEPARTURE 

APH CONSULTANTS



have to slow down or even cease, resulting in operational downtime. Acceptable ship motions are, 

amongst others, dependent on the ship types and sizes, type of cargoes handled and cargo handling 

equipment. Mainly oil and gas tankers are to be expected at the deep water berths of Area 137 and their 

products will be handled by loading arms. 

At the most northern berths general cargo vessels and small coasters can be expected. Cargo is anticipated 

to be handled using cranes, either onshore or onboard. 

6.5.2 Wave Conditions 

Local generated waves come from northeasterly, southeasterly and southerly directions with wave heights 

below 0.5 m. Residual ocean waves and swells enter through the Tathong Channel and come from a 

southerly direction. With the berth orientation of SSE/NNW these wave directions result in (port) stern 

quartering seas on the moored ships. It is assumed that vessels will be berthed bow inwards (northerly 

heading) as discussed in Section 6.3. 

The exceedence frequencies of the residual waves and swell are indicated in Table 6.6. 

TABLE 6.6 : WAVE EXCEEDENCE FREQUENCIES (%) 

Wave 

Height Hs 



6.5.4 Operational Downtime 

The operational downtime for the various vessels expected to call at Area 137, based on the above wave 

conditions and downtime criteria, are presented in Table 6.8. 

TABLE 6.8 : OPERATIONAL DOWNTIME AREA 137 

Vessel Type 

Tanker 

LPG Carrier 

General Cargo Vessel 

Coaster 

Vessel Size (DWT) 

30,000 - 45,000 

8,000 - 10,000 

1,200 

5,000 - 8,000 

2,000 

Downtime (%) 

0.35 

1.2 

3.4 

1.2 

3.4 

The operational downtimes for the various ships are all below 5%. The highest downtimes occur for the 

small LPG tankers and coasters. Considering the frequency of vessel calls at the port facilities (see Table 

6.2) the actual downtimes for all vessels will be very limited. 

SENT Landfill Barges 

The wave conditions at the Sent Landfill quays have been analysed to determine what change in 

operational conditions would occur in relocating the marine access from the present planned location to 

the proposed location at the north of the Area 137 development. 

The wave exceedence frequencies of the residual waves and swell, calculated at the present SENT Landfill 

location and at the reprovisioned location during both an initial development and for the full development, 

are indicated in Table 6.9. 

TABLE 6.9 : WAVE EXCEEDENCE FREQUENCIES AT SENT LANDFILL QUAYS (%) 

Wave Height 

Hs(m) 

Landfill 

5 sec 

Location 

7 sec 

Area 137 Initial 

Wave Period Tp 

5 sec 7 sec 

Area 137 Final 

5 sec 7 sec 

0.5 

0.55 

0.42 

0.21 

0.19 

0.60 

0.42 

0.7 

0.05 

0.04 

0.01 

. 

0.06 

0.05 

1.0 

~ 

, 

- 

. 

, 

. 

There will be minimal change in wave conditions between the alternative quay locations. In all cases, the 

frequency of the critical wave heights and periods is less than 1 %, and downtime for the SENT Landfill 

barges will be very limited and effectively unchanged. 


fage



6.6 PILOTAGE AND AIDS TO NAVIGATION 

6.6.1 Pilotage 

The pilot station for shipping traffic using the Tathong Channel is at present located approximately 

between Hak Kok Tan and Tit Cham Chau. With the development of Area 137, and possibly also Area 

131, this pilot boarding station will need to be relocated to a position off Tai Long PaL 

This relocation would result in an additional sailing distance of some 1.75 nm for the pilot cutter. 

Considering the marine traffic intensity in the Tathong Channel in 2011 and the number of vessels 

requiring a pilot (over 1,000 GRT for vessels with dangerous cargoes), this additional sailing distance 

appears acceptable for a high speed pilot cutter. 

Wave and weather conditions at the proposed site are only slightly more onerous than at the present 

location and it is not expected that pilot boatding operations would be significantly affected by relocating 

the boarding station. 

6.6*2 Aids to Navigation 

The approach routes to the new port facilities are all located in deep water and no specific aids to 

navigation to mark these routes are required. 

The port facilities will be marked by shore based beacons as indicated on Figure 6,3. 

6.63 Tathong Channel Traffic Separation System (TSS) 

In order to maintain the 600 m separation distance between passing ships in the Inbound Traffic Lane of 

the TSS and vessels berthed at Area 137, and to separate as much as possible passing ships from ships 

manoeuvring for the berths, a realignment of the TSS off the berthing face is required. This involves 

easing the present course change of some 35° by "cutting the corner 11 and reducing the present course 

change to two smaller course changes, about 0.8 run apart. Figure 6.3 indicates the nature of this 

realignment, together with the aids to navigation requirements. IMO approval will be required for this 

revised channel alignment. 

6,7 ANCHORAGES 

6.7.1 Tseung Kwan O Mooring Buoys 

The Study is required to consider the continued use of the three mooring buoys (A60, A61 and A62) in 

Tseung Kwan O in conjunction with the development of Area 137 facilities. 

The PHI development and operation of the Area 137 port facilities will not require the use of these 

mooring buoys, since the handling of hazardous cargoes at the mooring buoys would be inappropriate and 

not permitted under the existing ordinances, The lack of definition of the requirements for DWI 

operations do not permit recommendations to be made upon the suitability of retaining these buoys in 

relation to these operations. 

6*7*2 Dangerous Goods Anchorage 

The dangerous goods anchorage in Tseung Kwan O is presently used by a limited number of vessels: 

approximately one to two vessels per week. The vessels utilising the proposed Area 137 facilities will 

be carrying potentially hazardous cargoes. It is considered that the use of the existing dangerous goods 


Figure 6.3 

TSEUNG 

(Junk Bay) 

KWAN 

r» Long Wan M 

Wave Bay} 

PROPOSED FAIRWAY REALIGNMENT 

AND AIDS TO NAVIGATION 

APH CONSULTANTS



anchorage would introduce unnecessary risks and in the occasional circumstances when a waiting 

anchorage is required then the vessel should utilise the existing dangerous goods anchorage to the south 

of Lamma Island. The frequency of this usage should, however, be monitored and, if required, a new 

dangerous goods anchorage could be established nearer Area 137, possibly between Tung Lung Chau and 

the Ninepins. 

6*7*3 Quarantine and Immigration 

The existing quarantine and immigration anchorage for vessels approaching from the east is located in 

Kowloon Bay off Kai Tak. Any requirement for vessels carrying dangerous goods or potentially 

hazardous cargoes to utilise this anchorage would again introduce unnecessary risks. The designation of 

an alternative anchorage seaward of the proposed development would be equally inappropriate given the 

nature of the current method of clearance. 

It therefore recommended that pre-entry clearance should be granted wherever possible and failing this, 

clearance should be granted when the vessel is on the berth as is the current practice in many international 

ports. This is not currently done in Hong Kong and Immigration Department's resources may therefore 

be limited for such duties. 

6.8 NAVIGATIONAL RISK AND VESSEL TRAFFIC CONTROL 


The development of Area 137 port facilities will generate additional marine traffic in the Tathong Channel. 

Ocean going vessels will arrive from the south and river trade vessels and barges will pass through Lei 

Yue Mun. 

In addition, the marine traffic in this area will increase due to the expected growth of the total marine 

traffic calling at Hong Kong and due to Vessel Traffic Management regulations (as discussed in Section 

6.2). 

6.8.2 Navigation Risks 

Arriving ocean going vessels for Area 137 have minimal interference with other marine traffic. Pilots will 

board in the approaches and follow the Inbound Traffic Lane of the Tathong Channel. After passing Tung 

Lung Chau they make their approach to the berths of Area 137, The number of vessels within the TSS 

and in the Eastern Inshore Traffic Zone is very low and the risk of collision with these vessels is equally 

low. 

During the final approaches to the berths, it is considered that safe arrival and berthing manoeuvres can 

be made when sufficient tug assistance and clear aids to navigation (on the quays) are provided. 

Ships should be unberthed with sufficient tug assistance and should be well lined up for departure. 

Departing ships have to cross the Inbound Traffic Lane to join other marine traffic in the Outbound Traffic 

Lane of the TSS in the Tathong Channel. As is discussed in Section 6.3 the time required to cross the 

Inbound Traffic Lane is short and amounts to some 5 minutes. 

During these departure manoeuvres there is a potential risk of collision with inbound or outbound traffic 

in the Tathong Channel and a proper timing and monitoring procedure will be essential. The probabilities 

of collision are very low in view of the traffic intensities in the Tathong Channel and frequency of 

departure manoeuvres from Area 137. Nevertheless, unberthing and departure manoeuvres should not 

commence prior to receiving advice from the VTS on committed vessel movements in the Tathong 




Channel. In particular during typhoon evacuations the departure manoeuvres should be closely monitored 

by VTS. 

River trade vessels and barges destined for Area 137 will all be handled at the northern basin and there 

will therefore be little interference with the ocean going ships for Area 137. 

Vessels destined for Area 137 and coming through Lei Yue Mun, sailing in the Outbound Traffic Lane, 

have to cross the Inbound Traffic Land when entering the northern basin. During these crossings potential 

collisions with other traffic is present. A proper timing of manoeuvres, monitored by the VTS, is hence 

required. 

6.8.3 Marine Support 

The requirements for tug assistance for the different classes of vessels utilising the proposed facility have 

been discussed in Section 6.3.2. Tugs are presently based in the vicinity of Tsing Yi and there are 

proposals for relocating their base to Lantau Port. Thus there is a response time for the tugs of the order 

of 1 hr, which would be acceptable under normal operating conditions. However, in an emergency 

involving the need for immediate departure or fire fighting assistance then a more rapid response would 

be required. 

It is recommended that a minimum of 2 tugs, with fire fighting capabilities, should be stationed at the 

proposed facility and provision should be made for quayside support and a berth allocation of some 30m. 

6.8.4 Vessel Traffic Control 

All vessel traffic movements to and particularly from the planned port facilities of Area 137 should be 

monitored by the VTS. A good radar coverage of the approach routes is hence required. The present 

Vessel Traffic Services system and location of radar sites in Hong Kong is indicated in Figure 6.4. 

It is understood that the proposed berthing line of Area 137 is located just inside the blind sector of the 

Waglan radar coverage. However discussions with the Marine Department have indicated that this minor 

limitation would be acceptable and that no additional radar locations would be required. 

Recent developments have, however, indicated that Marine Department may lose the facilities currently 

provided by the ASDE radar at Kai Tak. The establishment of a replacement and the timing and siting 

of the new facility have yet to be finalised; further consultation will therefore be necessary with Marine 

Department to determine the future marine traffic levels and capability of the VTS at the time the Area 

137 development is scheduled to be implemented. 


Page



SECTION 7 

TRAFFIC AND TRANSPORT STUDY 

7.1 TRAFFIC FORECASTS 

7.1.1 Development Assumptions 

Traffic forecasts in Hong Kong are generally made within the context of the Comprehensive Transport 

Study (CTS-2) model, which enables the forecasts to be placed within an agreed framework of assumptions 

which are consistent between studies. This Study has made use of the CTS-2 forecasts provided by 

Government. The population and employment levels underlying the forecasts are summarised in Tables 

7.1 and 7.2. 

The implied development assumptions are consistent with Metroplan objectives and represent the 

assumptions in general use for transport planning studies in Hong Kong at the time of the current Study. 

The figures are under review, partly as a result of the 1991 Census showing lower population figures than 

had been expected, with the implication of lower population growth rates. There is also the possibility that 

Phase 3 of Tseung Kwan 0 could be developed to a higher level leading to a population of the order of 

440,000 by 2011. Sensitivity tests have investigated the impact on the Study findings of changes in the 

population assumptions. 

TABLE 7.1 : 

POPULATION DISTRIBUTION UNDERLYING THE FORECASTS 

(Units; OWs) 

Year 

Area 

1991 1996 2001 2006 2011 

Tseung Kwan 0 

Sai Kung 

Clear Water Bay 

New Territories 

Hong Kong Island 

Kowloon 

84 

30 

3 

2250 

1295 

2144 

153 

34 

19 

2581 

1359 

1955 

241 

26 

12 

2641 

1316 

2099 

243 

25 

12 

2701 

1362 

2160 

333 

24 

11 

2746 

1362 

2151 

Total 5811 6101 6335 6503 6627 




TABLE 72 : 

EMPLOYMENT DISTRIBUTION UNDERLYING THE FORECASTS 

(Units; OOO's) 

Area 

1991 

1996 

Year 

2001 

2006 

2011 

Tseung Kwan 0 

34 

38 

57 

76 

85 

Sai Kung 

13 

7 

5 

5 

5 

Clear Water Bay 

4 

9 

11 

10 

11 

New Territories 

95S 

991 

1051 

1092 

1130 

Hong Kong Island 

781 

922 

916 

931 

893 

Kowloon 

1030 

1042 

1091 

1092 

1123 

Total 

2820 

3009 

3131 

3206 

3247 

The Metroplan based assumptions indicate that Tseung Kwan O is expected to quadruple in size between 

1991 and 2011 in terms of population, with the major growth between 1991 and 2001, and then between 

2006 to 2011. The employment figures suggest about 30,000 jobs were planned to be located there by 

1991; recent results from the Travel Characteristics Survey indicate this may be on the high side with the 

current figure of around 10,000 reflecting the reluctance of employers to relocate to the New Towns 

unless there are specific opportunities associated with the move. The Metroplan assumptions indicate 

about 85,000 jobs by 2011 would be located in Tseung Kwan O. 

The forecast of population in Tseung Kwan O is largely based on Housing Department plans as the 

Housing Programme is well defined; although there is the potential for a major variation in the extent of 

completion of Phase 3, and the implications of this have been examined. A minor variation could occur 

in the degree of vacancy and take-up of flats, but this is expected to be small and well within the limits 

of accuracy in forecasting. It should also be noted that the population forecast for 1991 was similar to 

what was recorded in the 1991 Census and the 1992 Travel Characteristics Survey. The population 

forecast can therefore be viewed as firm and reliable. 

As discussed above, the forecasts of employment are less definitive. There is no corresponding control 

on employment location other than planning permission on land use. This cannot specify the number or 

detailed type of jobs, or encourage employment to be relocated to areas such as Tseung Kwan O, The 

forecast of about 30,000 jobs to be located in Tseung Kwan O by 1991 has not been met. The target of 

85,000 jobs by 2011 excludes the industrial developments considered in this Study. There must be some 

doubt as to whether or not this target will be met, although the Area 137 and TKOIE developments may 

be the necessary stimulus to achieve this figure. 

7*1.2 Infrastructure Assumptions 

The major infrastructure development over the next fifteen to twenty years is likely to concentrate on 

improving access through West Kowloon for the Airport related projects and also providing access to areas 

of new reclamation. The items of highway construction which most effect Tseung Kwan O are as follows: 

* completion of Lung Cheung Road Improvements (by 2001); 

* Hung Horn Bypass and Princess Margaret Road Link (by 2001); 

> Kai Tak Connector between Kai Tak and Kwun Tong (by 2006); 

» Kowloon Bay Reclamation Roads (by 2011). 

APH Consultants



It should be noted that the Kai Tak Connector as currently proposed is planned to terminate at the junction 

with Cha Kwo Ling Road. 

Assumptions for the phasing of the future year networks for the New Town are based on information from 

Plan TK2019C - Road Completion Dates, Tseung Kwan 0 (dated 23.3.92), supplied by TDD's SENT 

Development Office. The current programme of road development is illustrated in Figure 7.1. 

Area 137 would be connected by a single road, proposed as Road D6, which is scheduled to be completed 

by 1999. However, in accordance with the development programme for Area 137, the completion date 

for Road D6 is required to be brought forward to 1997. 

By 2011, all the major roads connecting external accesses to Road D6 would be completed. These include 

the following: 

> Cross Bay Bridge Road D9 (Dual-2 lane) 

> Road PI, North of D6 (Dual-2 lane) 

> Easterly Link Road connecting PI and D3 (Single lane) 

The Cross Bay Bridge Road is indicated on plan TK2019C as constructed by 2003-2004; for the purposes 

of network testing it is assumed to be completed by 2006, The Western Coast Road is shown on the plan 

as having the first carriageway completed by 2000 and the second carriageway completed by 2002. This 

is in accordance with the findings of the TKOFSOFD which identified a need for this road by 2001. 

However, for the purposes of critically examining the implications of the timing of the provision of the 

Western Coast Road it has been assumed to be deferred until 2006. 

Road PI between Tl and D4, programmed for completion by 2001, wouid need to be brought forward 

in line with the industrial developments in TKO if industrial traffic is to avoid the Hang Hau area. 

The proposed MTR extension to Tseung Kwan O is assumed to be open by 2006 and to be operated by 

means of split working of the Kwun Tong line service between the Tseung Kwan O line and the Eastern 

Harbour Crossing to Quarry Bay. There would be four stations at Tiu Keng Leng, Tseung Kwan 0 Town 

Centre, Hang Hau and Po Lam, Whilst the opening of the MTR extension by 2006 comes from the 

assumptions for the CTS-2 Update Study, and confirmed by the provisional findings of the Rail 

Development Study, there is as yet no firm commitment that it will be constructed, 

7.1.3 Industrial Development 

The CTS-2 forecasts do not make any allowance for travel associated with the following specific sites. 

These are; 

* Planning Area 87; this site is planned as the location of the TKOIE 

> Planning Area 101; this has been identified as a landfill site 

* Planning Area 137; this is the subject of the Study 

> Planning Area 131; this has been proposed for dockyard development 

»• Planning Area 86; assumed light industry 

It is estimated that about 1,700 jobs are associated with Area 137, while the TKOIE would provide of the 

order of 10,000 to 15,000 jobs. With the Metroplan employment levels this would give a total of some 

100,000 jobs in Tseung Kwan 0 in 2011. 

The traffic forecasts include the trips generated and attracted by each of these sites. These have been 

forecast by applying trip rates to the estimates of development at each of the sites. Area 137 was 

disaggregated into 18 detailed zones prior to estimating the trip making in order to provide sufficient detail 




in the traffic analysis to plan the detailed network serving the area. The trip rates were derived from 

observation of trip making elsewhere in Hong Kong at locations of similar land use to that planned in 

Tseung Kwan 0. The sites surveyed include the Tai Po Industrial Estate and the Tsing Yi Oil Depot Area 

22; trip rates have also been abstracted from the SENT Landfill Study, NWNT Open Storage Areas 

Traffic Impact Study and surveys of container storage areas in the Castle Peak Road Corridor Study. Trip 

rates are summarised in Table 7.3 below. 

The trip rates relate the volume of goods vehicle traffic generated and attracted to a site to the extent of 

development expressed per 100 square metres of development area. The volume of private vehicles is 

related to the number of workers and represents the journey to work by car and business travel. 

TABLE 7.3 : 

TRIP RATES FOR PEAK PERIODS (pcus per hour) 

Land Use 

Goods Vehicle Rates per 100m 3 

Potential Hazardous Industry 

Deep Water Industry 

Private Vehicle Rates per Worker 

Average Industry 

AM Peak 

Attraction Generation 

0.042 0.071 

0.270 0.270 

0.114 0.066 

PMPeak 

Attraction Generation 

0.023 0.032 

0.270 0.270 

0.057 0.127 

The land use pattern assumed for Area 137 is summarised in Table 7.4 below by the 18 traffic zones, 

together with the number of trips generated by the development. The full development is expected to 

increase traffic volumes in the AM peak by about 900 pcu's per direction. 

Figure 7.2 illustrates the travel patterns for Area 137 trips in the AM and PM peaks. These have been 

estimated by assigning the forecast travel to and from Area 137 to the highway networks. 

The total generation and attractions produced by all the industrial developments on the peninsula are 

summarised in Table 7.5 below. The increase in traffic is about 3,100 pcus in the peak direction; goods 

vehicles form about 56% of the traffic, a proportion which is similar to other industrial areas. The 

majority of this traffic is expected to travel to or from areas outside of Tseung Kwan O, rather than be 

short intra New Town trips. The goods vehicles are likely to be distributing or carrying loads to all parts 

of the Territory, whilst the car trips are typically in-course-of-work trips by senior managers; many of 

these trips will also be external. Of the extra 3,100 pcus in the AM peak direction, 80% are expected to 

be external trips. 

The impact of the industrial areas on the total travel demand from Tseung Kwan O in 2011 is shown in 

Table 7.6 below by internal/external movements. The developments increase the extent of internal trips, 

but by a small proportion. Total external travel increases by 23%. Goods vehicles form the majority of 

the traffic stream. 

There is more travel associated with the industrial developments in the PM peak, but travel volumes for 

Tseung Kwan O, as a whole, are highest in the morning, with journeys to and from work. The majority 

of the subsequent traffic analysis therefore concentrates on the AM peak. 


Figure 7.2 

NENT 

AM PEAK 

TRAVEL PATTERN 

W/NWNT 

& Lantau 

TKO 

Rest of 

Kowloon 

Hong Kong 

Island 

W/NW NT 

NENT 

PM PEAK 

TRAVEL PATTERN 

Rast of 

Kowloon 

Hong Kong 

Island 

LEGEND: 

36 PCUS FROM AREA 137 

(28) PCUS TO AREA 137 

TRAVEL PATTERN OF TRIPS FOR AREA 137 

APH CONSULTANTS



TABLE 7.4 : 

DEVELOPMENT OF TRAVEL DEMANDS FOR AREA 137 {pcus per hour) 

Zone* Land Use 

1 Fuel Storage 

Area (m 2 ) 

100900 

Gen. 

87 

AM Peak 

Att. 

69 

PM Peak 

Gen. Att. 

62 

36 

2 Chemical Storage 

107200 

92 

73 

65 

39 

3 LPG 

96100 

83 

65 

59 

35 

4 Gas 

109500 

95 

75 

67 

39 

5 PHI-Related 

49200 

43 

34 

30 

17 

6 PHI-Rckted 

22600 

19 

15 

14 

8 

7 DWI 

17000 

34 

35 

36 

33 

8 DWI 

9500 

18 

20 

20 

18 

9 DWI 

15200 

29 

31 

31 

29 

10 DWI 

24500 

48 

50 

51 

47 

11 DWI 

13600 

26 

23 

28 

26 

12 DWI 

50300 

99 

104 

106 

98 

13 DWI 

30600 

60 

63 

64 

59 

14 DWI 

23200 

46 

48 

49 

45 

15 DWI 

22200 

43 

46 

47 

43 

16 SENT Landfill Access 

12500 

27 

28 

29 

27 

17 Services 

10000 

22 

23 

23 

21 

IS 

DWI 

16800 

33 

34 

35 

32 

Total 

730900 

904 

841 

816 

652 

* Locations of zones are shown in Figure 7 5 

TABLE 7.5 : 

ADDITIONAL TRAVEL FROM THE INDUSTRIAL DEVELOPMENT (pcus per hour) 

AM Peak 

PMPeak 

Planning Area 

Gen. 

Att 

Gen. 

Att. 

87 

764 

1226 

750 

432 

137 

904 

841 

816 

652 

101 

138 

151 

390 

377 

131 

297 

342 

345 

296 

36 

372 

550 

569 

372 

Total 

2475 

3110 

2870 

2129 



Final Report • Main Report 

TABLE 7.6 : 

COMPOSITION OF TSEUNG KWAN O TRAFFIC, 2011 (pcus per hour) 

External 

Total 

Percent 

Internal 

Outbound 

Inbound 

Internal 

Without Industrial 

Development 

AM Private 

AM Goods 

AM Total 

1958 

1298 

3256 

2260 

5223 

7483 

2184 

4992 

7176 

6402 

11613 

17915 

31% 

11% 

18% 

PM Private 

256 

1900 

847 

3003 

9% 

PM Goods 

1106 

4524 

4199 

9829 

11% 

PM Total 

1362 

6424 

5046 

12832 

11% 

With Industrial 

Development 

AM Private 

3654 

2655 

3358 

9667 

38% 

AM Goods 

2061 

7472 

7031 

16564 

12% 

AM Total 

5715 

10127 

10389 

26231 

22% 

PM Private 

529 

2807 

1086 

44°2 

12% 

PM Goods 

1876 

6581 

6158 

14615 

13% 

PM Total 

2405 

9388 

7244 

19037 

13% 

Note: 

Private vehicles include taxis, cars and special purpose buses. Fixed route public transport services are omitted. 

7.1.4 Framework of the Analysis 

The traffic flows have been analysed at three levels of detail. The territory-wide flows have been analysed 

to set the boundary volumes for the Kowloon network, including Tseung Kwan O. The Kowioon network 

has been used to examine the strategic flows. This has then been followed by a more detailed analysis 

of the traffic flow within Tseung Kwan 0 to examine the movements at individual junctions, and 

determine the impact of the development on the road system . 

7.2 THE EXTERNAL NETWORK 

7,2.1 External Links 

The three existing links which provide access between Tseung Kwan O and Kowloon are Po Lam Road, 

Tseung Kwan O Tunnel and Hung Hau Road. Hung Hau Road provides access to Tseung Kwan 0 in the 

east from Clear Water Bay Road and carries traffic from the Sai Kung area. While Hang Hau Road is 

planned to be improved to a dual two lane standard by 2011, its capacity is limited by the roundabouts 

at Road D3 and Clearwater Bay Road. The proposed Western Coast Road will provide an additional 

access route across the western screenline. 




The performance of the western external links are shown in Table 7.7 in terms of their peak hour 

voiume-to-capacity ratio (v/c ratio). A v/c ratio of 1.0 indicates the threshold of overloading, and 

corresponds to a level of service for operation of D. This is characterised as high density but stable flow; 

small increases will cause operational problems. Links can generally function up to a v/c ratio of about 

1.2, but with likelihood of increasing congestion and unstable flow. The capacity used is the minimum 

of mid-block and junction capacity. 

7.2.2 Improvements in Yau Tong Area 

The initial traffic forecasts assumed that there were no improvements to the road network in the Yau Tong 

area to carry the increased traffic volumes resulting from the construction of the Western Coast Road. 

This would lead to serious congestion in the Yau Tong area and the Western Coast Road not being fully 

utilised whilst the Tseung Kwan O tunnel would be seriously overloaded. Clearly there would need to 

be improvements in capacity in the Yau Tong area to match the increased through traffic. 

Table 7.7 also shows the travel demand and v/c ratios for the major links in the AM peak when Lei Yue 

Mun Road is assumed to be upgraded to dual 3-lane for the section between Western Coast Road and 

Kwun Tong Road, and Cha Kwo Ling Road is assumed to be upgraded to dual 2-lane for the section 

between Western Coast Road and Kwun Tong Bypass. With these improvements the flows across the 

screenline (Western Coast Road, Po Lam Road, TKO Tunnel and Hang Hau Road) are better balanced 

and the Western Coast Road is better utilised. These upgradings are illustrative of the scale and type of 

improvements which would be required in order to ensure that the capacity offered by the Western Coast 

Road is used to its full. Further detailed examination of these improvements will be required. 

TABLE 7.7 : 

2011 TRAFFIC FLOWS, AM PEAK, WITH AND WITHOUT IMPROVEMENTS IN YAU TONG 

(pcus per hour, v/c ratio in brackets) 

Link 

Practical Link 

Capacity 

Direction 

Not Improved 

Improved 

Cha Kwo Ling Road/WCR 

Connector 

3600 

3600 

W 

E 

1550(0.43) 

1400(0.39) 

1800(0.50) 

2000(0.56) 

Lei Yue Mun Road/ 

WCR Connector 

3600 

3600 

W 

E 

2250(0.63) 

2350(0.65) 

2850(0.79) 

2600(0.72) 

Western Coast Road 

5400 

5400 

W 

E 

3750(0.69) 

3750(0.69) 

4650(0.86) 

4600(0.85) 

Po Lam Road 

1500 

1300 

W 

E 

1050(0.70) 

1200(0.92) 

1000(0.67) 

1000(0.77) 

Tseung Kwan O Tunnel 

3600 

3600 

W 

E 

4850(1.35) 

4800(1.33) 

4050(1.13) 

4250(1.18) 

Hang Hau Road 

2200 

1600 

N 

S 

1900(0.86) 

1650(1.03) 

1850(0.84) 

1550(0.97) 

7.2.3 External Access 

Tables 7.8 and 7.9 summarise forecast traffic demand on external access links for AM peak and PM peak 

respectively. The major underlying assumptions in the analysis are: 

> population of 333,000 and 85,000 jobs in Tseung Kwan O by 2011; 

*• inclusion of traffic from ail the industrial developments; 




improvements in road capacity in the Yau Tong area as discussed above in Section 7.2.2; 

dangerous goods vehicles will use Po Lam Road prior to the opening of the Western Coast Road; 

the Western Coast Road is assumed to be delayed until 2006. 

TABLE 7.8 : 

AM PEAK TRAFFIC VOLUMES ON EXTERNAL ACCESS 

(We ratio in brackets) 

External Access 

Dir 

Practical 

Capacity 

1996 

2001 

Volume (pcu) 

2006 

2011 

Po Lam Road 

W 

E 

1500 

1300 

950



southern Tseung Kwan 0. This clearly points to the need for the Western Coast Road to be in operation 

by 2001. 

Traffic flows across the external screenline in 2001 with and without the Western Coast Road are shown 

in Table 7.10. The opening of the Western Coast Road in 2001 provides the required relief to the 

overloaded external links, with the v/c ratio for the screenline as a whole in the AM peak of around 0.65 

and all links on the screenline within capacity. Flow across this western screenline now also attracts an 

additional 400 pcus thereby providing relief to Hang Hau Road and Clearwater Bay Road. 

TABLE 7 JO : 

TRAFFIC VOLUMES IN 2001 WITH AND WITHOUT THE WESTERN COAST ROAD 

(pcus per hour) 


Without WCR 

With WCR 

AM 

PM 

AM 

PM 

Po Lam Road 

W 

E 

1600(1.07) 

1450(1.12) 

1350(0.90) 

900(0.69) 

1100(0.73) 

1100(0.85) 

1100(0.73) 

700(0.54) 

TKO Tunnel 

W 

E 

4700(1.31) 

5000(1.39) 

4450(1.24) 

4150(1.15) 

2650(0.74) 

3250(0.90) 

2600(0.72) 

2600(0.72) 

WCR 

W 

E 

- 

- 

2950(0.55) 

2550(0.48) 

2350(0.44) 

2000(0.37) 

Screenline Total 

W 

E 

6300(1.24) 

6450(1.32) 

5800(1.14) 

5050(1.03) 

6700(0.64) 

6900(0.66) 

6050(0.53) 

5300(0.51) 

Subsequent traffic analyses assumes that the Western Coast Road will be provided by 2001, in line with 

the recommended road development programme. 

Road D9, the Cross Bay Bridge Road, is currently programmed for construction at 2003-2004. The 

impact of bringing forward this link to 2001 has also been examined. Table 7.11 shows that in overall 

terms, its construction has marginal impact on total traffic volume using the western external access links. 

However, the balance of flows between the Western Coast Road and the TKO Tunnel is changed, with 

between 400 and 600 additional pcus now using the Western Coast Road. 

TABLE 7.11 : 

TRAFFIC VOLUMES IN 2001 WITH AND WITHOUT THE CROSS BAY BRIDGE ROAD 

(ROAD D9) (pcus per hour) 


Without Road D9 

With Road D9 

AM 

PM 

AM 

PM 

Po Lam Road 

W 

E 

1100(0.73) 

1100(0.85) 

1100(0.73) 

700(0.54) 

1100(0.73) 

1050(0.31) 

1100(0.73) 

750(0.58) 

TKO Tunnel 

W 

E 

2650(0.74) 

3250(0.90) 

2600(0,72) 

2600(0.72) 

2250(0.63) 

3000(0.83) 

2000(0.56) 

2000(0.56) 

WCR 

W 

E 

2950(0.55) 

2550(0.48) 

2350(0.44) 

2000(0.37) 

3350(0.62) 

3000(0.33) 

3000(0.85) 

2600(0.72) 

Screeniine Total 

W 

E 

6700(0.64) 

6900(0.66) 

6050(0.58) 

5300(0.51) 

6700(0.64) 

7050(0.67) 

6100(0.58) 

5350(0.51) 

AfH Consultants Page 7-9



A proportion of the external traffic uses Hang Hau Road, including travellers to Sai Kung and to parts of 

the North East New Territories via Hiram's Highway. There is also a small amount of through traffic 

from these areas, amounting to some 700 pcus, which uses Hang Hau Road and either TKO Tunnel or 

Western Coast Road. Traffic on Hang Hau Road by 2011 is of the order of 1600 to 1900 pcus per 

direction, which is close to its practical capacity at that time. 

Traffic volumes along the Clearwater Bay Road are forecast to be some 1600 to 2500 pcus depending on 

the section. This is made up of Tseung Kwan O traffic to Sai Kung and North East New Territories and 

non-Tseung Kwan O traffic from Sai Kung and North East New Territories heading for the urban area. 

The major movements are to and from Sai Kung and vehicles using Hiram's Highway. Higher traffic 

volumes than forecast may occur along this corridor as the pressure for additional residential development 

in its catchment area is not reflected in the planning inputs. 

7*2.4 Sensitivity Test for 2011 Network on Reduced Level of Self-Containment 

Self-containment is an indicator of the ability of a town or city to cater for the needs of its residents. The 

planning of a New Town strives for a high level of self-containment, but in Hong Kong the competition 

from other urban attractors tends to reduce this, and there are generally significant movements between 

the New Towns and the urban area. 

The main series of traffic analyses have used the amount of self-containment implied for Tseung Kwan 

O by the CTS-2 forecasts. However, if self-containment is over-estimated, an under-provision of transport 

capacity may result. An analysis of the CTS-2 travel demands indicated that in the forecasts of private 

vehicles the self-containment for Tseung Kwan O was somewhat higher than for other areas such as 

Shatin, Kwun Tong and Aberdeen/Wong Chuk Hang. Whilst there may well be good reasons why this 

could come about, a sensitivity test was undertaken to demonstrate the impact of reduced self-containment 

for private vehicles on traffic volumes. 

The test was carried out by reducing the level of self-containment by 20%. The most significant impact 

of the change in self-containment is on the external access to Tseung Kwan O. Table 7.12 shows the 

resultant traffic demand volumes for 2011 network for the AM peak. The additional external traffic puts 

marginally more pressure on the external links with total external travel increasing by 6%. The screenline 

as a whole is at capacity in the AM peak, but the imbalances within the screenline make the TKO Tunnel 

more overloaded than for the base condition, further strengthening the need for measures such as increased 

tolls to encourage diversion to the Western Coast Road. 

TABLE 7.12 : 

IMPACT OF REDUCED SELF-CONTAINMENT, 2011 AM PEAK (flows in pens per hour) 


Dir 

Practical 

Capacity 

Ftow 

Base Case 

v/c 

Reduced 

Self- Containment 

Flow 

V/C 

Pa Lam Road 

W 

E 

1500 

1300 

1000 

1000 

0.67 

0.77 

1150 

1100 

0.77 

0.88 

TKO Tminci 

WCR 

W 

E 

W 

E 

3600 

3600 

5400 

5400 

4050 

4250 

4650 

4600 

1.13 

1.1S 

0.86 

0.85 

4150 

4400 

5000 

4950 

1.15 

1.22 

0.93 

0.92 

Screenline 

Total 

W 

E 

10500 

10300 

9700 

9S50 

0,92 

0.96 

10300 

10450 

0.98 

1.01 




7.2.5 The MTR Tseung Kwan O Extension 

The traffic analysis has assumed the construction of the MTR and its opening by 2006. The implication 

for external links if there is no MTR Extension is shown in Table 7.13. It is assumed that most of the 

would-be MTR passengers would switch to the bus service. 

In this scenario, some 600 extra pcus would cross the external screenline in the AM peak. In 2006 the 

external screenline operates at a v/c ratio of 0.73 overall and can therefore accommodate the extra traffic. 

For 2011, the additional traffic would cause the total screenline to operate at a v/c ratio of 1.02, but TKO 

Tunnel would be heavily overloaded. 

It must be noted that there would be many other difficulties associated with this scenario: interchange at 

Lam Tin with MTR, bus congestion in TKO and Kwun Tong, and internal implications for TKO with 

regard to provision of bus termini, bus stops, walkways, and other pedestrian facilities etc. The majority 

of planning for the New Town has been undertaken on the assumption that the MTR Extension would be 

constructed. 

TABLE 7.13 : 

IMPACT OF MTR EXTENSION 

AM Peak East Bound Flows (pcus), 2011 

Corridor/Link 

Base (with MTR) 

Volume V/C 

No MTR 

Extra Buses 

Traffic 

v/c 

Po Lam Road 

1000 

0.77 

200 

1200 

0.92 

TKO Tunnel 

4250 

1.18 

250 

4500 

1.25 

WCR 

4600 

0.85 

150 

4750 

088 

Total Screenline 

9850 

0.96 

600 

10450 

1.02 

7.2*6 Impact of Development Area 131 and Development Area 137 

The capacity offered by the three direct links between Tseung Kwan O and Kwun Tong is 10500 pcus per 

hour. The demand in 2011 for westbound travel in the AM peak is 9700 pcus in totaL Therefore the 

screeniine as a whole can function at just under capacity. Area 131 only contributes about 1.5% of the 

external westbound traffic in the AM peak, whilst Area 137 contributes about 6.6%. Areas 131 and 137 

are clearly attracted to the Western Coast Road but are not the dominant users of the facility. The results 

are summarised in Table 7.14. Area 131 would make minimal use of the TKO Tunnel About one third 

of Area 137 traffic would use the tunnel, contributing about 6% of the total tunnel volume. 

TABLE 7,14 : 

IMPACT OF LANDUSE DEVELOPMENT AREAS 131,137 (2011 Flows, AM Peak Westbound) 

Corridor Base Traffic from Area 131 Traffic from Area 137 

(pens) Volume Percent Volume Percent 

Pa Lara Road 

1000 

0 

0 

0 

0 

TKO Tunnel 

4050 

0 

0 

250 

6.2% 

WCR 

4650 

150 

32% 

400 

3.6% 

Total Screenline 

9700 

150 

1.5% 

650 

6.7% 

APH Consultants



7.2.7 Sensitivity Test on Ultimate Level of Population Forecasts 

The Draft 1992 Tseung Kwan 0 Development Programme implies an ultimate population figure in 2011 

of 440,000 whereas the corresponding population assumed in CTS-2 (Metroplan) is 333,000. 

It should be noted that the population figures quoted in the Development Programme are basically the 

design population capacity. This is the theoretical population if all apartments at any time are occupied 

with average family sizes. In normal circumstances, this would rarely happen and a 5% vacancy rate is 

considered appropriate for Tseung Kwan O. However the impact on 2011 network for an active 

population of 440,000 has been assessed. No extra employment has been assumed, as the industrial 

developments have already added about 15,000 jobs to the base figure. 

Table 7.15 gives 2011 AM peak demand traffic volume and volume/capacity ratio for external access 

links. The demand flow on the TKO Tunnel would exceed maximum capacity (V/C = L26) whilst the 

demand flow on the Western Coast Road is still within the limit of ultimate capacity (V/C = 1.01). 

TABLE 7.15 : 

2011 DEMAiND TRAFFIC VOLUMES WITH HIGH POPULATION, AM PEAK 

BASE (Metroplan Forecast) 

SENT Forecast 

External Access Direction Flow (pcu) V/C Flow(pcu) V/C 

Po Lam Rd 

TKO Tunnel 

WCR 

Screeniine 

Total 

W 

E 

W 

E 

W 

E 

W 

E 

1000 

1000 

4050 

4250 

4650 

4600 

9700 

9850 

0.67 

0.77 

1.13 

1.18 

0.86 

0.85 

0.92 

0.96 

1200 

1100 

4550 

4550 

5050 

4800 

10800 

10450 

0.80 

0.85 

1.26 

1.26 

0.94 

0.89 

1.03 

1.01 

The morning peak demand in the westbound direction would be in excess of the screenline capacity for 

2011 as residents leave for work. The increase in population from 333,000 to 440,000 will add about 

11.3% of extra traffic and load the screenline to 3% above practical capacity. The source of the 

screeniine traffic is as follows for the westbound AM peak: 

Source 

AM Peak Westbound 

Traffic from 333,000 population and 85,000 jobs 7,100 

Traffic from SENT Landfill and TKOIE 1,800 

Traffic from Areas 137 and 131 800 

Extra traffic from increase from 333,000 to 440,000 population 1,100 

As a guiding principle the screeniine covering the access to Tseung Kwan O from the west should not 

exceed practical capacity; improved balance within the screeniine can be achieved through toll adjustments 

on TKO Tunnel. The critical period in respect of increasing population is the AM peak in the westbound 

direction. The v/c ratio for the screeniine increases from 0.92 to 1.03 which indicates that, in terms of 

practical capacity of the screenline, the increase in population level should be limited to around 78,000 

giving a theoretical total of 411,000. However, by inclusion of an assumed 5% vacancy rate, a design 

population of around 432,000 could be achieved. 

APR Consultants Page 7



Alternative access to Tseung Kwan O could be provided by Clear Water Bay Road and either Hang Hau 

Road or a new northern access such as a route from Road D2 via Tseung Lan Shue, although it is 

understood that the latter gives problems in alignment and may give downstream problems on Clear Water 

Bay Road. The Hang Hau Road capacity is limited by its north and south junctions. It is also an indirect 

route for much of the traffic to and from Tseung Kwan O, As a result only some 2,000 pcu's are 

expected to use this link in the peak hour, mainly for trips to Sai Kung. Improvements to the junctions 

would provide a more attractive alternative if the congestion on the western access reaches a high level. 

There is also a possible provision of direct access to Hong Kong Island via a vehicle ferry between Area 

131 and Sai Wan Ho. The availability of this link has not been included in the traffic forecasts; a practical 

traffic volume could be between 100 to 200 pcus in the peak hour and this would make the screenline 

function within capacity. 

It is proposed that the design population is not lowered, rather that the options of providing the vehicle 

ferry link and the improvements to the Hang Hau access are safeguarded, as these could accommodate 

the excess 300 pcus required to place the western screenline in balance. 

7,2.8 Traffic Impact in Area of Influence 

Traffic impact caused by Area 137 is mostly concentrated on two major connecting routes, route 

D6/P1/T1 leading to Tseung Kwan O Tunnel and the Cross Bay Bridge/Western Coast Road route to East 

Kowloon. From these routes the traffic dissipates rapidly through the Kowloon road network. Figure 7.3 

illustrates the dissipation of the Area 137 traffic. Table 7.16 summarises the traffic impact within the 

Area of Influence for year 2011 in the morning peak. 

TABLE 7.16 : 

TRAFFIC IMPACT AT STRATEGIC LOCATIONS 

1. 

2. 

3. 

4. 

5. 

6. 

7. 

8. 

9. 

10. 

11. 

Road 

Junk Bay Road 

Wai Yi Street 

Cha Kwo Ling Road 

Lei Yue Mun Road 

Eastern Harbour Crossing 

Kwun Tong Road 

Lung Cheung Road 

New Clear Water Bay Road 

Clear Water Bay Road 

(becwm Han* HMI fci art Uwvwwiy Rd) 

Hiram's Highway 

Kai Tak Connector 

Dir 

W 

E 

W 

E 

W 

E 

W 

E 

N 

S 

N 

S 

W 

E 

W 

E 

W 

E 

N 

S 

W 

E 

Total 

(pcu) 

6100 

6300 

2000 

3400 

2300 

1800 

3700 

5200 

5400 

5700 

3900 

4800 

4700 

4800 

3400 

3400 

1900 

2000 

1000 

1200 

2700 

3600 

V/C 

Ratio 

1.13 

1.16 

0.76 

1.32 

o.so 

0.63 

0.94 

1.31 

1.49 

1.59 

0.73 

0.88 

1.30 

1.33 

1.12 

1.13 

0.71 

0.50 

0.34 

0.41 

0.75 

0.99 

Area 137 

Traffic 

160 

180 

20 

30 

100 

110 

190 

160 

80 

90 

60 

40 

30 

40 

30 

30 

40 

70 

20 

20 

170 

130 

% Trips 

2.6 

2.9 

1.0 

0.9 

4.3 

6.1 

5.1 

3.1 

1.5 

1.6 

1.5 

0.8 

0.6 

08 

0.9 

0.9 

2.1 

3.5 

2.0 

1.7 

6.3 

3.6 

APH Consultants

Figure 7.3 

BANDWIDTH SCALE: 

1 OOOPCU3 

IMPACT OF AREA 137 TRIPS 

APH CONSULTANTS



There are some impacts on strategic locations outside Tseung Kwan O. The flow contribution from Area 

137 at these locations is small, with maximum 6% of the total traffic. The more significant contributions 

to overloading as a result of Area 137 are Junk Bay Road (2.9%) and Lei Yue Mun Road (3.1%). 

The Study has been consistent with the TKOFSOFD in assuming that improvements to Clearwater Bay 

Road will be made during the period 2006 to 2011. The traffic volumes are well within the capacity of 

the improved Clearwater Bay Road, although there is some concern that the traffic in this area may 

develop faster than currently forecast. 

7.2.9 Delays in Construction of Western Coast Road 

Consideration has been given to the consequences of delaying the construction of the Western Coast Road 

in terms of the planned forecast for population and employment build up. The analysis of permissible 

development levels is, however, more approximate as there will be a radical change in the type of 

development associated with Tseung Kwan O. Rather than striving to attract development, constraints will 

need to be placed on the extent of development for the New Town. 

The discussion of alternative scenarios is presented from the traffic planning point of view. Planning 

assumptions which affect traffic and transport demand are primarily population levels and employment. 

The external travel demand arising from these will need to be accommodated on the existing access routes 

between Tseung Kwan O and East Kowloon. In developing alternative scenarios, it is assumed that traffic 

demand needs to be maintained below the capacity of the western screenline. The absence of any other 

transport mode, in this case the MTR extension, will also increase traffic volumes and thereby reduce 

access road capacity. Table 7.17 lists the planning assumptions and the forecast travel demand for Tseung 

Kwan 0, together with the limitations on screenline capacity. 

TABLE 7.17 : 

FORECAST TRAVEL DEMAND AND ASSUMPTIONS 

ITEM 

YEAR 

2001 

2006 

2011 

Population (Metropian) 

241,000 

243,000 

333,000 

Employment (Metropian) 

57,000 

76,000 

85,000 

Extra Industrial Employment (approx.) 

20,000 

20,000 

20,000 

Tseung Kwan 0 Traffic (Metropian) (pcus) 

3,700 

4,700 

7,100 

TKO Area 137/131 Traffic (pcus) 

800 

800 

800 

TKO Other Industrial Traffic (pcus) 

1,800 

1,300 

1,800 

Total Traffic - MTR open in 2006 

Total Traffic - MTR not open 

6,300 

7,300 

7,900 

9,700 

10,300 

Capacity - Without WCR 

Capacity - With WCR 

5,100 

10,500 

5,100 

10,500 

5,100 

10,500 

To meet the forecast traffic demand for the planned population and employment, the Western Coast Road 

would be required in 2001 to give sufficient screenline capacity. If the Western Coast Road is delayed 

until 2006, constraints on population, employment or industrial growth would need to be imposed. 

Consideration has been given to different scenarios by which this can be achieved. 


Pa s e 7 ~ 14



The choice between scenarios must bear in mind that the planning forecasts implicit in Metroplan represent 

desirable targets rather than the output of a detailed plan; this is especially the case for employment figures 

which are essentially non-specific. The inherent problem in planning for non-specific employment 

developments is whether they would be implemented and how this would occur. In contrast, the industrial 

developments proposed for Tseung Kwan O are already planned and fulfil an identified need. Therefore, 

when reducing employment levels, alternatives which permit the proposed industrial developments and cut 

back on other employment must be preferred. 

The range of scenarios considered for the delay of the Western Coast Road to 2006 and 2011, are given 

in Table 7.18 and 7,19 respectively. 

TABLE 7.18 : SCENARIOS FOR DELAY OF WESTERN COAST ROAD TO 2006 

Scenarios for 2006 are: 

MTR 

Present 

Metroplan 

Population 

Metroplaa 

Employment 

A137 

A131 

Empl. 

Other 

Industrial 

Employment 

Bl 

Full Metroplan 

2006 

Yes 

243,000 

76,000 

50% 

None 

B2 

Half Metroplan 

2006 

Yes 

120,000 

43,000 

100% 

100% 

S3 


2006 

Yes 

243,000 

28,000 

100% 

100% 

B4 

75% Population 

2006 

Yes 

180,000 

36,000 

100% 

100% 

B5 


2006 

No 

243,000 

72,000 

None 

None 

B6 

Half Metroplan 

2006 

No 

120,000 

30,000 

100% 

100% 

B7 


2006 

No 

243,000 

15,000 

100% 

100% 

B8 

75% Population 

2006 

No 

180,000 

23,000 

100% 

100% 

TABLE 7.19 : SCENARIOS FOR DELAY OF WESTERN COAST ROAD TO 2011 

Additional Scenarios for 2011: 

MTR 

Present 

Metroplan 

Population 

Metroplan 

Employment 

A137 

A131 

Other 

B9 

Full Metroplan Population 

Yes 

333,000 

40,000 

None 

None 

BIO 


Yes 

333,000 

20,000 

100% 

None 

Bll 


No 

333,000 

27,000 

None 

None 

B12 


No 

333,000 

7,000 

100% 

None 

To some extent the scenarios at 2006 and 2011 are mutually exclusive, in that permitting industrial 

employment at 2006 would exclude the deletion of this demand at 2011. In determining the preferred long 

term approach a view needs to be taken at the outset on the strategy to be adopted. If the ultimate 

objective is to provide for the Metroplan population of 333,000 and it is considered realistic that the 

Western Coast Road will not be implemented even by the 2011, then no industrial development should 

be permitted from the outset. Clearly this will be in direct contravention of the ongoing development of 

TKODE and eliminate the proposed Area 137 development. Alternatively these developments could be 

permitted, provided the population growth was constrained to its 2006 level. This approach effectively 

draws the decision point back to the 2006 scenarios and consideration of the implications of the delay of 

construction of the Western Coast Road to 2006. 




In endorsing any recommendations on the preferred scenario to be adopted, Government will be required 

to take a view on the priority attached to the three main components; should industrial and other 

employment be promoted in preference in population growth, for instance. 

There is clearly a balance to be struck between population and employment. The extent of employment 

(other than industrial) which can be attributed to the New Town development is less definitive than the 

population forecasts. Current experience would appear to indicate that, with the increasing switch in 

employment to the financial and service sectors and the preference for these jobs to be located in CBD 

areas, the take up of development opportunities for manufacturing and commercial activities may not 

achieve its forecast levels. Thus in striking the balance between population and employment, it is 

considered that the preference should lie with permitting the population build up in accordance with the 

development planning if possible, albeit at the same time making a reasonable provision for employment. 

The recommended population threshold levels for differing levels of infrastructure provision as derived 

from the above sensitivity analysis are summarised in Table 7.20. In presenting this data, a ratio of 

population to total employment in the range of 4:1 to 8:1 has been adopted. The employment levels given 

include both industrial (TKOIE, Area 137 and 131) and general Metroplan employment. 

TABLE 7.20 : 

POPULATION THRESHOLD LEVELS 

External Infrastructure 

Population Threshold 

Employment Level 

Comments 

Existing 

243,000 

30,000 

B7 from Table 7.18 

Existing 4- MTR 

243,000 

43,000 

B3 from Table 7. 18 

Existing i- WCR 

380,000 

90,000 

Existing •f MTR -f WCR 

411,000 

100,000 

Section 7.2.7 

As discussed, the above thresholds have recognised the advanced and more definitive nature of the 

population planning for the developments in TKO and have used employment levels as the main variable. 

If, however for the existing situation, a more balanced relationship between population and employment 

at around 4:1 was considered desirable for planning purposes, then the population level would need to be 

reduced to around 180,000 (employment 38,000) as covered by scenario B8 of Table 7,18, 

It should be noted that the analysis is for sensitivity purposes and as such is indicative only. However, 

it does indicate that if no further external links are provided then the population level would need to be 

constrained. It is concluded that the recommended approach is B3/B7, namely, to encourage the full 2006 

population of 243,000 together with the development of the industrial areas including TKOIE and Area 

137, while limiting other employment. A ceiling of 28,000 (against a planned level of 76,000) on other 

employment would be required if the MTR were constructed. No MTR would reduce the employment 

figure'to 15,000. 

The combination of MTR and no Western Coast Road would seem an unusual transport investment 

strategy as generally the MTR is provided for areas of high growth rather than those where growth is 

being deliberately constrained. The strategy of mo Western Coast Road would therefore be expected to 

parallel a strategy of no MTR. Therefore, it (B7) must be considered that the lower Metroplan 

employment level of 15,000 would be the most realistic of the two. 

APH Consultants



7.2.10 Summary of findings 

The construction of the Western Coast Road is critical to the future development of Tseung Kwan 0. 

Without this route not only will access to the proposed industrial developments be restricted, but the 

development of the New Town will be severely constrained. The traffic study is therefore based on the 

assumption that the Western Coast Road will be constructed to meet infrastructure and traffic demand. 

The main findings of the traffic study are: 

> The Western Coast Road is required by 2001 to serve Tseung Kwan O and to relieve the 

overloaded TKO Tunnel, for a New Town population of 241,000 and if all proposed industrial 

developments are implemented. It is essential that the Western Coast Road has high capacity and 

effective connections in Yau Tong in order to promote its use. 

» The present toll level on the TKO Tunnel of S3 should be increased to encourage a better balance 

of traffic across the western screenline. 

* A change in level of self-containment, i.e. more outcommuting, would require the timing of the 

provision of the Western Coast Road to be brought forward marginally. It would have no major 

impact on internal roads. 

*> Without the MTR Extension there would be additional congestion at the TKO Tunnel which 

would be heavily overloaded in the AM peak, although the screenline as a whole would operate 

at capacity. 

> The development of Area 137 increases the screenline flows by about 6%. The Area 131 

development increases screenline flows by about 1.5%. For the 333,000 population level and 

with the developments in Areas 137 and 131, the screenline will operate below capacity. 

* A design population of 440,000 for Tseung Kwan 0 would overload external links by 3% overall 

in the morning peak if the industrial developments are present. However, a vehicle ferry service 

and improvements to the Hang Hau corridor would provide sufficient additional capacity to allow 

the design population of 440,000 to be retained. 

* If the Western Coast Road has to be delayed beyond 2001, it is recommended that the target 

population figure for 2006 should be maintained together with the industrial developments at 

TKOIE and Area 137 whilst limiting other Metroplan employment to 15,000 against a planned 

level of 76,000, This level of employment would increase to 28,000 if the MTR was constructed. 

The latter situation is considered to be unlikely given that the development is being deliberately 

constrained. 

73 INTERNAL ROAD NETWORK 

7.3,1 Tseung Kwan O Area 137 

Area 137 is planned to be developed as a rolling programme with the first release of sites mid 1996 to 

1997. With due allowance for operator development of the sites, it is considered that traffic generation 

will commence in 1999 and progressively build up to a maximum around 2001. This has therefore been 

adopted as the first horizon year for the assessment of traffic from Area 137. 

It is estimated that some 70-80% of the development traffic will be heavy goods vehicles. Subject to the 

detailed use and operation of the PHI sites, the likely maximum volumes of vehicles carrying dangerous 


Page 7^



goods of Categories 1, 2 and 5 are expected to be some 500 pcus/hr 2-way and 250 pcus/hr 2-way in the 

AM and PM peak respectively. These vehicles are restricted from passing through Tseung Kwan 0 

Tunnel under the current Government tunnel regulations for safety reasons. 

The road network within Area 137 is shown in Figure 7.4. Access to the site is via Road D6, planned 

as a dual 2-lane but constructed initially as a 7.3 m single carriageway. 

Figure 7.5 shows the traffic assignments within Area 137 on completion of the full development in 2001. 

Highest link flows occur on the section of Road D6 immediately north of Area 137 as it is the only 

vehicular entry and exit. From there, development traffic is distributed throughout the internal road 

network. 

A roundabout is provided at the intersection of Road D6 and the site distributor roads to handle the major 

turning movement flows. The volume/capacity ratios at the roundabout are 0.52 and 0.40 during the AM 

and PM peak hours respectively. Other junctions have lower flows and therefore priority control is 

considered appropriate. 

7.3.2 Road Network within Tseung Kwan O 

Traffic forecasts were prepared for all the major links and junctions within TKO for years 2001, 2006 and 

2011, in order to assess the traffic impact of the proposed development. The Western Coast Road is 

assumed to be present from 2001, in accordance with the external access requirements. 

The critical elements of the highway network are generally the junctions and the traffic analysis has 

concentrated on examining the operation of the junctions on the major roads in Tseung Kwan 0. The link 

volumes have also been examined to establish whether there are elements of the strategic and primary 

network with insufficient capacity. For 2001 and 2006, with the Western Coast Road in place by 2001, 

the traffic volumes on all such links are below their design capacity. However, as noted earlier, by 2011 

the TKO Tunnel and Road Tl between the Tunnel and the junction with P2/P1 would be overloaded unless 

measures were taken to make the Western Coast Road relatively more attractive. The volume capacity 

ratio for Tl would be highest in the eastbound direction in the AM peak with a value of 1.26. 

By Year 2001 

Figure 7.6 shows the road network within TKO in 2001 and the affected junctions. The 2001 traffic 

forecasts are shown in Figure 7.7. The development in Area 137 will be fully completed in 2001 which 

gives maximum development traffic generations. 

Capacity calculations for the affected junctions were made and the results are summarised in Table 7.21. 

The calculations were based on the detailed junction layouts. 


Fa S e 7 ~ 18



TABLE 121 : 

CAPACITIES OF AFFECTED JUNCTIONS IN TSEUNG KWAN 0 IN 2001 

Signalised Junctions 

SI Road D6/Road L373 

S2 Road D6/Road L371 

S3 Road D6/Road D9 


S6 Po Lam Road/Road L2 

S7 Po Lam Road/Po Fung Road 

S8 Po Lam Road/Po Hong Road 

Roundabouts 

Rl Road D9/Arca 86 Eastern Access 

R4 Road Pi/Road D4 

R5 Road D4/Road D3 

R6 Road D3/Road L30 

R7 Road P2/Road D2/Road D3 

With TKO 137 

AM Peak 

Reserve Capacity (%) 

+ 67 

+ 5 

+ 47 

+ 9 

4-32 

-f 67 

+ 30 

Volume/Capacity Ratio 

0.068 

0.979 

0.392 

0.841 

0.885 

PMPeak 

4-137 

+ 19 

+ 43 

+ 58 

+ 74 

+ 103 

+ 76 

0.043 

0.959 

0.368 

0.620 

0.605 

It can be seen that all the affected junctions are expected to operate within capacity level in 2001. 

By Year 2006 

Figure 7.8 shows the road network within TKO in 2006 and the affected junctions. The 2006 traffic 

forecasts are shown in Figure 7.9. As development in Area 137 have been completed in 2001, traffic 

growth in TKO is mainly due to the development in the rest of TKO. 

Capacity calculations for the affected junctions were made and the results are summarised in Table 7.22, 


o 

"0 

* 

O 

c 

33 

Tl 

r* 

O

Figure 7.8 

S1 

SIGNALISED JUNCTION KEY JUNCTIONS 

AFFECTED 8Y AREA 137 

ROUNDABOUT KEY JUNCTIONS 

AFFECTED 3Y AREA 137 

31 JUNCTION NUMBER 

2006 TSEUNG KWAN 0 AND AREA 137 HIGHWAY NETWORK 

APH CONSULTANTS

Figure 7.9 

960 AM PEAK 

«00) PM PEAK 

2006 PEAK HOUR LINK FLOWS 

993 APH CONSULTANTS



TABLE 722 : CAPACITIES OF AFFECTED JUNCTIONS IN TSEUNG KWAN 0 IN 2006 

With TKO 137 


SI Road D6/Road L373 




$6 Po Lam Road/Road L2 

S7 Po Lam Road/Po Fung Road 


Roundabouts 

Rl Road D9/Area 86 Eastern Access 

R2 Road D9/Area 86 Western Access 

R3 Road D9/Road P2 





AM Peak 

Reserre Capacity (%) 

-*• 71 

4- 7 

-11(4-6) 

4* 17 

4* 22 

x 72 

T 26 


0.616 

0.699 

0.677 

0.735 

0.422 

0.780 

0.780 

PMPeak 

M37 

4- 20 

- 15 (4-3) 

4- 73 

4- 60 

4-118 

4- 80 

0.691 

0.647 

0.644 

0.603 

0.419 

0.618 

0.589 

Note: 

Figures in brackets assume junction improvements. 

The calculations suggest that the junction of Road D6/Road D9 (Junction S3) will be overloaded in 2006, 

assuming the current junction design, at -11 % and -15% during the AM and PM peak respectively. It is 

proposed that the Road D6 northbound approach be widened to 3 lanes. This will increase junction 

reserve capacity to 4-6% and 4*3% during the AM and PM peaks. 

By Year 2011 

Figure 7.10 shows the road network within TKO in 2011 and the affected junction. The 2011 traffic 

forecasts are given in Figure 7.11. The results of the junction capacity assessment are summarised in 

Table 7.23, 


Figure 7.10 

PO LAMft 

SIGNALISED JUNCTION KEY JUNCTIONS 

AFFECTED BY AREA 137 

ROUNDABOUT KEY JUNCTIONS 

AFFECTED BY AREA 137 

31 JUNCTION NUMBER 

2011 TSEUNG KWAN 0 AND AREA 137 HIGHWAY NETWORK 

APH CONSULTANTS



TABLE 7.23: 

CAPACITIES OF AFFECTED JUNCTIONS IN TSEUNG KWAN 0 IN 2011 


SI Road D6/Road LS73 




S5 Road D6/Road PI 

S6 Po Lam Road/Road L2 

37 Po Lam Road/Po Fung Road 


Roundabouts 

Rl Road D9/Area 86 Eastern Access 

R2 Road D9/Area 86 Western Access 

R3 Road D9/Road P2 





With TKO 137 

AM Peak 

Reserve Capacity (%) 

-r66 

+ 4 

-K+23) 

4-29 

+ 6 

+35 

•r44 

4-26 


0.532 

0.705 

0.709 

1.257(0.860) 

0.713 

0.821 

0.948 

PMPeak 

4-137 

4- 19 

-l(+26) 

4- 87 

4-56 

-*-39 

4-113 

4- 68 

0.589 

0.582 

0.603 

0.527(0.447) 

0.567 

0.693 

0.859 

Note: 

Figures in brackets assume junction improvements. 

The roundabout at Road Pi/Road D4 (Roundabout R4) is forecast to have capacity shortfall in 2011. It 

is proposed to widen the PI southbound approach to 3 lanes to bring the V/C ratios to below 1.0. All 

other junctions are expected to operate within capacity with the current junction design. 

The junctions T1/P1/P2 and P2/D1 are both grade separated junctions. The link flows as shown in 

Figures 7.7, 7.9 and 7.11 are within the link capacities. 

The Transport Planning Design Manual principles suggest that the hourly v/c ratio for roundabouts should 

be less than 0.35. V/C ratios have been examined for all years on an hourly basis for the roundabouts 

which are approaching capacity. The results are indicated in Table 7.24. V/C ratios for Roundabout R4 

in 2011 assumes that the improvements suggested above have been implemented. 


Figure 7.11 

750 AM PEAK 

(460) PM PEAK 

2011 PEAK HOUR LINK FLOWS 

APH CONSULTANTS



TABLE 7JA : 

HOURLY V/C RATIOS FOR ROUNDABOUTS 


2001 

2006 

2011 

Roundabout 

AM 

PM 

AM 

PM 

AM 

PM 

R4 

R6 

R7 

0.826 

0.682 

0.791 

0.850 

0.562 

0.545 

0.659 

0.637 

0.698 

0.536 

0.560 

0.530 

0.765 

0.746 

0.845 

0.461 

0.630 

0.771 

7*4 PUBLIC TRANSPORT REQUIREMENTS 

Although Area 137 is only anticipated to support approximately 1,700 jobs by 2011, it will be at the 

southern end of a peninsula of development forecast to contain almost 50,000 jobs. At the north of this 

industrial corridor will be a residential area (Area 78) with a forecast population of 27,000, and a small 

bus terminus (in Area 86). 

The peninsula will attract heavy public transport demand at shift change times, sufficient to justify 

provision of ftanchised services. A bus terminus in Area 137 should be provided to cater for routes 

servicing the peninsula as a whole. This should be sited near the southern end of the peninsula. 

The Final Report of TKOFSOFD proposed such a terminus to cater for two internal routes (from Area 

3/4 and Area 38) and three external routes (from Wan Chai Ferry, Ngau Tau Kok and Tsz Wan Shan). 

This appears to be a reasonable planning assumption. Most of these routes would not be justified for all 

day operation; possibly only the internal routes, or none at all if local GMB service is provided. 

Consideration should be given to extending proposed route 95K (from China Ferry Terminal to Area 86), 

to Area 137 at peak periods. 

Figure 7.12 shows the suggested arrangements for routing and terminal location for the proposed bus 

service. 

APH Consultants P&S* 7-22

Figure 7.12 

CLEARWATCR SAY 

COUNTRY PARK 

TATHOHC CHANNEL 

UUI WAN 

BUS ROUTES AND TERMINAL IN AREA 137 

APH CONSULTANTS



SECTION 8 

WESTERN COAST ROAD 


The analysis in Section 7 has identified that the existing access to Tseung Kwan O would have insufficient 

capacity to cater for the projected external traffic flows by 2001 and that the Western Coast Road will 

need to be constructed by that date in order to avoid any constraints being imposed on the level of 

development of Tseung Kwan O. 

It has been proposed that the Western Coast Road will connect to both the existing Lei Yue Mun Road 

and Cha Kwo Ling Road in Yau Tong. Two alternatives were put forward in the TKOFSQFD for the 

alignment of the Western Coast Road through Yau Tong for these connections : 

*• 

Option A, the direct connection to Lei Yue Mun Road and Cha Kwo Ling Road; 

> Option B, connection to Lei Yue Mun Road via Yau Tong Road. 

Under this Study, a comparative assessment of these two alternative connections was required, leading to 

the identification of the most suitable option and the finalisation of a road reserve. 

As part of the strategic highway network, the Western Coast Road will link Roads P2 and D9 in Tseung 

Kwan 0 with the Kai Tak Connector, the Kwun Tong Expressway and the Eastern Harbour Crossing in 

East Kowloon. The provision of the Western Coast Road complements the Tseung Kwan O external 

routes by providing an alternative for traffic generated by the industrial developments in Tseung Kwan 

O. This will be of particular benefit to dangerous goods traffic from the potentially hazardous installations 

of Area 137 which will not be able to use the TKO Tunnel. This latter requirement only serves to 

reinforce the need for the early provision of the Western Coast Road to ensure that any risks associated 

with such traffic using the Po T>Tfr Road in the interim, are minimised. 

8.2 WESTERN COAST ROAD CONNECTIONS 

8.2.1 Option A, Direct Connection to Lei Yue Mun Road (Figure 8.1). 

The Western Coast Road divides into two, 2-lane, dual carriageways south of the village of Sam Ka Tsuen 

on the Lei Yue Mun headland. The Cha Kwo Ling Road Link follows the alignment of Cha Kwo Ling 

Road at an elevated level before joining the existing carriageway north of Yau Tong Bay. From this point 

the road will eventually connect to the Kai Tak Connector. 

The Lei Yue Mun Road Link passes over a new roundabout intersection on Ko Chiu Road and Yan Wing 

Street, before joining the existing 2-lane dual carriageway of Lei Yue Mun Road between the Ko Chiu 

Road and Yau Tong Estates. 

The existing at-grade Cha Kwo Ling Road will require re-alignment throughout to accommodate the 

location of the supports for the elevated structure. Realignment will be possible by the construction of 

retaining structures along the route, which will then allow for the provision of two at-grade traffic lanes 

in each direction. 


Page



8.2.2 Option B, Connection to Lei Yue Mun Road via Yau Tong Road (Figure 8.2). 

In Option B, the Western Coast Road does not divide at Sam Ka Tsuen village, but instead follows the 

alignment of Cha Kwo Ling Road, at an elevated level, as in Option A. After Sze Shan Street, the route 

divides and a connection to Yau Tong Road is made by elevated slip roads. From the point of diversion 

of the slip roads, the elevated Cha Kwo Ling Road continues as a 2-lane dual carriageway until it joins 

the existing at-grade dual 2-lane carriageway to the north of Yau Tong Bay. 

The existing, single carriageway, Yau Tong Road will be reconstructed as a 2-lane dual carriageway along 

the same alignment as the existing road until it joins Lei Yue Mun Road just north of the Yau Tong 

playground. The intersection of these roads, including the re-aligned link to the Eastern Harbour 

Crossing, is catered for by provision of an at-grade roundabout. 

As for Option A, the existing at-grade Cha Kwo Ling Road will require realignment throughout to 

accommodate the location of the supports for the elevated structure. In so doing, two traffic lanes in each 

direction will be provided. 

8.3 EVALUATION OF OPTIONS 

The Western Coast Road Options will have significant impacts on existing land uses in the Lei Yue Mun 

and Yau Tong areas in East Kowloon. The increased volume of traffic anticipated under each Option will 

exert significant environmental impacts along the road alignment and the structure, form and width of each 

road alignment will have major physical and visual implications. Numerous Government, Institutional and 

Community (GIC) facilities are located along each alignment together with a number of recreational and 

residential land uses. Mitigation measures will be required wherever development is adversely affected 

by the new road development. 

In order to select the preferred Option, the two alternatives have been evaluated against a number of 

criteria. These are grouped under the following key categories: 

* Traffic and Roads 

> Land Use Impacts 

> Environmental impacts 

> Cost comparison 

In a number of cases the performance of the Options or the magnitude of their impacts are similar and 

these criteria do not provide a clear basis for selection of a preferred Option. The selection is therefore 

based on an evaluation of those criteria which do indicate sufficiently clearly a preferred alignment for 

the connection. 

8.4 TRAFFIC AND ROADS 

The traffic evaluation relating to the requirement for the Western Coast Road as part of the strategic road 

network has been reported in Section 7, along with various sensitivity tests to examine the impacts of f 

among others, the Area 137 and Area 131 developments, the construction of the MTR Extension, 

increases of population levels and delays in the construction of the Western Coast Road, The effects on 

traffic flows of improvements downstream of the connections were also examined. 

The traffic analysis found that it is essential that the Western Coast Road has high capacity and effective 

connections in Yau Tong in order to promote its use. This requires improvements in the Yau Tong area 

which include the upgrading of the Lei Yue Mun Road to dual 3 lane for the section between Western 

APH Consultants P

Figure 8.2 

"\ *•->*" "V . 

- "Via >.-L 5 »'^ 

«« _*»:;,... P. —. 

jr...- T. -. • •^•^•sM 

WESTERN COAST ROAD CONNECTION - OPTION B 

APH CONSULTANTS



Coast Road and Kwun Tong Road and upgrading of the Cha Kwo Ling Road between the Western Coast 

Road and Kwun Tong Bypass. Table 8.1 shows the demand flows and volume/capacity ratios for major 

links in the AM peak with these improvements to Lei Yue Mun Road and Cha Kwo Ling Road. 

TABLE 8.1 : 

2011 DEMAND FLOWS ON IMPROVED NETWORKS FULL DEVELOPMENT (PCU/HOUR) 

Link 

Practical Link 

Capacity 

Direction 

Option A 

AM Peak 

Option B 

Cha Kwo Ling Road/ 

WCR Connector 

3600 

3600 

W 

E 

2050(0.57) 

2200(0.61) 

1800(0.50) 

2000(0.56) 

Lei Yue Mun Road 

WCR Connector 

3600 

3600 

W 

E 

2500(0.69) 

2100(0.58) 

2850(0.79) 

2600(0.72) 

Western Coast Road 

5400 

5400 

W 

E 

4550(0.33) 

4300(0.80) 

4650(0.86) 

4600(0.85) 

Po Lam Road 

1500 

1300 

W 

E 

1050(0.70) 

1000(0.77) 

1000(0.67) 

1000(0.77) 

Tseung Kwan 0 Tunnel 

3600 

3600 

W 

E 

4150(1.15) 

4500(1.25) 

4050(1.13) 

4250(1.18) 

Hang Hau Road 

2200 

1600 

N 

S 

1800(0.82) 

1550(0.97) 

1850(0.34) 

1550(0.97) 

Note : Volume/Capacity ratio in brackets 

Option B provides a better connection of the Western Coast Road to East Kowloon than Option A in terms 

of traffic flows on the network. In so doing, Option B attracts a greater volume of traffic and thereby 

relieves congestion at the TKO Tunnel to a greater extent. Whilst this improvement is only marginal, it 

does indicate a preference for Option B. 

8.5 LAiND USE IMPACTS 

8.5.1 Land Requirements 

The construction of the Western Coast Road through Yau Tong and Lei Yue Mun will require 

considerable land take with associated impacts on both existing developments and planned land uses. Both 

Options encroach on adjacent land uses along Cha Kwo Ling Road. Existing embankments need to be 

cut back for road widening, requiring retaining walls and slope stability works. Option A requires 

additional land from the Ko Chiu Road and Yau Tong Estates as well as utilising land reserved for the 

proposed Lei Yue Mun Supplementary Housing Scheme, while the widening of Yau Tong Road for Option 

B encroaches on land to the north side of the existing road. 

8.5.2 Implications of Option A on Existing and Planned Land Use 

Cha Kwo Ling Road Link 

The construction of an elevated carriageway through the built up residential, commercial and industrial 

area along Cha Kwo Ling Road will result in severe environmental impact intrusions. Noise and air 

impacts will impinge on the utility of a proposed District Open Space east of the road alignment, the 




adjacent 1C reserve within which is included a Roman Catholic Church and a kindergarten as well as the 

Sam Ka Tsuen Recreation ground on the west of Cha Kwo Ling Road. 

The Yau Tong Commercial Centre adjacent to the Roman Catholic Church reserve comprises commercial 

and recreational (cinema) provision. The ODP depicts the site developed for R(l) residential development; 

the proposed road will impact heavily on residential development on this site and noise mitigation 

measures will be required. Likewise, environmental impacts will affect the redevelopment proposals for 

Yau Tong Public Housing Estate. 

St Antonius Primary School abuts the Estate while Po CMu College is located west of Yau Tong Road. 

Both facilities have low levels of noise tolerance and will be adversely affected by the alignment of the 

Western Coast Road along Cha Kwo Ling Road. Noise impacts will be significant for each school and 

Po CMu College will suffer significant visual impacts. Traffic safety measures would be necessary to 

ensure the safe passage of children to and from each school. 

Noise and air quality impacts on the industrial buildings to the west of Cha Kwo Ling Road will also be 

particularly severe, particularly as in this case noise mitigation measures would not be required. 

Similarly, the utility of the Yau Tong Marine Lots sites would be contingent on a satisfactory air quality 

environment. 

The proposed Western Coast Road will also result in physical intrusions into adjacent properties. The Cha 

Kwo Ling Road link passes through an area of development whose tenure is largely served by short term 

tenancy arrangements. A number of these short term tenancies will be affected but there should be no 

resumption implications as they can all be terminated prior to the commencement of the site investigation 

or construction. 

The Cha Kwo Ling Road link then proceeds northwards encroaching on the USD Sain Ka Tsuen Complex. 

This development comprises a proposed combined market, indoor recreation centre and library complex. 

The proposed development will be physically constrained by the road alignment and noise and air quality 

impacts will require appropriate measures to be taken. 

Adjacent to the USD site is a *G* reserve for a proposed multi-storey car park. The carriageway passes 

over this site requiring a modification of development proposals. 

The Sam Ka Tsuen Recreation ground currently under construction to the west of the alignment will lose 

a marginal strip along the Cha Kwo Ling Road. 

On the west side of Cha Kwo Ling Road there is insufficient clearance between the Sunray Industrial 

Centre and Yau Tong Industrial Building Block 3 and the proposed elevated roadway. Clearances would 

vary between 4 m and 1 m, while Fire Services Department require a 5m clear access. This will 

necessitate the demolition of these buildings, with resultant loss of workspace. Resumption costs will be 

high, estimated to be in the order of HKS 250M (excluding any incentive payments), 

Another serious land take implication resulting from the alignment of Option A relates to the present 

configuration of the Yau Tong Marine Lots. 18 Lots will be affected by the encroachment of the new 

roads into their lots. This would necessarily result in a cost to Government if property is adversely 

affected by the road alignment. There is a proposal to rezone the Yau Tong Bay Area and a surrender 

of the existing lots and a new lot with revised boundaries could be granted if the registered lot owners 

wished to proceed with redevelopment. Although resumption costs may not then be payable, the use of 

land for road construction would result in a reduction of premiums accruabie to Government. Air quality 

set backs may effect the operation and utility of each site. Excepting these concerns, note should also be 

made of the loss of livelihood that would be incurred due to the alignment of the road through the Lots. 


p age



Lei Yue Mun Road Link 

Along the Lei Yue Mun branch of Option A, there would be severe impacts on proposed and existing land 

uses. Development of the proposed Lei Yue Mun Supplementary Housing Site would be largely blighted 

by the road alignment. The proposed alignment dissects the site creating two land parcels. Development 

of the resultant sites would be difficult due to the physical and environmental impacts. A reduction of the 

environmental impacts could be made by road enclosures and the construction of adjacent housing on 

podium development, although this would bring with it problems relating to ventilation of the enclosures, 

traffic management and road maintenance; in addition, Highways Department would be reluctant to allow 

the construction of an enclosure over an operating road. 

The proposed Option A alignment will also impact on the northern portion of Yau Tong Estate and the 

southern portion of Ko Chiu Road Estate. Again these are public housing estates and would require noise 

mitigation methods together with the use of mitigation measures at source and receiver. The physical 

intrusion of the road into proposed estate boundaries will not be as significant as in the Supplementary 

Housing Site. Nevertheless, the proposed residential layout may require revision due to the proximity of 

residential blocks to the road alignment. Similarly optimal building orientation would be required to 

afford maximum protection from noise impacts. 

A preliminary estimate by Housing Department indicates a loss of some 4,500 flats if Option A is adopted. 

This assumes that the Lei Yue Mun Supplementary Housing Site is totally undevelopable and part of Ko 

Chiu Road and Yau Tong Estates will be affected. The social costs of the construction of this link should 

also be borne in mind; these relate to the delay to the redevelopment of Yau Tong Estate, the inability to 

rehouse the affected tenants locally and the delay to HD's Comprehensive Redevelopment Programme. 

North of these estates is an open space reserve granted to USD for a rest garden and recreational 

purposes. Noise and air quality impacts may impinge upon the utility of the site. The Yau Tong Road 

Playground will be similarly affected. Physical encroachment into the site is not anticipated but access 

to the site may be constrained through the upgrading of the road network and additional pedestrian 

crossings may have to be provided. 

8.53 Implications of Option B on Existing and Planned Land Use 

Cha Kwo Ling Road Link 

The alignment of Option B is largely concentrated along Cha Kwo Ling Road. A connection to Lei Yue 

Mun Road is made along the alignment at the junction of Cha Kwo Ling Road and Yau Tong Road. 

Elevated road links will provide free flow access from Cha Kwo Ling Road to Yau Tong Road, The 

consequence of this Option will be that noise and air impacts will be more extensively concentrated along 

Cha Kwo Ling Road and there will be greater physical intrusion into adjacent properties. 

In addition to the land use impacts that Option A would have, as described in the Section above, the 

following further impacts will arise as a consequence of Option B. 

The new Cha Kwo Ling Road alignment will intrude further into the Sam Ka Tsuen Recreation ground, 

disrupting the proposed facilities and requiring their replanning. 

The north bound slip road at the junction of Cha Kwo Ling Road and Yau Tong Road will encroach into 

the area occupied by the Sunray Industrial Centre and Yau Tong Industrial Building Block 3 requiring, 

as for Option A, their demolition. The slip road will also severely encroach into the Po Chiu College site. 

Whilst no physical effect on existing buildings is anticipated, noise impacts are likely to be profound and 

part of the college playground will be lost. Substantial environmental mitigation measures will be required 




to ensure that a satisfactory environment can be obtained. Detailed assessment will be required for a 

decision on whether or not the college should remain at its present location. 

The northern section of the Cha Kwo Ling Road link of Option B will result in similar impacts to the Yau 

Tong Marine Lots as outlined above in the context of Option A, and will also impinge on the Cha Kwo 

Ling Road fire station. 

Yau Tong Road Link to Lei Yue Mun Road 

A site north west of the Po Chiu College has been reserved for open space purposes and has been 

allocated to Government. No planning has yet been undertaken for the site but its use would be in some 

doubt if the Yau Tong link of Option B were constructed. 

Further north along Yau Tong Road is a site reserved for the proposed East Kowloon Hospital. The 

design of the hospital would have to adopt self protective design measures in the vicinity of the Western 

Coast Road. A low noise open textured road surface and other 4 at source* mitigation measures would also 

be required if the proposed hospital were to be implemented. 

8.5.4 Land Use Impacts Summary 

A major advantage of Option B is that the sphere of influence and therefore the concomitant impact on 

existing and future land use will more limited than that of Option A. Option B would not, for example, 

preclude the development of Lei Yue Mun Supplementary Housing Site, Both Options will require the 

demolition of two industrial buildings. 

In terms of a comparative evaluation of the two Options the following assessment is made: 

> for existing land uses, including housing developments, public facilities etc, Option A is 

considered to have marginally less impact. Option B encroaches further into the Sam Ka Tsuen 

Recreation Ground (under construction) and impinges on the Po Chiu College and the Cha Kwo 

Ling Road fire station. Option A encroaches on the grounds of the Yau Tong and Ko Chiu Road 

Estates. Both Options encroach on the existing Yau Tong Marine Lots, Option B slightly more 

so; 

* for planned land uses, both Options encroach on the proposed Sam Ka Tsuen Complex and multistorey 

car park, as well as the proposed Yau Tong Bay Redevelopment. Option B will encroach 

on the proposed hospital site along Yau Tong Road. However, the major impact is that of Option 

A passing through the planned Lei Yue Mun Supplementary Housing Site, which would be 

severely disrupted if not rendered unsuitable due to the proposed road alignment, with significant 

loss (4,500) of flat production; 

> for industrial land uses, both Options have similar impacts with the required demolition of two 

industrial buildings. 

Options A and B are road options which, regardless of which is implemented, will have a major impact 

on an existing urban area- As has been shown, the utility of existing and planned development will be 

substantially affected by physical and environmental impacts. Valuable open space and public facilities 

will be lost or at least encroached upon and much needed housing development and upgrading proposals 

will be constrained by the loss of land and the need to provide environmental mitigation measures. From 

a land use planning perspective the selection of a link should not simply be cost driven. Substantial 

consideration should be given to the impact on people's livelihood and on the impact on the environment 

in which people live, work and relax. 

APH Consultants



8.6 EN^VIRONSVIENTAL IMPACTS 

8.6.1 Noise Impacts 

The routes for each Option have been divided into segments for which noise levels were predicted in 

accordance with forecast peak traffic flows. Traffic flow forecasts used in this assessment are for morning 

peak flow in year 2011. Road traffic noise levels were calculated in terms of the L 10 (1-hr) in dB(A), 

using the U.K. Department of Transport procedures "Calculation of Road Traffic Noise" (CRTN), 1988. 

The maximum permissible road traffic noise level at the facade of domestic premises is 70 dB(A) L, 0 (1- 

hr). For educational institutions the suggested maximum noise level is 65 dB(A) L 10 (1-hr). Both 

domestic premises and educational institutions are considered to be noise sensitive receivers (NSRs). Of 

the many NSRs potentially affected by either Option, those likely to receive the greatest impact or those 

representative of a class of receiver were selected for impact modelling. Predicted noise levels were 

calculated based on the assumption that the road surface is of impervious concrete. Results of the 

modelling are shown below in Tables 8.2 and 8.3. 

TABLE 8.2 : 

OPTION A - PROJECTED TRAFFIC NOISE LEVELS AT MODELLED NSRs 

Major NSRs 

Major Separation from Predicted facade 

Traffic Noise the road kerb LlO(l-hr) dB(A) 

Contributor 

(m) 

Yau Tong Centre (West) (R1A) 

Yau Tong Estate (Block 17) (R2A) 

St. Antonius Primary School (R3A) 

Po Chiu College (R4A) 

Ko Chiu Road Estate (Block 1) (R5A) 

Yau Tong Est (Block 24) (R6A) 

Yau Tong Estate (Block 21) (R7A) 

20 

Cha Kwo 

Ling Road 26 

30 

16 

24 

Lei Yuc 

Mun Road 16 

42 

30 

79 

78 

SI 

35 

36 

80 

TABLE 8.3 : 

OPTION B - PROJECTED TRAFFIC NOISE LEVELS AT MODELLED NSRs 

Major NSRs 

Major 

Traffic Noise 

Contributor 

Separation from the 

road kerb 

(m) 

Predicted facade 

LlO(l-hr) dB(A) 

Yau Tong Centre (West) (RIB) 

Yau Tong Estate (Block 17) (R2B) 

Cha Kwo 

Ling Road 

26 

33 

84 

82 

St. Antonius Primary School (R3B) 

9 

36 

Po Chiu College (R4B) 

North bound slip 

road to Yau Tong 

Road 

15 

34 

Yau Tong Estate (Block 1) (R5B) 

Yau Tong Road 

3 

87 




All predicted L 10 (1-hr) noise levels shown in the above tables exceed the 70 dB(A) limit recommended 

in HKPSG. In Option A, Ko Chiu Road Estate and Yau long Estate are the worst affected NSRs with 

predicted L 10 (1-hr) levels as high as 86 dB(A). In Option B, the worst affected NSRs are Yau long 

Estate (Block 1) and St. Antonius Primary School on Cha Kwo Ling Road, where the L 10 (1-hr) level is 

predicted to reach 87 dB(A) and 86 dB(A) respectively. 

Noise contours of typical sections of the roads for both Options have been defined. In all noise contour 

plots the 70 dB(A) contour was predicted to be at least 100 m from the centre line of the road. In the 

absence of noise control or mitigation measures, excessive noise levels within the 70 dB(A) contour 

distance of the roadway would preclude educational and/or residential development, thereby exerting a 

severe constraint on land use. 

Noise Mitigation Measures 

The use of pervious macadam road surface, rather than the concrete used in the generation of predicted 

noise levels, would reduce traffic noise by up to 3 dB(A), depending on traffic volume, speed and mix 

of light and heavy vehicles. Although attenuation of 3 dB(A) would not reduce the very high predicted 

noise levels to the limit set by HKPSG, use of pervious macadam would still be required on either Option 

A or B as an initial mitigation measure. However, additional measures would be required to achieve 

HKPSG limits. 

Road realignment to increase the setback distance of NSRs would be desirable, but not possible in either 

option due to space limitations. Distance separations shown in Tables 8.2 and 8.3 would need to be 

increased from their current range of between 8 m to 42 m, to over 120 m to achieve acceptable noise 

levels. Realignment to mitigate impacts to existing NSRs would also cause previously unaffected NSRs 

to be affected. 

Because limited space availability precludes adequate set backs, reduction of noise levels has been 

considered for a variety of mitigation measures at the noise source: 

> Roadside Barrier (4 m). 

+ Semi Enclosure, single carriageway. 

> Semi Enclosure, both carriageways. 

* Complete Road Enclosure (NSRs on both sides). 

Roadside barriers offer protection to low level receivers. The alignment and proximity of high rise 

residential development renders this kind of barrier ineffective. Use of semi-enclosure is considered to 

be a minimum requirement for noise reduction and can involve coverage of either a single or both 

carriageways. Single carriageway semi-enclosures are only effective when NSRs are on one side of the 

road and less than 20 m above the road surface. For receivers which are located more than 20 m above 

the road surface a noise reduction of only 2-3 dB(A) can be attained. Combining a pervious macadam 

surface with semi-enclosure yields a total noise reduction in the order of 5-6 dB(A) for receivers more 

than 20 m above road surface. A noise reduction of 5-6 dB(A) is however inadequate for both Options 

as NSRs require noise attenuation of more than 6 dB(A) to meet HKPSG limits. Where single 

carriageway semi-enclosures are ineffective but where NSRs are sited on one side of the alignment only, 

a semi-enclosure over both carriageways offers the protection of a total enclosure whilst allowing free 

venting of pollutants. Where high level NSRs are sited on either side of the alignment, complete road 

enclosure should be provided. 

Figures 8.3 and 8.4 show the locations of principal NSRs and the proposed noise enclosures. Breaks or 

openings have been introduced wherever the enclosures are not required for noise mitigation purposes. 

The minimum opening between the full enclosures is 10 m, for Option A. 

APH Consultants p e 8-3



Fire regulations dictate that for any enclosure in excess of 230 metres forced ventilation is required to 

ensure that smoke generated in a fire is removed. For enclosures in excess of 450 metres full provision 

of fire safety equipment is required. The maximum length of enclosure, at 175 m (Option B), is less than 

these requirements and therefore would not be classed as a tunnel. 

Double glazing combined with air-conditioning for NSRs is an alternative noise mitigation measure. 

Provision of Type n glazing could reduce noise levels by 10-15 dB(A) according to HKPSG. For NSRs 

protected by semi-enclosures and higher than 20 m above road surfaces Type II glazing would achieve 

compliance with HKPSG noise standards and would obviate the need for total road enclosure. However, 

current Government policy is to undertake mitigation measures at source only. 

Construction Phase 

The Noise Control Ordinance (NCO) provides for control of noise from general construction work during 

evenings (1900-2300 hrs), night-time hours (2300 to 0700 hrs) and public holidays. Noise control 

regulations do not apply to non-holiday, daytime hours (0700-1900 hrs). Therefore, noise impacts can 

only be assessed with reference to a construction management plan and schedule. Because such details 

will not be available until the time of implementation, the construction impacts and mitigation measures 

are discussed in general terms only. 

For both Options A and B there are many NSRs which could be subjected to excessive noise levels during 

road construction. Of particular importance are the two educational institutions along Cha Kwo Ling Road 

(St Antonius Primary School and Po Chiu College). Construction methods and activities will require 

careful planning and execution to minimise disturbance to these establishments. Because both of the 

Options also require construction in the immediate vicinity of numerous residential blocks, construction 

methods and activities will also require careful coordination in these areas. 

Noise control methods which limit effects on NSRs include: 

* use of silenced equipment 

» siting equipment as far as possible from NSRs 

> use of temporary moveable acoustic barriers and machinery enclosures 

> proper maintenance and operation of plant 

> scheduling of works 

If piling is required, the use of percussive piling would give rise to excessive noise impacts particularly 

given the proximity of the NSRs. Consideration should be given to the use of bored piles which provide 

less of a noise impact. 

8,6*2 Air Quality Impacts 

As discussed in Section 8,6.2, total enclosures have been proposed to ameliorate the road traffic noise. 

In so doing, concern has turned to the likely air quality impact in the vicinity of the portals of these 

enclosures. 

For Option A t the worst case will be from the two enclosed sections and two separate modelling cases 

have been investigated. For end portal emissions the pollution is assumed to be generated within the two 

enclosures. For the 10 metre central opening, between the enclosures, a second exercise has been carried 

out which assumes that 33 % of pollutant generated within the two enclosures escapes through the opening. 

In summary this means that for portal emissions the SR at Yau Tong Estate (Block 24) will be subjected 

to 50% of the pollutants generated within the two enclosures and for the vent opening a separate "worst 

APH Consultants



case" is used which results in SR at Ko Chiu Road Estate (Block 1A) being subjected to 33% of the 

pollutants from the two enclosed sections. 

For Option B, it is the 175 m length of dual enclosure which has been identified as critical. To model 

the worst case it has been necessary to take account of carry over of pollutants from adjacent enclosed 

sections. At Yau Tong Estate (Block 2) it is assumed that 50% of the 175 m enclosure and 30% of the 

115 m enclosure contribute to the portal emission. At Po Chiu College 50% of the 175 m and 70% of 

the 115 m enclosures are assumed. For St. Antonius' Primary School 100% of the 110 m enclosure is 

assumed. 

In order to predict potential impacts, critical sensitive receptors have been identified for the two options 

and modelling has been carried out to quantify the air pollution condition at the receptor. Nine existing 

receptors have been identified which are likely to be affected by the portal emissions as indicated on 

Figures 8.4 and 8.5. 

The pollutant levels derived from the modelling exercise have been compared against the Hong Kong Air 

Quality Objectives (HKAQO). The HKAQO sets hourly concentrations of 30,000 jig/m 3 for carbon 

monoxide and 300 /ig/m 3 for nitrogen dioxide which shall not be exceeded on more than three occasions 

per annum. 

For emissions of Carbon Monoxide (CO) the worst case condition has been identified at Yau Tong Estate 

(Option B). The predicted CO level is 2,888 /ig/m 3 which is within the AQO requirement. It is therefore 

assumed that CO concentrations will not be critical for this assessment. For NO 2 , exceedences have been 

identified and the full results of the modelling exercise are reproduced in Tables 8.4 and 8.5 below. 

Generally, the SRs for Option A are sited close to the proposed roadway and experience air quality 

exceedences at the portal areas, Ko Chiu Road Estate (Block 1) and Yau Tong Estate (Block 24). In 

Option B the more substantial setbacks, for the majority of the receptors, allows compliance with the 

AQO, with the exception of a major exceedence at the Yau Tong Estate (Block 2). 

Since the road and SRs are fixed, for both Options, mitigation must involve removal of the pollution 

source. Two methods of mitigation have been identified. The first involves extending enclosures, to 

move the pollution away from the SRs, and the second involves venting the enclosure along its length 

while retaining the noise attenuation characteristics. 

TABLE 8.4 : 

NO 3 CONCENTRATIONS AT RECEPTORS IN OPTION A 

NO 2 Concentration, /ig/m 3 due to 

Receptors 

Road Emissioin 

Portal Emissioii 

Total Emission 

Ko Chiu Road Estate Block 1A 

66 

173 

239 

Ko Chiu Road Estate Block 1 

164 

156 

320 # 

Yau Tong Estate Block 24 

1S6 

205 

391 # 


53 

131 

134 

# denotes an exceedence of the AQO 

APH Consultants p ag€ s-10



TABLE 8.5 : 

NO 3 CONCENTRATIONS AT RECEPTORS IN OPTION B 

NQ 2 Concentration, /ig/m 3 , due to 

Receptors 

Road Emission 

Portal Emissk3ti 

Total Emission 


257 

200 

457 # 


33 

147 

235 

Po Chiu College 

100 

154 

254 

St. Antonius" Primary School - EB 

110 

111 

221 

St. Antonius' Primary School - WB 

141 

114 

255 

# denotes an exceedence of the AQO 

Mitigation for Option A 

Ko Chiu Road Estate Block 1 

At this location, the predicted total NO 2 concentration is 32Qjig/m 3 and exceeds HKAQO. This worst case 

condition assumes that all pollutants generated within the enclosure escape from the portal. There is no 

allowance for venting through the 10 metre opening at the mid point. There is no proven modelling 

technique to confinn the loss at this point but it seems likely that the actual NO 2 level will be less than 

predicted and it is stressed that this is a worst case. 

A practical mitigation to remove the NQ 2 impact is to extend the northern end of the 130 m enclosure by 

20 m. The increased path distance would reduce the NQ 2 level at the SR to 272 jig/m 3 which is within 

the AQO. 


This receptor is predicted to be exposed to NCk levels of 391 /xg/m 3 . This does not take into effect the 

presence of the semi enclosure between the source and receptor. The additional path distance is predicted 

to reduce the pollutant level at the receptor to 336 /ig/m 3 , though this still exceeds the AQO. Again, a 

portion of pollutants will escape through the opening between the two enclosures and the NO 2 level at this 

receptor would be further reduced. 

In order to produce AQO compliance, increasing the width of the semi-enclosure across the full width of 

Lei Yue Mun Road would increase path distance, increase separation and reduce NO 2 concentration to 277 

/ig/m 3 , which is within the AQO. 

Mitigation for Option B 

There is a single exceedence of the AQO for NO 2 at Yau Tong Estate (Block 2). This particular SR 

experiences a major exceedence at 457 /ig/m 3 . The following mitigation has been identified to overcome 

this impact. 

> extension of the enclosure by 40m will increase the path distance to a point where air quality 

impact on the identified SR is acceptable. However, the emission will then impact on the Yau 

Tong Playground and will cause exceedence of the AQO. 

Consultants 

Page



> use of semi-enclosure to allow free venting of traffic generated pollutants and remove the 

concentration effect at the portal. Though overcoming the air quality impact this could, 

potentially, expose the Po Chiu College and the proposed hospital to noise levels in excess of the 

HKPSG. It should be possible to remove the potential noise impact on the new hospital through 

its design, ie present a non-sensitive facade to the road. However, in the case of the existing Po 

Chiu College, the use of sealed windows and air conditioning systems should be considered. A 

similar alternative would be to design a noise cover which allows free venting of air pollutants 

while retaining noise integrity. Louvre noise protection systems are designed to allow free 

venting above the roadway but conventional designs produce protected and non protected "sides" 

for high level noise sensitive receivers (NSRs). The louvre system offers good protection but 

would have to be considered in the light of the hospital design. It is believed that a design could 

also be produced which provides the required venting and noise integrity requirement. 

Mitigation by employing semi-enclosure or enclosure with free venting louvres would require an 

extension of the northern end of the 175 m enclosure by 20 m. With this extension, the NO 2 level 

would be reduced to 250 /xg/m 3 for enclosure with free venting louvres while that for semi 

enclosure would be expected to be lower than 250 /ig/m 3 . 

Air Quality within Enclosures 

An assessment of the air quality impacts within the enclosed sections was made by comparison with a 

study of the air quality in a proposed enclosed section of Route 5 in Tsuen Wan. This assessment was 

carried out using the most critical working conditions. The nominal dimensions of vehicles were estimated 

based on the traffic mix. Using these and the road details, the vehicle emissions within the enclosure were 

calculated using the procedures as outlined in the Road Tunnels Report (1987) by the Permanent 

International Association of Road Congresses (PIARC). The conversion of NO to NO> was assumed to 

be 10%. 

The resultant concentrations of CO, NO 2 and NO were less than one-third of the air quality limits as 

stipulated by EPD for the design of tunnels. The 200 m enclosure of Route 5 is expected to carry 3,444 

veh/hr with 68% of heavy vehicles. On the other hand, both the 130 m and 135 m long enclosures in 

Option A will have a traffic flow of 3,036 veh/hr with 62% of heavy vehicles. By comparison, it is 

unlikely that the air quality within the proposed enclosures will exceed EPD's criteria. Similarly, in 

Option B, the air quality within the 115 m and 110 m long enclosures should meet the above criteria. 

Construction Phase 

The major air quality impact during the construction of the Western Coast Road and the associated 

connecting road network will result from dust emissions measurable as total suspended particulates (TSP) 

and respirable suspended particulates (RSP). Major dust sources are likely to be: 

> site preparation; 

> excavation; 

+ wind erosion of stockpiled materials and working areas; 

* material transfer to and from trucks/barges; 

» vehicle/plant movements on unpaved roads and over the sites; 

* concrete batching; and 

> concrete finishing. 

Because construction schedules and equipment usage data are not available, dust levels arising from 

construction work cannot be quantified at this stage of evaluation. However, construction dust can be 

significantly reduced through appropriate site practices. The two Options are expected to be 

approximately comparable in terms of dust emission during the construction phase. 

APH Consultants p age #.£2



8.6.3 Visual Impacts 

An assessment of visual impacts includes the following aspects: 

> the apparent size of the development from selected viewpoints 

> distances from the development to the sensitive receivers 

> the number of sensitive receivers affected 

» the change in the visual amenity of the area 

The consideration of these visual aspects involves essentially a subjective assessment. Given the elevated 

nature of certain sections of the roads, the close proximity of the roads to sensitive receivers, the large 

numbers of sensitive receivers affected and the likely change in the visual amenity, it is considered that 

the visual impacts will be very significant and in some cases severe for both Options A and B. 

8.6.4 Environmental Impacts Summary 

For noise impacts, both Options would require extensive construction of semi or total road enclosures to 

reduce the noise levels to within the HKPSG limits. This is due to the existence of many noise sensitive 

receivers in the immediate proximity of both proposed alignments. 

In terms of a comparative evaluation, the two Options are considered with their required noise mitigation 

measures in place. The assessment is therefore based on residual noise effects as compared with the 

existing situation. In this respect, Option B is considered more suitable, as the residual traffic noise 

occurs over an area where traffic is already present, while Option A will generate traffic noise over a 

wider area, including where little or no traffic occurs at present. 

The assessment has identified exceedences of the Air Quality Objectives (AQO) for both Options and 

mitigation has been proposed to overcome the exceedence. In Option A the receptors are, generally, closer 

to the WCR and mitigation has involved extension of enclosure and semi enclosure to increase path 

distance to receptors and reduce pollutant concentrations to levels which do not exceed the AQO. In 

Option B there is a single, major, AQO exceedence at a single receptor. Mitigation to protect the affected 

receptor would require an integrated design approach and involves the layout and design of the hospital 

to the west of Yau Tong Road, It is proposed that the main enclosure is designed to be free venting 

through louvres which allow a measure of noise protection to elevated noise sensitive receivers. 

Significant permanent visual impacts will be generated by the construction of both Options, The 

installation of noise mitigation measures, in the form of road enclosures, will exacerbate the significant 

visual impacts of elevated major roadways. 

8.7 COST COMPARISON 

Indicative construction costs for the Western Coast Road, Options A and B, have been estimated for the 

comparative assessment of these Options. The estimated costs include the noise mitigation measures 

recommended in Section 8.6.1. Summaries of these costs are shown in Table 8.6 below. 

APH Consultants



TABLE 8.6 : 

CONSTRUCTION COSTS 

PRELIMINARIES 

EARTHWORKS 

Rock Excavation 

Soft Excavation 

Fill Material 

ROADWORKS 

Site Clearance 

Drainage 

Roads & Paving 

Footways & Kerbing 

STRUCTURES 

Elevated 

Retaining Walls 

SLOPE PROTECTION WORKS 

MITIGATION MEASURES 

SUB TOTAL 

ADD 10% CONTINGENCIES 

TOTAL ESTIMATE 

OPTION A 

HKS (MILLIONS) 

66.1 

11.6 

3.2 

9.2 

0.1 

7.4 

36.0 

2.0 

345.0 

28.0 

2.0 

217.0 

727.6 

72.8 

8004 

OPTION B 

HK$ (MILLIONS) 

68.4 

10.0 

2.0 

0.0 

0.1 

8.0 

31.0 

2.0 

383.0 

10.0 

4.0 

234.0 

752.5 

75.3 

827.8 

The construction cost of Option B is therefore about 3% more than that of Option A. For both Options, 

the cost of noise mitigation measures accounts for nearly 30% of the total construction cost. 

Resumption costs represent a significant addition to the total project costs. Major resumption costs 

applicable to both Options A and B are those relating to the demolition of the Sunray Industrial Centre 

and the Yau Tong Industrial Building Block 3. These have been estimated as being about HKS 250M, 

excluding any incentive payments, 

"Lost opportunity costs" have also been considered. Relevant Government Departments have been 

requested to supply the estimated abottive/reprovisioning/lost opportunity costs that would arise from the 

construction of either Option A or Option B. 

Urban Services Department have estimated these costs to be: 

> HKS 1.2M for the Sam Ka Tsuen Complex, This cost would be applicable to Option A and 

Option B as they both impinge on this site. 

> HKS 3.0M for the Sam Ka Tsuen Recreation Ground. This cost would be applicable to Option 

B. Option A encroaches only slightly and would not cause excessive disruption. 

Housing Department have estimated their reprovisioning costs to be: 

* HKS 260M for the reprovisioning of the Lei Yue Mun Supplementary Housing Site. This cost 

would be applicable to Option A. Option B does not affect this site. 

AfH Consultants 

p ag€



Project costs for the two schemes, based upon the above additions, are therefore estimated to be of the 

order of: 

> Option A: HK$ 1.311M 

* OptionB : HK$ 1,082M 

Option B is thus shown to be the more cost effective option, 

8.8 EVALUATION SUMMARY 

The above discussion of the two connections under the main criteria permits the following conclusions to 

be drawn: 

> Traffic and Roads: Option B is shown to have a marginal benefit in terms of traffic flow. 

+ Land Use Impacts: Both Options have severe impacts. 

Existing Land Use; Option A is considered to have marginally less impact. 

Planned Land Use; Option B, in avoiding the major impact to the Lei Yue Mun Supplementary 

Housing Estate, is considered have less impact. 

Industrial Land Use; both options have similar impacts. 

> Environmental Impacts: Both Options have severe impacts. 

Noise; Option B is considered more suitable on the basis of the residual impacts. 

Air Quality; Option B is considered to be more suitable in view of the limited number of receivers 

effected. 

Visual; both options have similar and severe impacts. 

» Cost Comparison: Option B has been shown to be the most cost effective. 

In all instances, bar the marginal additional effects upon existing land uses, Option B has been adjudged 

to have a lesser impact and is the most cost effective in project cost terms. It should be noted that both 

Options have extensive impacts and this preference must be measured in terms of a reduction in the 

severity of the impact rather than the identification of a optimum solution. 

Notwithstanding, Option B is recommended as the preferred alignment of the two required to be studied 

under the Brief. However, to establish as to whether this alignment does in fact represent the optimum 

for the connection of the Western Coast Road to East Kowloon, further study would be required over a 

wider area. 

APH Consultants



SECTION 9 

ENVIRONMENTAL ASSESSMENT 


This assessment evaluates the environmental impacts associated with the construction and operation of 

Area 137. For significant impacts, mitigation measures are identified and, in addition, environmental 

monitoring and audit schedules are recommended. The potential impacts and mitigation are discussed 

under the following environmental indicator categories : 

+ Water quality; 

> Air quality; 

> Noise; 

> Waste Management; and 

> Visual Impact and Glare Nuisance 

9,2 KEY IMPACT SOURCES AND SENSITIVE RECEIVERS 

In the baseline studies the key impacts and existing and committed sensitive receivers (SRs) were 

identified. In this report only sources which have potential to create impact and potentially impacted users 

are identified. 

9*2-1 Impact Sources 

The development of Area 137 will, inevitably, create new environmental impact sources. Most 

construction phase impacts can be broadly defined, including the likely dredging and reclamation 

techniques. The impact of the operation phase is less well defined and potential impacts are less clear. 

As part of the Study, potential users of Area 137 have been identified and these are broadly split into two 

types of use. Both rely on the need for berthing facilities, but one use, by nature of the products to be 

handled is identified as PHI. 

In addition to the construction and operation impacts of Area 137 existing and known committed 

developments within Tseung Kwan O and adjacent areas have been assessed for significance. Of the 

numerous potential impact sources identified only four are believed to have a potentially significant 

bearing on the development and operation of Area 137. The location of the key impact sources are shown 

in Figure 9.1. The specific impact sources are : 

Tseung Kwan O Industrial Estate which is sited immediately to the north of Area 137. It is predicted 

that the operation of industry on the TKOIE site will generate noise, air quality, water quality and solid 

waste impacts though the impact on Area 137 is anticipated to be minimal. 

SENT Landfill is sited immediately to the north and east of the Area 137 development. During the 

construction and operation phases of Area 137 it is a requirement that road access to a sea berth, provided 

for the delivery of solid waste is maintained through the site. There are potential impacts on the noise, 

air and water environments. 


Page

Figure 9.1 

:-\'y ; u 6 VÂ;*3 

TKOIE 

Junk Bay Landfill 

SENT Landfill 

Spoil Ground 

1 • •' v ' '•iLr'- • 

*\ ^/rx::- 

,xvm ; >.. 

11 -* « ..'y«^Hrtiw»w 

KEY IMPACT SOURCES 

APH CONSULTANTS



Tseung Kwan O (Junk Bay) Landfill is sited to the north of Area 137 beyond the TKOIE site. The 

landfill is split into three phases with Phases I and II completed and Phase HI scheduled for completion 

in early 1994. Shortage of landfill space has dictated that the Phase I/H landfill will be reopened to accept 

a limited further input of waste. The landfills have potential impacts oa water quality from seepage of 

leachate into the receiving waterbody. 

Spoil Ground Beneath Area 137 represents, potentially, the most significant impact area. The spoil 

ground lies under part of the Area 137 development and may be affected by dredging and reclamation. 

Impact on water quality by disturbance of material and disposal of any contaminated material represent 

potential impact areas. The location of the spoil ground is shown in Figure 9.2. 

9.2.2 Sensitive Receivers 

As part of the environmental baseline study all potential sensitive receivers (SRs) within the Study Area 

were identified. Of these SRs only a limited number were identified as having potential to suffer impact 

from the construction and operation of Area 137, some were too remote from the impact sources others, 

though identified as sensitive were found to have been relocated or were in the process of relocation. The 

location of the sensitive receivers are set out in Figure 9.3. The potentially significant SRs are identified 

and described in the following paragraphs. 

Tung Lung Chau Fish Culture Zone (FCZ). A fish culture zone operates off the north western coast 

of Tung Lung Chau. Fish culture requires good water quality and is susceptible to impact at both the 

construction and operation phases of the project. This sensitive receiver is sited 2 km to the south east 

of Area 137. 

Siu Sai Wan and Chai Wan* The closest residential areas to Area 137 are sited to the south west across 

the Tathong Channel on Hong Kong Island. Residential areas are defined as SRs susceptible to both noise 

and air quality impact in the Hong Kong Planning Standards and Guidelines (HKPSG); in addition visual 

impacts will be significant. In order to allow predictions of impact to be made, two locations were 

identified at residential properties, Siu Sai Wan and Heng Fa Chuen. SRs are approximately 1.5 Km from 

Area 137. 

Tseung Kwan O New Town. The new residential areas to the north, within Tseung Kwan O, represent 

a significant grouping of SRs. The significance of Area 137 is diminished by the distance to SRs and the 

location of the TKOIE site, and established industry, between Area 137 and the SRs. 

93 WATER QUALITY 

93.1 Background 

Tseung Kwan O exhibits water quality conditions which reflect its geographical location as an embayed 

area close to Victoria harbour and also the effects of significant local effluent loadings. The water is 

organically enriched, and has relatively high levels of nitrogenous compounds and bacterial concentrations 

which are confirmed by the ongoing EPD water quality monitoring programme. Traditionally Tseung 

Kwan O has suffered significant effluent loadings and linked to the poor water exchange capacity, has 

experienced poor water quality. Junk Bay was declared a Water Control Zone (WCZ) in 1989. Following 

declaration of a WCZ effluent discharges require licensing to standards which are set out in the Technical 

Memorandum, An outfall from the sewage treatment works was constructed into the Tathong Channel 

to remove nutrient loading from Tseung Kwan O and this has resulted in improvements to the water 

quality. However, water quality conditions remain poor and are exacerbated by the additional loadings 

of leachate from the Junk Bay landfills and industrial discharges from Rennies Mill. 

APH Consultants Pag* 9-2

Figure 9.2 

Study Area 

Spoil Ground 

SPOIL GROUND BENEATH STUDY AREA 

APH CONSULTANTS

Figure 9.3 

ra yjMt. i \ 

'/'£*.'. %'W|^ 

^r^N^-.i^/' Mtt» 

»..V.«_v*AT.' J.. ,< Urwirwwo 

t>



The organic enrichment of the bay gives rise to elevated levels of chlorophyll-a, and blooms of toxic 

dinoflageiiates have been recorded in the past, the so called "red tides". Detailed reviews of water quality 

in Tseung Kwan O have been carried out in other studies, most notably the EA for the Tseung Kwan 0 

Development Sewage Treatment and Disposal Study. For this Study, water quality has been fully 

documented in the Environmental Background Paper and the Preferred Concept Report and is not detailed 

here, except in areas which have a direct bearing on Area 137. 

9.3.2 WAHMO Modelling 

The modelling evaluated the effects of the Area 137 reclamation on water quality in Tseung Kwan 0. In 

addition, several model runs were employed to provide data on the impacts of an additional reclamation, 

off Area 131 to the southwest of the bay. 

Previous studies of other developments in this area, using models from the WAHMO suite, have shown 

that worst case water quality conditions generally occur in predictions for the wet season and spring tides. 

However, due to other considerations, the water quality modelling included additional simulations for dry 

seasons/spring tides. 

The scenarios modelled were as follows: 

> Existing Conditions: based on present reclamations within the modelled area using estimated 

pollution loads for 1996. 

> Baseline: composing all committed reclamations within the modelled area. 

> Scenario 1: overlaying the baseline with the Area 137 reclamation. 

> Scenario 2: overlaying the baseline with the Area 137 development and Area 131. 

> Scenario 3: overlaying the baseline with an initial development of Area 137. 

» Scenario 4: overlaying the baseline with an initial development of Area 137 and Area 131. 

To assist interpretation of the water quality data from the modelling, 12 reference stations were set up as 

shown on Figure 9.4. These serve as reference sites for the production of water quality data in the form 

of CVT (concentration versus time) plots, which may then be employed to permit comparisons between 

the predictions for the existing situation and those for baseline conditions and for the various development 

scenarios. 

Water quality predictions are presented for existing conditions compared to those for the other scenarios 

under the worst case conditions of wet season spring tides. The parameters included are dissolved oxygen; 

BOD 5 ; various chemical species of nitrogen; chlorophyll-a; and £. colL 

Dissolved Oxygen 

Significant changes to dissolved oxygen levels were predicted for the baseline conditions and all 

development scenarios compared to existing conditions. However, there were essentially no differences 

between the model output for the baseline conditions and any of the development scenarios. In each of 

these cases, dissolved oxygen levels were predicted to increase significantly over those modelled for 

existing conditions at all reference sites other than numbers 1 and 11. These increases were most marked 

at reference sites 5 to 10, which are generally located in Tseung Kwan O and the Tathong Channel area. 

Evidence of supersaturation of oxygen was produced at reference sites 6 to 10 and 12, indicating the 

existence of significant algal growth (see the discussion of chlorophyil-a levels below). 

BOD 3 

Again, differences between the predictions for the baseline conditions and those for the development 

scenarios were minor and generally insignificant. However, the model output for each of these exhibited 

APH Consultants p age $-3


Fined Report - Main Report 

significant differences from the predictions for existing conditions. Thus, BOD 5 levels were modelled to 

increase at most reference sites by comparison to the levels predicted for existing conditions. These 

changes were less marked at reference sites 1, 10 and 12 and were generally absent or very minor at 

reference site 11, whilst they were most evident at reference sites 6 and 7. For example, average BOD 5 

levels at reference site 6 increased from about 4 mg/1 in predictions for existing conditions to about 5 mg/1 

in output for the baseline conditions or the various development scenarios. It is notable that the increases 

in BOD 5 levels recorded here for wet season/spring tide conditions contrast markedly to the decreases in 

such levels noted for dry season/spring tide simulations. 

Nitrogenous Species 

Differences between the wet season/spring tide and dry season/spring tide simulations were again apparent. 

In the case of the wet season/spring tide output, concentrations of total nitrogen predicted for the baseline 

conditions or the various development scenarios increased at most reference sites by comparison to those 

predicted for existing conditions. These increases in inorganic nitrogen were accompanied by comparable 

elevations in levels of organic nitrogen and oxidised nitrogen, whereas predicted concentrations of 

ammoniacal nitrogen decreased in the baseline conditions and the development scenarios by comparison 

to existing conditions. These changes in the predicted concentrations and speciation of nitrogenous 

compounds were no doubt a contributory factor to the general increases in chlorophyll-a predicted for the 

development scenarios compared to existing conditions. 

Chlorophyll-a 

There were no significant differences between the predicted chlorophyil-a levels for the baseline conditions 

and the various development scenarios. However, each of these differed from predictions for existing 

conditions, most reference sites exhibiting increases in chlorophyll-a levels. Only reference site 11 was 

unaffected by these changes, although sites 10 and 12 to the south of Tathong Channel exhibited minor 

changes rather than the more marked alterations observed elsewhere. It may be noted here that WAHMObased 

studies on other developments have suggested that chlorophyll-a predictions are highly sensitive to 

small changes in the other parameters modelled. Nevertheless, the prediction that chlorophyll-a levels are 

likely to increase substantially in the eastern reaches of Victoria Harbour and in northern Tathong Channel 

consequent to the construction of the baseline reclamations is of some concern. 

E. coli 

By contrast to the other parameters modelled, very few changes were predicted for levels of E. coll in the 

Study Area, either for the baseline conditions or the various development scenarios. The only alterations 

of note occurred at reference sites 6 and 7, and these constituted small increases (less than one log value) 

in E. coli numbers over those predicted for existing conditions. 

These results give rise to several important conclusions concerning the options for the development of 

Tseung Kwan 0 as a whole. These are as follows: 

» Predicted water quality for the baseline conditions differed substantially from that for existing 

conditions. In the wet season/spring tide simulations in particular, the addition of the baseline 

reclamations (without altering assumed pollutant loads) created a significant reduction in water 

quality, with marked increases in several species of nitrogen and in predicted chlorophyll-a levels. 

These changes gave rise to increases in dissolved oxygen in the Study Area, reaching 

supersaturation levels in reference sites in Tseung Kwan O and Tathong Channel. 

* Such changes in predicted water quality are of considerable concern, as it would appear likely that 

the committed reclamations could lead to non-compliance with Water Quality Objectives in the 

Study Area, even in the absence of increased pollutant loadings. It should be re-stated that the 

APH Consultants p a g$


Final Report • Main Report 

reclamations giving rise to these predicted effects are the committed projects, and not those 

associated with either the Area 137 or the Area 131 developments. 

The differences between the predictions for the various future development options for Areas 137 

and 131 (and between these and baseline conditions) were ail minor. This implies that the 

alteration in shape of the Area 137 reclamation (involving either its phasing or its detailed design) 

has no material effect on water quality in the Study Area. The same is seen to be the case for 

the Area 131 reclamation, when this is present in combination with the Area 137 development. 

Thus, the various development scenarios were modelled to exhibit very similar water quality to 

the baseline scenario. 

9.3.3 Dredging and Disposal of Sediments 

Background 

It is known that the sediments within Junk Bay are contaminated due to historical industrial practises and 

the influence of contaminants from Victoria Harbour. Potentially more significant is the fact that Area 

137 will be sited on a former spoil ground. The information relating to the types of material which were 

dumped is not well documented. A limited sampling and testing programme has been carried out as part 

of this Study and, together with, results from other studies, has been used to identify potential impacts. 

The dredging for Area 137 is likely to be carried out by grab dredgers and will involve the removal of 

some 2.9 Mm 3 from the area to form the berthing areas, approach channels and the seawall trenches. It 

will be necessary to ensure that any grab dredgers used are fitted with tightly closing grabs in a well 

maintained condition, all dredging occurs within silt curtains and that ao overflowing of the barges is 

allowed. Water quality schedules and action plans are provided in Section 9.8. 

It is believed that more intensive survey work will be necessary in the detailed design phases of the project 

implementation to investigate the contaminated aspect further. The closest SR to Area 137 is the fish 

culture zone sited off the north western coast of Tung Lung Island section. 

Contaminated Sediments 

The marine sediments at Tseung Kwan 0 are routinely monitored by the Environmental Protection 

Department and show significant metal contamination. However, the EPD sampling does not cover the 

Area 137 site. As part of the Contaminated Spoil Management Study (CSM) sampling on the old spoil 

ground beneath Area 137 was carried out and testing showed elevated levels of lead and zinc and excessive 

mercury contamination. The location of CSM sampling sites in relation to area 137 are shown in Figure 

9.5 and results of the testing programme are reproduced in Table 9.1. 

TABLE 9.1 : 

CSM STUDY ANALYTICAL RESULTS OF SEDIMENT SAMPLES FROM THE STUDY AREA 

Cu Cr Cd Pb Zn Ni Hg 

Site bulk

Figure 9.5 

0 Study Sample Point 

CSM Sample Point 

SEDIMENT SAMPLING POINTS 

APH CONSULTANTS



As part of this Study additional sampling and testing was carried out and this confirmed the elevated levels 

of metal contamination, particularly lead. The sampling results are reproduced as Table 9.2. 

TABLE 9.2 : 

AREA 137 STUDY ANALYTICAL RESULTS OF SEDIMENT SAMPLES 

Site 

Metal 

Cd 

Pb 

Ni 

Zn 

Cr 

Hg 

Cu 

Jltop 



Impact on Tung Lung Chau FCZ 

In determining the impact of dredging on marine ecology at Tung Lung Chau a worst case situation is 

assumed. The seawall trench is assumed to be formed by a grab dredger of 10 m 3 capacity working at 

a production rate of 50,000 m 3 /week in a 10 m water depth with maximum currents of 0.6 m/s. 

Dredging without the use of silt curtains and using an open grab will result in a loss of sediment, (the S- 

factor), of 10-15 kg/m 3 of mud dredged. Assuming 130 operational hours, the rate of sediment release 

will be 4,800 kg/hr. At a maximum current speed of 0.6 m/s, 2.2 kg of sediment will be injected into 

the plume per metre. The initial plume width is assumed to be approximately 50 m at a distance of 50 m 

from the dredger. If the current velocity and direction remains constant, sediment would reach the FCZ 

in approximately 55 minutes. 

Diffusion of the plume is inevitable and at 2 km distance the plume is assumed to have increased its initial 

width by a factor of 3 giving a worst case scenario of, at most, a suspended solids concentration of 1.6 

ing/l above the background at the FCZ. 

In addition, Work by Yagi et al., 1976 and Harris et al., 1988, has demonstrated the decline in suspended 

solids concentration downstream of a grab dredger. Typically, suspended solids values will fall by as 

much as 80% over a distance of 100 metres. This would support the above as a worst case, and therefore 

it is most unlikely that suspended solids will have an effect at the FCZ. 

Despite this, it is recommended that the following mitigation measures are adopted to minimise the 

potential dredging impacts, since incorporation of specific requirements within contract conditions offer 

an effective method of controlling impact, if strictly enforced : 

* utilising a grab which closes tightly preventing sediment loss as it ascends; 

> avoiding sediment overflow from die barge where possible; and 

* using a slower hoisting speed, (research by Yagi et al., has shown that a hoisting speed of 0.85 

m/s as opposed to 1.25 m/s, can reduce the suspended solids in the upper water column by 20 

to 30%. 

9,4 AIR QUALITY 

9.4.1 Background 

Area 137 is situated on the southern fringe of the Tseung Kwan O confined airshed. Confined airsheds 

have limited potential to disperse pollutants generated within the airshed. The reclamation work, 

construction and operation of Area 137 have the potential to introduce pollutants into the airshed and 

therefore impact on air quality. In addition there are also potential impacts on closer SRs at Chai Wan, 

across the Tathong Channel, to the south west. 

The meteorological characteristics of the southern fringe of the TKO confined airshed, and therefore Area 

137, had not been investigated in any detail prior to this Study. In order to determine if Area 137 was 

withui the confined airshed and therefore if pollutants generated by Area 137 would influence air quality, 

a limited air monitoring programme was carried out and compared with the results from EPD's Junk Bay 

monitoring station. It is recorded in the EPD publication Environment Hong Kong 1992 ttiat annual 

average and maximum daily pollutant concentrations recorded at the Junk Bay air quality monitoring 

station did not exceed the Air Quality Objective (AQO) in 1991. 

APS Consultants p age 9.7



9.4.2 Monitoring 

A monitoring station was set up and operated at Tin Ha, immediately to the north of area 137 on the 

Clearwater Bay Peninsula, for the period 10 to 27 July 1992. The data obtained was compered to that 

recorded at the EPD monitoring station situated at the head of Junk Bay at the Haven of Hope Sanatorium. 

It is appreciated that such a short monitoring period does not allow definitive conclusions to be drawn 

though there appeared to be general correlation between the air quality data recorded at each of the 

monitoring stations. The results of the survey suggested that air quality was similar at both stations and 

it was therefore concluded that emissions from Area 137 would enter the TKO airshed. However, it was 

noted that there was a difference between the results for S0 2 pollutant levels, which were higher at the 

EPD station. 

Meteorological conditions were monitored at both stations and here there was very significant variance. 

Although the information was of interest, it did not influence the outcome of the assessment but confirmed 

that meteorological monitoring for Area 137 would have to be carried out at the site, over water, to 

remove the effect of local irregularities in air movements. The location of the EPD monitoring station 

and the Study monitoring station are shown in Figure 9.6. 

9.4.3 Assessment 

Air quality impacts will be generated during both the construction and operating phases of the project. 

Three distinct impact areas have been identified, two during operation and one during construction 

> road traffic accessing the Area 137; 

* potential emissions from industry; 

> dust from construction. 

Since the actual details of end users at Area 137 are undefined, the air quality assessment has involved 

a number of assumptions which will need to be confirmed fay specific assessment work as users come 

forward with development proposals. Generally the industry to be located here is unlikely to be air 

polluting, or, in the case of most PHIs, will be specified processes which are subject to controls set out 

in the Air Pollution Control Ordinance. A special case, which has been assessed as an indicator of 

significance, is town gas manufacture from naphtha. This process has potentially significant air quality 

impacts relating to SO 2 and NO 2 emissions. Port related industry is unlikely to involve manufacturing 

processes and is more likely to be involved in the receipt and packing / unpacking of material received 

/ dispatched by road or sea which will not impact on air quality. 

9.4.4 Road Traffic 

For air pollution initiated by road vehicles the vehicles numbers have been obtained from the Traffic and 

Transport Assessment carried out as part of the Study. Vehicle movements are relatively low but with 

a high proportion of heavy vehicles, which make up 74-78% of the traffic flow. Nitrogen oxide (NO), 

carbon dioxide (COn) and particulates are the main air pollutants arising from heavy vehicle movements. 

HKPSG notes that the buffer distance required for active and passive recreational uses is 20 metres from 

the kerb of either Trunk or Primary Distributor Roads. The closest SRs are located at Stu Sai Wan and 

Heng Fa Chuen which are over 1.5 km from Area 137 and will not be adversely affected by gaseous 

pollution generated by road traffic. 

9.4.5 Industry 

DWI uses have not been finalised but given the distance to SRs and the types of activities, these industries 

are unlikely to cause impact. In the case of PHI certain facilities have been identified for planning 

purposes and these include: 


Figure 9.6 

EPD Monitoring Station 

Havea of Hope Sanitorium 

^""^s4"f$ ''fa 

mt*$Mw 

' • - » l .\TX I '\ J *»* 

Study Monitoring Station 

Tin Ha Village 

•^Y;-i^.,; N v:Rdl 

AIR QUALITY MONITORING STATIONS 

APH CONSULTANTS



» fuel storage; 

> bulk chemical storage; 

> Liquified Petroleum Gas storage 

> naphtha storage and gas production facility 

Of these identified developments the significant air polluting source is taken to be from the naphtha 

processing plant. This is designated as a Specified Processes under the Air Pollution Control Ordinance 

(APCO), which require the best practicable means to prevent emission of pollutants and to render such 

emissions harmless and inoffensive. The other facilities are unlikely to include combustion equipment and 

therefore no emissions of S0 2 or NO X are anticipated. Should these land uses be replaced by fiiel intensive 

industries, at a later stage, additional air quality assessment will be required. 

Sulphur Dioxide (SO^ and Nitrogen Dioxide QÔ^) are the major air pollutants arising from the town gas 

manufacture from naphtha and have been chosen as air quality indicators in this assessment. The scale 

and layout of the gas production plant has not yet been finalised, thus a typical S0 2 emission rate from this 

proposed plant is assumed as 10 g/m 2 /day. The emission rate corresponds to 18.5 g/s of SO 2 generated 

from a 16 ha area. For comparison the existing Ma Tau Kok gas production plant capacity is 3,0 x 10 5 

m 3 /day which corresponds to a maximum S0 2 emission rate of 3.9 g/s. Hence the assumed emission rate 

of 10 g/mVday for the Area 137 site corresponds to a cyclic catalytic gas production facility of about five 

times the capacity of Ma Tau Kok. 

For N0 2 , a typical emission rate of 15 g/nr/day has been derived, based on the existing Ma Tau Kok gas 

production plant. This assumed emission rate also corresponds to a cyclic catalytic gas production facility 

of about five times the capacity of Ma Tau Kok. 

The Industrial Source Complex Short Term Model (ISCST), has been used in the assessment with the 

following parameters: 

Emission Strength (SOJ 10 g/m 2 /day 

Emission Strength (NO 2 ) 15 g/mr/day 

Emission Height 

10 m 

Area 

16 ha 

Working Hours 

24 hrs/day 

Wind Speed 

2 m/s 

Wind Direction 

Downwind 

Atmospheric Stability 4 (D) 

Mixing Height 

500 m 

Temperature 25°C 

SRs at Tseung Kwan O New Town within the confined airshed have been identified in this assessment as 

being potentially critical. SRs are approximately 4 km north west of Area 137. 

Results and Implications 

The results show that the SO-, concentrations which SRs at Tseung Kwan O New Town could experience 

due to emissions from the activities of Area 137 would be 22/ig/in 3 (24 hour average), whilst the NO 2 

concentrations would reach 32 /ig/m 3 (24 hour average). The final report on TKOFSOFD predicted 

maximum S0 2 concentrations of 220 /ig/m 3 (after relocation of Shiu Wing) plus Ig/m 2 /day at the southeast 

corner of the Tseung Kwan O New Town. The corresponding maximum NO 2 concentration wouid^S 

/ig/m 3 (24 hour average) with the assumption of fuel oil (0.5% sulphur content). The AQO^s of 350 

/ig/mVday for SO 2 and 150 /ig/m 3 /day for NO 2 can therefore be achieved andit is therefore predicted chat 

town gas production at Area 137 will not impact on SRs. 

APR Consultants



9*4.6 Construction 

No detailed construction plans have been formulated, but it is assumed that dust would arise from the 

following activities: 

* general construction operations; 

> truck movements on unpaved roads; 

* aggregate storage piles; and 

* concrete batching. 

The Industrial Source Complex (ISC2) short-term model has been used to predict dust concentration from 

sources associated with these operations. Analysis carried out for the Preferred Concept identified the 

likely processes and predicted highest hourly concentrations for TSP at different distances from the source 

boundary, assuming worst-case meteorological conditions. There are no statutory criteria for construction 

dust, but a maximum hourly TSP concentration of 500 jig/m3 is generally adopted as a guideline for 

assessment. The closest SRs are located beyond the Tathong Channel at Siu Sai Wan and Heng Fa Cheun. 

Analysis suggests that SRs could be exposed to a dust level of up to 240 /ig/m 3 TSP due to vehicles 

operating on unpaved roads and this was identified as being the activity which would generate worst case 

conditions. This level is well within the advisory guideline of 500 pg/w for TSP from construction 

activity. 

Though identified SRs are not directly affected, simple dust mitigation methods can reduce impact further 

in the interests of the health and safety of workers on site, efficiency and visual impact. This mitigation 

can include imposition of speed limits, covering stockpiles/aggregates, providing water spraying and wheel 

washing facilities, and locating dust producing plant as far away from SRs as practicable. All mitigation 

measures can be implemented without significant cost implications and would in fact be normal practise 

on a well run construction site. 

9.4,7 Odour 

Potential odour sources may include aliphatic and aromatic hydrocarbons, sulphides and mixed chemical 

vapours. Given the distance to SRs odour nuisance is not anticipated to be a problem. 

9.4.$ Summary 

It is concluded that the air quality in Tseung Kwan 0 New Town will not change significantly due to the 

construction and operation of Area 137, and will continue to meet the AQO. However, due to the 

confined nature of the airshed individual air quality impact studies are recommended for major industrial 

developments when specific details are known. It is considered that any such study should include a 

period of background monitoring at or near the development site and not merely rely on the EPD Junk 

Bay Air Quality Monitoring Station data. 

9.5 iNOISE 

9.5.1 Background 

The characteristics of the site will be subject to dramatic change as new reclamations are created and 

development opportunities offered. This is particularly relevant to the TKODE industrial area immediately 

to the north of Area 137. Hie aoise assessment is limited due to the lack of specific details of end users 

for area 137. An assessment has therefore been made based on assumptions of probable end uses 

identified during discussions with Government and the private sector. In the future it will be necessary 

to carry out further assessments to confirm that developments comply with the requirements of HKPSG. 

APS Consultants 

p ag€



Noise may impact on sensitive uses within Tseung Kwan O, however, the closest sensitive receivers are 

beyond the TKODE and of more immediate concern are the sensitive receivers to the south west of Area 

137, across the Tathong Channel, at Chai Wan. In line with the air quality study the assessment has 

considered both the construction and operation phases of the project and considered noise from road 

traffic, industry and construction as potentially the most significant impact areas. 

9*5.2 Road Traffic 

Traffic data for the year 2011 has been used in this assessment and is set out in Table 9.3. The high 

proportion of heavy vehicles should be noted reflecting the industrial nature of the area. 

TABLE 9.3 : 

FORECAST PEAK TRAFFIC FLOWS 

Options 

Good Vehicle 

(vch/hr) 

Private Vehicle 

(veh/hr) 

% Heavy Vehicle 

AM Peak 

1202 

303 

80 

PM Peak 

1194 

303 

SO 

Notes: 

1 goods vehicle (GV) equals 1.75 passenger car units (PCU) 

average speed, 30 kph 

normal road surface 

4-2.5 dB(A) correction for facade effect 

90° angle of view 

The SR at Siu Sai Wan is approximately 2 km from the noise source and Hang Fa Chuen is approximately 

3 km from the noise source. 

The predicted noise levels are between 55 and 57 dB(A). These values are well below the HKPSG of 70 

dB(A) at the facade of new dwellings, and 65 dB(A) at the facade of new schools. 

9.5.3 Industry 

The worst affected SRs are located at Siu Sai Wan, about L5 km away from the boundary of Area 137. 

According to HKPSG the day time and night time criteria for operational noise are 60 dB(A) and 50 dB(A) 

respectively. To achieve this level at the SRs at Siu Sai Wan the Area 137 boundary sound power levels 

for all of the noise sources should not exceed 129 dB(A) (day time) and 119 dB(A) (night time). 

Whilst land-uses for Area 137 are still largely undecided and detailed assessments will be required when 

developments are confirmed, it is considered that these site boundary sound power levels would not be 

exceeded by the operation of the development. Simple measures such as factory and building orientation, 

etc should be used to minimise noise levels at the site boundary. 

9.5 % 4 Construction 

In the Preferred Concept Report construction activities associated with Area 137 reclamation were 

identified, The numbers and items of machinery were quantified and the level of noise predicted for 

particular construction activities. The sound power levels for Powered Mechanical Equipment (PME) 

were derived from the Technical Memorandum (TM2) on Noise from Construction Works other than 

Percussive Piling, or from BS5228, Noise Control on Construction and Open sues. 

APE Consultants



Noise levels at the representative NSRs for non-piling construction activities comply with the day-time 

criteria of 65 dB(A) set in TM2, as shown in Table 9.4. For these same activities during the hours 2300 - 

0700 hr, some exceedence of the night-time criteria of 50 dB(A) at the representative SR would occur. 

If night time construction work is necessary, suitable mitigation measures will need to be adopted or some 

activities restricted. Night work requires that a Construction Noise Permit (CNP) be issued. 

TABLE M : 

CORRECTED NOISE LEVELS DUE TO NON-PILING CONSTRUCTION 

NOISE LEVEL AT SENSITIVE USE 

Activity Description SIU SAI WAN HENG FA CHUEN 

1. Channel and Trench Dredging 

2. Trench Filling 

3. Wick Drains- Berth 

4. Berth Rock Bunds and Armour 

5. Marine Fill Reclamation 

6. Construction Waste Reclamation 

7. Quay Wall Construction 

S. Works Area 

9. Road Construction 

S. Infra-Structure 

44 

43 

46 

45 

62# 

61# 

63# 

54# 

54# 

58# 

40 

39 

42 

41 

58# 

58# 

59# 

50 

5i# 

54# 

exceeding the criteria of 50 dB(A) for night-time penod (2300-0700 hours) 

Based on the worst-affected NSRs at Siu Sai Wan, the recommended maximum sound power levels arising 

from the construction activities at the site boundary are: 

> all daytime (0700 to 1900 hours) of normal working day, 144 dB(A); 

> all days during the evening (1900 to 2300 hours), and general holidays (including Sundays) during 

the day time and evening (0700 to 2300 hours), 134 dB(A); 

> all days during the night time (2300 to 0700 hours), 119 dB(A). 

The above sound power levels should not be exceeded during construction operations and may be used 

as a guideline when selecting types and numbers of PME plant during later design stages. 

Percussive piling is restricted fay the Noise Control Ordinance and requires issue of a CNP. 

percussive piling the results show no exceedence of the noise standard of 85 dB(A) at any NSR. 

For 

Although there is compliance with HKPSG for daytime activities, to minimise potential for impact and 

to reduce night time impact to acceptable levels, the following procedures are proposed: 

* the construction programme should be carefully planned to minimise the accumulative noise 

impact; 

* noisy equipment should be located as far from Siu Sai Wan as possible; 

* use should be made of acoustic enclosures, silencers or noise barriers, where appropriate; 

> quiet items of equipment should be employed; 


p ag€



during the contract tender stage, specific construction method proposals should be made by the 

Contractors which will be examined for compliance of noise levels; 

a general day time noise limit of 75 dB(A) L^ (30 min) at SRs is recommended. 

9.6 WASTE MANAGEMENT 

9.6.1 General 

The quantities of waste arisings are anticipated to be relatively small (4 tonnes/day or 1,500 tonnes/annum) 

and can be disposed of at the existing or committed disposal facilities, i.e. SENT Landfill and the 

Chemical Waste Treatment Centre on Tsing Yi. This is in accordance with the Waste Disposal Plan for 

Hong Kong (1989). Environmental impacts are not anticipated provided that good operational standards 

and legislative requirements are adhered to. 

9.6.2 Marpol Wastes 

Until such time as the specific industries present their proposals, it is not possible to specify the waste 

storage and treatment facilities required. The potential environmental impacts associated with Annex I 

(Oily Residues) and Annex II (Noxious Liquids) will relate to: 

> spillages; 

> inadequate storage; 

> treatment processes; 

> transportation. 

Where possible, storage and treatment facilities should be shared between a number of operators, 

particularly for Annex I wastes. 

9.7 VISUAL IMPACT AND GLARE NUISANCE 

9.7,1 Introduction 

Area 137 is located on the south eastern tip of Tseung Kwan 0, on the west side of the Clear Water Bay 

peninsula. This is an extremely attractive area of the New Territories which is well used for recreational 

pursuits. The rocky coastline and high peaks create a spectacular landscape and overall the area is 

generally of a rural nature. 

To the north, east and west, the area is surrounded by high steep sided hills, which form an almost 

continuous ridgeline providing a dramatic backdrop to the Study Area. The hill sides are well vegetated 

with scrub and some localized wooded areas. The land to the east of Area 137 forms part of the 

extensively used Clear Water Bay Country Park. 

Looking southwards, from Area 137, towards Hong Kong Island, across the Tathong Channel, various 

residential developments are visible including the high rise areas of Chai Wan and Hang Fa Cheun and 

the low rise developed areas of Cape D* Aguilar. 

The proposed development within Area 137 includes a bottling and storage facility for LPG canisters, a 

storage area for chemicals, a naphtha plant and a number of godown facilities. Due to the nature of these 

facilities it is likely that much of Area 137 will be well lit on a 24 hour a day basis. 


p &g* 9-13



The major visual impacts are expected to be nuisance created by the glare of flood lighting and also the 

effect of placing an industrial development in what is currently a rural area. 

9.7.2 Methodology 

This sub-section examines the visual impact of the development of Area 137 on the main visual receivers. 

There is no recognised quantitative methodology for assessing visual impacts and, therefore, the 

assessment is largely subjective. Area 137 will be visible from a number of different viewpoints, detailed 

in the next sub-section. The visual impact from each of the major viewpoints will be assessed and where 

practicable appropriate mitigation measures described and proposed. 

9.7 J Sensitive Receivers 

Areas from which the development at Area 137 would be readily visible have been identified as being the 

sensitive receivers (SRs). These SRs can be divided into three main visual categories; 

*> Distant/long views; these include views from Cape D'Aguilar and Shek O; 

» Approaching views; views from the many passing ships and recreational and pleasure craft; and 

» Near views; views from the residential developments of eastern Hong Kong Island and the Clear 

Water Bay Country Park. 

The locations of the major land based SRs are given in Figure 9.7. 

Distant/Long Views 

Long views towards the Study Area will be possible from Shek O and Cape D* Aguilar. At present open 

seascape and the relatively undeveloped Clear Water Bay peninsula are seen from these viewpoints. 

Approaching Views 

Area 137 is visible from any vessels -approaching along the Tathong Channel. The current view from 

these points is essentially rural in character and the ridge of the Clear Water Bay peninsula slopes down 

to the coastline. 

Near Views 

The major sensitive receivers are on Hong Kong Island and include the Chai Wan and Heng Fa Cheun 

residential areas. Approximately 2 to 3 km from the Study Area, these areas will be susceptible to visual 

impacts and nuisance from glare. 

Views from the Clear Water Bay Country Park, which is extensively used by the general public for 

recreational activities such as hill walking, will also be affected by the development of Area 137. 

Potential sensitive receivers exist in Tseung Kwan O, these include the Haven of Hope Hospital, Tiu Keng 

Leng (Kennies Mill) and the existing and proposed residential developments of Tseung Kwan 0 New 

Town. 

9.7.4 Visual Impacts 

The proposed development within Area 137 is of low to medium rise in nature being generally limited to 

a maximum of 30 m in height. It is intended that any requirements to exceed this height will be 

APH Consultants


final Report * Main Report 

considered on an individual basis. As such the proposed development should not significantly affect the 

overall view towards the Tseung Kwan 0 area which is dominated by steep sided and relatively high hills 

which are typically between 80 m and 105 m high. 

An impression of the visual effect from a typical sensitive receivers viewpoint is given in Figure 9.8. 

This viewpoint is taken to be the 20th floor of a residential block in Chai Wan. 

Distant/Long viewpoints 

The Study Area is positioned such that there are a limited number of distant/long viewpoints which would 

be affected by the development, and the area is often obscured by mist and cloud for much of the year. 

However, on clear days it is possible to see that the area is largely undeveloped and distinctly different 

from the urban areas of Hong Kong and Kowloon. Long views towards the Study Area will be possible 

from Shek 0 and Cape D'Aguilar. The existing view from these areas is of an open seascape and the 

relatively undeveloped and scenic Clear Water Bay peninsula. It should be noted that planned 

development for Tseung Kwan 0 new town the Tseung Kwan O Industrial Estate and the SENT landfill 

will alter the rural nature of the area to urban. 

The proposed development at Area 137 is low to medium rise with extensive landscaping intended to 

create integration with the existing environment. These characteristics, coupled with the 5.5 to 8 km 

distance between these viewers and Area 137, mean impacts to distant/long viewpoints will be minimised. 

Approaching Viewpoints 

Pleasure craft and ships navigating the Tathong Channel will frequently pass the Study Area and the Area 

137 development will have an effect on the view of this section of coastline. Adoption of careful design 

in layout, contouring and landscaping will be used to mitigate the visual impact of the development in 

order to blend in with the rural background. The rural nature of the area will be altered significantly with 

the overall development of Tseung Kwan 0, thus the lower rise, landscaped nature of Area 137 will have 

comparably less impact in the future. 

Near Viewpoints 

A series of local views of the development at Area 137 can be obtained from the residential developments 

at Chai Wan and Heng Fa Cheun on Hong Kong Island. Generally the views from these areas are of high 

visual quality, mainly comprising of open seascapes and the undeveloped and scenic Clear Water Bay 

peninsula- These views and those from viewpoints in Clear Water Bay Country Park will be undesirably 

affected by the visual impact of development in Area 137. 

These impacts will be mitigated by careful and sympathetic design and landscape design. Use of 

contoured landscaping and structure planting using height variation and mounding within the development 

will be implemented to create a gradual and integrated transition from the sea to the backdrop of hills. 

It is intended that the incorporation of these measures will alleviate visual impact to sensitive receivers 

across the bay. Impacts to viewpoints on the Clear Water Bay peninsula will be mitigated by the 

incorporation of the integrated design theme. In addition this will include breaking up' within the 

development, introducing contoured green areas more in keeping with the surrounding area. 

There may be visual impact to potential sensitive receivers in Tseung Kwan O. However the majority of 

these are shielded from Area 137 by Fat Tong Chau (Junk Island), which is in direct line of sight, and 

any impacts on the developments within this area are not expected to be significant. It is understood that 

proposals are being considered for the further removal of Fat Tong Chau as a part of the Territories land 

formation activities and careful consideration will need to be given to the extent of removal if the benefits 

of this natural screening are not to be lost. 

APH Consultants pae 9-15

I— 

Figure 9.8 

PERSPECTIVE VIEW 

APH CONSULTANTS



9.7.5 Glare Impacts 

The quantitative assessment of glare from industrial developments is not meaningful at the feasibility and 

outline design stage when the required details are not available. The assessment is therefore of a 

subjective nature. Previous attempts to semi quantify glare have been made using the British Glare Index 

however this is only of use in operational circumstances. 

To represent a 'worst* case scenario it has been assumed that Area 137 will be in operation 24 hours a 

day and consequently the majority of the area will be flood-lit during the night. Impacts from lighting will 

be visible for a much larger area than the visual impacts, this is due to reflection off the sea and "lighting' 

of the cloud base. 

Impacts on Hong Kong Island 

Area 137 is in line of sight from the residential areas of Chai Wan and Heng Fa Cheun. At present the 

Study Area has no significant light sources' and consequently the presence of a brightly lit area on the 

horizon win significantly alter the night-time views currently enjoyed by these areas. In addition to these 

areas, other parts of eastern Hong Kong Island will, on cloudy nights, be affected by the reflected light 

from the cloud base. 

Impacts on Tseung Kwan O 

Although the majority of the existing and proposed developments in Tseung Kwan O are not in direct line 

of sight of Area 137, due to Fat Tong Chau blocking the view, the developments will be affected fay the 

light reflected down from the cloud base. This will add to the high night sky light levels already produced 

by the urban areas of Kowloon and Hong Kong Island and those that will arise from new developments 

in the area. 

Impacts on other areas 

As already stated before there are currently no significant light sources in the vicinity of Area 137, the 

presence of a flood-lit area and associated 'cloud lighting* could potentially alter the night time views 

currently enjoyed from areas such as Shek O and Lei Yue Mun. 

9.7.6 Mitigation of Impacts 

Mitigation of Visual Impacts 

The existing rural and scenic nature of the Study Area warrants the implementation of measures to mitigate 

the visual impact of the proposed development. It would not be practicable to hide the development behind 

bunding or screening but the visual severity of the development can be reduced with the incorporation of 

trees placed around the edges of the facilities of Area 137. 

Height variation, using mounding within the development and intermittent structure planting is proposed 

to break up impact of industrial buildings from distant views across the bay. Primary Structure planting 

will also reduce visual impacts and is discussed in Section 4.6 landscaping. 

New safety measures have introduced a design shape for liquefied petroleum gas which is lower in height 

than traditional round pressure vessels. The new horizontal pressure vessels or 'bullets' sit lower into the 

landscape which, in conjunction with landscaping features mentioned earlier, will encourage integration 

into the existing landscape. Creation of a gradual transition from the sea to the backdrop of hills is 

suggested to mitigate the visual impact of the industrial development both from long and short range view 

points. 


p age



Mitigation of Clare Impacts 

Although it is difficult to assess the impact of glare from Area 137 the proposals are such that the lighting 

would be directly visible from a number of locations on Hong Kong Island and Kowloon and indirectly 

visible, through cloud reflection, from Tseung Kwan O and other areas of the Territory. 

It is possible to calculate a Glare Rating when the details of lighting requirements are available (these 

include type, location and number of light sources, intensities, direction the lights will face etc). However 

the best way to minimise (and in some cases eliminate) glare is by careful design of the lighting system 

for each site. In this way it is possible to achieve acceptable glare ratings for sensitive receivers located 

outside of the site boundaries. 

General recommendations for the enforcement of mitigation of glare include: 

> the use of low level lighting wherever possible; 

» the design and location of lighting should ensure that light is directed only where needed and 

generally facing east; and 

» the strength of light should be kept to a minimum level, at which the facilities can operate safely. 

The proposed intermittent structure planting would, when the trees reach sufficient height and maturity, 

help reduce the impact especially from low level sources. 

9,7.7 Conclusions 

The nature of the Area 137 development contrasts significantly with the surrounding environment. The 

development which is essentially industrial in nature is proposed for an area which is at present rural in 

nature. Views from areas on Hong Kong island in particular Chai Wan and Hang Fa Cheun, will be 

subject to the most significant visual impacts due to the development and potential glare from operational 

lighting. 

Distant/long views will also be affected but SRs are fewer and at a distance 5 to 8 km away. Views from 

vessels navigating the Tathong Channel will also be subject to detrimental visual impact, however, the 

exposure of such receivers is transient. 

The visual impact of the development can be mitigated by the use of building height restriction, layout 

and landscape measures to screen integrate the development. 

Careful design of floodlighting to minimise the amount of glare produced should be incorporated and 

specified during the detailed design stage. Landscape contouring by mounding and intermittent structure 

planting, buffer and screen planting, will promote integration into the existing landscape and alleviate the 

visual impact of the industrial development both from long and short range viewpoints, by creating a 

gradual transition from the sea to the backdrop of hills. These landscape measures plus careful positioning 

and design of lighting can mitigate to some extent the impact from the night lighting. 

APH Consultants



9.8 ENVIIIONMENTAL MONITORING AND AUDIT SCHEDULES 


Environmental monitoring schedules and audit procedures are essential in order to: 

> ensure that any environmental impacts resulting from the construction and operation of the Area 

137 development are minimised or kept to * acceptable' levels at all times; 

+ establish procedures for checking that mitigation measures have been applied and are effective, 

and that the appropriate corrective action is undertaken if and when required; and 

* provide a means of checking compliance with environmental objectives, recording anomalies and 

documenting corrective action. 

This sub-section outlines monitoring and audit requirements for the construction and operation of the 

development in relation to air quality, noise and water quality, the details of which may be referred to in 

the appropriate sub-sections. Monitoring and audit activities for both construction and operation should 

be consistent and complimentary. 

Monitoring schedules have been provided for the necessary environmental parameters (Table 9.5 to 9.8), 

however at this stage it is only possible to provide outline schedules as guidance. Detailed monitoring 

schedule and audit requirements should be incorporated into the construction contract(s) and lease 

conditions for the Axea 137 development in the form of environmental clauses which should be prepared 

at the detailed design stage. These clauses should be agreed in consultation with EPD before being 

finalised. 

9.8.2 Technical/Personnel Requirements 

Responsibilities 

Ensuring that the environmental monitoring and audit requirements are met during the construction and 

operation of the development is the responsibility of the developer and operator(s) respectively. 

As the various facilities will inevitably be operated by a number of organisations, it is suggested that a 

body be established to oversee and co-ordinate monitoring and audit requirements and activities. This 

would help with consistency, reduce duplication and costs and be more likely to address cumulative 

impacts. 

Staff Organisation and Structure 

The monitoring and audit work should be carried out by suitably qualified and experienced personnel. 

This should be contracted to an independent organisation. The personnel would need to include a 

supervisor {who reports directly to nominated senior member(s) of the developer/operator's management), 

and include sufficient support staff to carry out the tasks. The supervisor will need to liaise with the 

resident site engineer (RE) during construction and the general site managers during operation. 

While the monitoring and audit personnel will be required to possess appropriate technical knowledge and 

training to carry out Hie tasks, they should also have access to a specialist advisor for each main aspect 

(Le aoise, air quality, water quality). It would be advisable for details such as qualifications and 

experience of these personnel to be sent to EPD for information/comment. 

APH Consultants



Equipment 

The developer/operator should be responsible for providing appropriate monitoring and sampling 

equipment and facilities immediately upon award of the construction contracts to enable the monitoring 

to be carried out. The equipment should be approved in advance by EPD. 

Monitoring and Audit Manual 

The developer/operator should be required to prepare an environmental monitoring and audit (EM & A) 

manual, the content of the manual will have to be agreed with EPD prior to the start of the construction 

works, but it should include the following: 

> the construction programme and the required EM & A programmes to assess the environmental 

impacts due to the development with time; 

> the location, frequency and type of environmental monitoring and audit requirements to assess the 

environmental impacts of the construction: 

* the form/content of event/action plans (including any emergency plans) for air, water and noise 

impacts; 

> review of pollution sources and working practices/procedures required in the event of 

environmental pollution levels being exceeded; 

* the content/presentation of monitoring data, their audit and the actions taken with respect to noncompliance 

with environmental pollution levels; 

> appropriate report formats/frequency of submission/special event reports, etc.; 

> complaints/consultation procedures ; 

* equipment service records and calibration requirements; and 

> the locations of sensitive receivers. 

EPD also require that the EM & A should also provide for site management, project programme and 

environmental protection requirements in contract documents, land lease and engineering conditions. 

9.8.3 Reporting 

A monthly monitoring and audit report should be prepared by the monitoring and audit personnel within 

7 days of the end of each month and commencing 1 month after the commencement of construction. 

Copies of the report should be submitted to the senior management representative and simultaneously sent 

to EPD. 

The report should be a relatively brief and concise account of the environmental monitoring during the 

previous month and should include a summary of: 

*• 

Project Data - A synopsis of the project organisation; project programme; management liaison 

structure; 

+ Monitoring/Audit Requirements - Summary of monitoring parameters; Trigger/Action/Target 

Levels; Action Plans; environmental protection requirements in contract documents; land lease 

and engineering conditions; 

> Monitoring Methodology - Monitoring equipment used; locations; duration/frequency; standards 

to which the methodology refers; 

* Monitoring Results - Parameter; date; time; environmental and weather conditions; location; 

equipment calibration date; activities being carried out on site; etc.; 

APH Consultants fa& 9-19



> Audit Results - Review of pollution sources, working procedures in the event of non-compliance 

with environmental monitoring levels; action taken in the event of non-compliance; follow-up 

procedures related to earlier non-compliance actions; 

» Complaints - Liaison and consultation undertaken; subsequent action; database of telephone 

/written complaints, location of complaints; action plan and follow-up procedures etc.; and 

> Appendices - Appropriate drawings/tables of monitoring locations, sensitive receiver locations, 

environmental monitoring and audit requirements etc.. 

The monthly monitoring and audit reports should be supported by submission of a six monthly and annual 

summary. 

9.8.4 Environmental Monitoring Schedules 

General 

Environmental monitoring falls broadly into two categories: firstly baseline monitoring which should be 

undertaken to establish or update/confirm the existing conditions in the Study Area (this makes it possible 

to set limits for the construction and operational phases); and secondly compliance monitoring, which 

should be carried out during both the construction and operational phases of the development to achieve 

the following 'general* objectives: 

» to assess the performance of construction/operation activities in environmental terms; 

> to obtain early warning of potential problem areas, permit timely remedial action and identify any 

environmental impacts; 

* to comply with appropriate standards and environmental objectives; and 

> to provide reassurance to local communities. 

As part of the monitoring schedules three levels have been devised to monitor compliance with 

environmental objectives and to provide early warning of potential problem areas, thus stimulating the 

implementation of mitigation before the regulatory standards are reached. The three levels are described 

below: 

> the Target Level is the maximum permissible level which will achieve compliance with the 

appropriate regulatory standards, and is therefore the upper boundary/limit which is acceptable 

in terms of environmental quality. Consequently, achievement of this level is undesirable and may 

lead to the cessation of activities. Compliance monitoring schedules are therefore devised such 

that remedial action is taken to prevent this level being attained. 

+ the Trigger Level is a reference value to be used as an 'early warning 7 of a deterioration in 

environmental quality. Achievement of this level may stimulate increasing the frequency of 

monitoring and undertaking preliminary investigation (for example to identify any obvious causes) 

and possibly remedial action if appropriate; and 

> the Action level indicates that deterioration is significant and that urgent corrective action is 

required. 

Monitoring will be required to measure noise levels, particulate levels (for air quality), total suspended 

solids and dissolved oxygen (for water quality). In addition, monitoring will involve checking on general 

working practices and compliance with the various control and mitigation measures. Results should be 

reported to the developer/operator and EPD, and reviewed on a regular basis. 


p age



The requirements for each of the environmental parameters are different, and therefore it is not possible 

to propose a single monitoring programme for all aspects. Requirements for individual parameters are 

summarized below, and where appropriate outline schedules are presented in Tables 9.5 to 9.8. 

Construction 

Environmental monitoring during construction will be the responsibility of the developer. For each 

construction site a check list should be prepared relating to each of the environmental issues as identified 

in the EIA. Together with environmental clauses in the contract documents, this check list will form the 

basis of a proforma for the environmental monitoring programme; these are sometimes collectively 

referred to as the EM & A. 

Air Quality Monitoring 

A programme of particulate monitoring should be developed to ensure both the effectiveness of dust 

control measures and to highlight any associated deterioration of air quality during the construction phases. 

This will necessarily involve simultaneous wind direction and wind speed monitoring. Baseline monitoring 

will need to be undertaken at the appropriate SRs prior to commencing construction. Compliance 

monitoring will subsequently be undertaken during dust generating construction activities to check that 

appropriate air quality standards are maintained. 

An outline ak quality monitoring schedule is presented in Table 9.5. The Target Level comprises the 

accepted TSP limits for construction sites, of 500ptg/m 3 (1 hr average) and 260/ig/m 3 (24 hr average). 

Definitions of Trigger and Action levels are given by the exceedence of the sample in relation to the 

baseline for the Study Area plus 30%, thereby allowing for fluctuating ambient levels. The Action Level 

is defined by the average of the Trigger and Target values. On breaching any of these warning levels, 

action should be taken as described in an outline action plan (Table 9.9). 

It is recommended that the baseline should consist of data from 12 months monitoring in the Study Area 

prior to commencing construction activities. 

Compliance monitoring should be carried out at the construction site boundary, with samplers located 

down wind of active working areas. Location of samplers should be remote from influencing factors such 

as roads, local obstructions, etc. As a minimum, 24 hr samples should be taken at each monitoring 

location once every six days and hourly samples should be taken at least three times every six days. The 

frequency and location of monitoring may alter in accordance with local meteorological conditions and 

the nature of construction activities. 

In addition, it will also be necessary to monitor and check the effectiveness of mitigation measures, this 

will involve monitoring the efficiency, maintenance and use of: 

> wheel washers; 

+ water sprays; 

> dust covers; 

> plant with filtration equipment; and 

* barriers and enclosures. 

Regular checks should be made to ensure: 

* enforcement of speed limits; 

> regular servicing of plant and site vehicles; 

+ appropriate construction methods are being utilised and work sites are located away from SRs; 

* site cleanliness and the implementation of good site practice. 

APH Consultants



Noise Monitoring 

Noise monitoring will be required to verify compliance with the guidelines for construction noise and with 

requirements of any construction noise permits (CNP) and criteria contained in the contract documents. 

In the absence of statutory controls relevant to unrestricted day-time hours (0700-2300hrs Monday to 

Saturday inclusive), it is generally accepted that a limit of 75 dB(A) 1^(30 min) should be used as a 

guideline. Consequently, for daytime noise, the Target, Trigger and Action Levels have been devised 

such that the Target is 75 dB(A) 1^(30 min). Trigger and Target Levels should be 65 dB(A) and 70 

dB(A) L^(30 min) respectively. 

Due to the inevitable and gradual transition of parts of the Study Area from a rural to an urban/industrial 

environment, these levels may need to be adjusted in accordance with EPD requirements. In such 

circumstances the Trigger and Action levels would be defined according to the occurrence and frequency 

of complaints (Table 9.6). 

Construction noise during restricted hours i.e. night-time (2300-0700hrs), public holidays and Sundays 

will be controlled under the provisions of a CNP. The Target is therefore the relevant ANL in the Noise 

Control Ordinance. Where a CNP is in force, monitoring results should be submitted to the developer 

and EPD immediately they are available. On breaching the permit, action should be taken as described 

in an outline action plan (Table 9.10). 

Day-time compliance monitoring should be undertaken, three times per week and involve measurement 

of 30 minute time periods during typical activity. Periods of high ambient noise, such as during peak 

traffic flows should be avoided. Restricted hour monitoring should be undertaken at least twice during 

the restricted hours, (per 24hr period, once in the evening and once in the night-time), for a 5 minute time 

period, in accordance with the Technical Memorandum on Noise From Construction Work, Other Than 

Percussive Piling. Measurements should be taken (1 m from the external facade) at the worst affected 

NSRs. 

Regular checks will also be required to establish the implementation and effectiveness of mitigation 

measures. This will require checking and monitoring on a regular basis of: 

> the use, maintenance and efficiency of silenced construction equipment; 

> the appropriate location of noisy plant/equipment; 

* the hours of operation; 

> the use and effectiveness of noise enclosures and barriers; and 

> the implementation of good site practice. 

Water Quality Monitoring 

The objective of water quality monitoring is to minimise adverse impacts on water quality which may 

result from construction activities. Monitoring is required to check the impacts resulting from dredging 

and will involve measurement of dissolved oxygen and suspended solids and turbidity. 

In addition to EPD's water quality monitoring programme, ambient levels will be determined by baseline 

monitoring at two locations close to the areas to be dredged. 

Compliance monitoring will be undertaken to establish compliance with the water quality objectives 

(WQOs). Target, Trigger and Action Levels have been defined according to the WQOs for Junk Bay and 

Eastern Buffer WCZ such that for both parameters (dissolved oxygen and suspended solids) the Target 

is the appropriate WQO. 


p ag€



In order to account for the significant seasonal variations in water quality, Trigger and Action Levels have 

been defined according to background levels as monitored at a number of representative control stations. 

The Trigger Level is 20% above the running background for suspended solids and 20% below the running 

background for dissolved oxygen. The running background is derived from the mean of monitored data 

taken at the control stations. The Action Level is the average of the Trigger and Target values. 

As a minimum, 2-3 designated monitoring stations should be established 100 m from the active 

dredging/reclamation areas, 1-2 control monitoring stations should be established at appropriate locations 

which will not be influenced by the project or any other development activities. Samples should be taken 

at both the control and designated monitoring stations at least 3 times per week. 

In order to check the effectiveness of mitigation measures it will be necessary to ensure: 

* drainage channels, settlement tanks and other construction phase water pollution control measures 

are being used and maintained; 

* the effectiveness and maintenance of oil/grease interceptors; 

» the use of equipment for removing floatabies; and 

> the use and adequacy of any waste reception facilities. 

Operation 

Environmental monitoring during the operation of the Area 137 development is necessary to verify the 

findings of the EIA, and is the responsibility of the Operator(s) in accordance with the lease conditions. 

An outline monitoring schedule for air, noise and water quality is presented in Table 9.8. In addition to 

the operational monitoring requirements presented in this table and described below, it will be necessary 

for the port operator to continue monitoring working practices, plant efficiency and site cleanliness, to 

ensure that mitigation measures are in place and are effective. 

Air Quality Monitoring 

In order to assess the long term air quality impacts resulting from the operations, it is necessary to 

undertake air quality monitoring during the early years of operation. To effectively monitor these impacts 

it is necessary to supplement existing air quality data with additional air quality monitoring (to include 

wind speed and direction, NO 2 , SO 2 , TSP and RSP as a minimum). 

Noise Monitoring 

Operational noise monitoring should be undertaken by the operators to ensure compliance with the relevant 

NCO requirements. It is proposed that extensive noise monitoring be carried out during the early years 

of operation. Monitoring should also be carried out in response to complaints where appropriate. 

Water Quality 

It is envisaged that other than EPD's regular monitoring programme, minimal water quality monitoring 

will be required during the operation of the development. However, in the event of a major spillage or 

pollution incident, it is proposed that a pre-detennined monitoring programme (devised by the operator) 

be implemented with the necessary adjustments to suit the requirements of individual cases* 

Action Plans 

Action Plans should be devised to facilitate the appropriate and immediate response by relevant personnel, 

in the event that the Target, Action and Trigger Levels are either attained or exceeded. The appropriate 

action is determined by the frequency of exceedence of the compliance monitoring levels. 

APH Consultants



The requirement for action plans should be contained in the contract and lease conditions and suitable 

plans should subsequently be submitted by the developer/operator to EPD. Examples of appropriate Action 

Plans for the development are outlined in Table 9.9 to 9.1 L 

9.8.5 Environmental Auditing 

General 

The purpose of environmental auditing is to review the effectiveness of the overall environmental 

protection programme (both construction and operation) in terms of monitoring, mitigation and corrective 

action. The audit process should not be divorced from general management activities, and should promote 

a pro-active approach to environmental protection. 

Construction Phase Auditing 

Construction phase auditing should be carried out in conjunction with the construction monitoring 

programme. 

The audits should be conducted monthly during the development. It is also considered prudent to conduct 

some audits to coincide with major construction activities. 

Records of environmental monitoring should be maintained by the developer, and the environmental audit 

should seek to check: 

* records of environmental monitoring procedures; 

+ records of environmental monitoring results; 

» records of exceedence of any regulatory requirements; 

» details of control and mitigation action taken in response to unacceptable environmental impacts; 

* records of any complaints from residents/SRs in the Study Area. 

Assessment of monitoring records will ensure that any unanticipated impacts are being addressed and that 

any improvements required for future monitoring programmes are identified. 

A monthly Monitoring and Audit Report should be compiled and submitted to the developer and EPD, 

These monthly reports should be supported by six monthly and annual summaries. 

Operational/Post-Project Auditing 

A post-project audit should be carried out after completion of the development. 

The post-project audit should be undertaken after a sufficient time period from the development becoming 

operational (e.g. 12 months), such that any findings are representative of the development's activities. 

Post project auditing should verify the findings of the EIA and provide a mechanism for: 

> reviewing the effectiveness of, and requirement for on-going monitoring programmes; 

> reviewing environmental management practices in terms of achieving environmental objectives; 

> reviewing the effectiveness of environmental mitigation; and 

* recommending improvements in environmental controls and operations in the event that 

environmental objectives are not achieved and environmental impacts are unacceptable. 

A post- project audit report and executive summary should be submitted to EPD and the operator(s) within 

5 weeks of completing the audit. 

APR Consultants p age 9-24

TABLE 9.5 I 

PARAMETER 

Particulutes 

AIR QUALITY MONITORING SCHEDULE (CONSTRUCTION) 

OBJECTIVE TRIGGER LEVEL ACTION LEVEL 

'Baseline N/A N/A 

assessment 

TARGET LEVEL 

N/A 

SRs 

LOCATION 

FREQUENCY/TIMING 

One year prior to 

commencing construction 

activities. **24hr samples 

every 6 days. 

|l 

f I 

^ s 

"** 

t 

1* 

Partieulates 

***Wind speed 

Compliance Ihr TSP, 24hr TSP Average of Trigger 

monitoring ^ """baseline 4-30% and Target Levels 

Assessment N/A N/A 

parameter/ 

compliance 

monitoring 

SOOjig/m* 

Monitoring stations at Site 

Ihr average Boundary in line with nearest 

260/j g/in* SKb, locations to be reviewed 

24hr average monthly to take account of dust 

generating activities 

N/A 

Air Quality Monitoring Station 

and where necessary to account 

for wind direction with respect 

to SRs 

One 24hr sample once every 

6 days, hourly samples 3 

limes every 6 days or more 

frequently depending on site 

and wind conditions 

Continuous 

^£3 

< 

J- 

I 

g. 

^ 

£*l 

1 

***Wind direction 

Note : * 

»+ 

SRs 

N/A 

Assessment N/A N/A 

parameter/ 

compliance 

monitoring 

N/A 

Air Quality Monitoring Station 

and where necessary to account 

for wind dttccUon with respect 

to SRs 

Continuous 

In the event that a permanent monitoring station is established in the Study Area, this will form part of the baseline assessment. As a minimum the baseline should comprise 

data taken from 12 months monitoring in the Study Area, 

US EPA Ambient Air Quality Surveillance Regulations 

No values recommended, potential impacts are dependant on the nature of the construction activity. High wind speeds during dusty activities and/or wind direction towards 

an SR should act as u trigger 

Sensitive Receivers 

Not Applicable 

$ 

g 

** 

o 

1 

^»

TABLE 9.6 t 

NOISE MONITORING SCHEDULE (CONSTRUCTION) 

PARAMETER OBJECTIVE "TRIGGER 'ACTION 

LEVEL LEVEL 

TARGET 

LEVEL 

LOCATION 


*f 

L l(|l Baseline Assessment N/A 

N/A 

N/A 

NSRs 

One 24hr period during a normal working day 

LI«» L^j LyQ, 

Âe 

Check Baseline 

N/A 

N/A 

N/A 

NSRs 

Every 3 months or as near as possible. When 

construction activities are not taking place 

££' 

I 

Spot Cheek 

65dB(A) 

70dB(A) 

75dB(A) 

NSRs 

Minimum of once per week for each NSR during 

construction activities 

tJO naid 

Compliance monitoring 

(non-restncied daytime 

hours) 

65dB(A) 

70dB(A) 

75dB(A) 

NSRs 

Minimum of 3 times per week between 0700 and 

1900hrs during general construction work; 

as appropriate during noisy activities 

(5 MM* 

Compliance monitoring CNP (ANL) CNP (ANL) 

(restricted hours) 

CNP (ANL) 

NSRs 

Minimum of twice per 24-hour period (continuous), 

(evening and nighUtnie) 

Response to complaints 65dB(A) 70dB(A) 

(non-restricted daytime 

hours) 

75dB(A) Complainant As appropriate 

o 

4s „„„> 

Response to complaints CNP (ANL) CNP (ANL) 

(restricted hours) 

CNP (ANL) Complainant As appropriate 

^§ 

Note ; NSRs 

N/A 

Noise Sensitive Receivers 

Not Applicable 

In light of creeping ambient levels resulting from the transition of a rural to an urban environment, it may be necessary to introduce Trigger and Action Levels 

which are defined according to the frequency of complaints such that the Trigger Level = 1 complaint (either directly to the developer or via EPD), and the 

Action Level = 2 independent complaints (either directly to tiie developer or via EPD). An independent complaint is defined such that only one complaint is 

allowed trom a single address 

Is*



Z 

O 

C 

CJ 

at 

55 

1 

a^> 

FVI 

Ml 

3 

C/5 

'CUING 

Z 

55 

-> 

>t 

, .1 ••* 

«$ 

o» 

* il 

i 

•* 

l> 

ax 

a 

*•* 

Q 

H 

i i 

1a 

1o 

M-V 

H*4 

*" - 

U t) 

a) VI 2 5 

J3 3 

o *o "3 

2< 

'is is 

91 « J2 Q O -3 g 0 0 — 

- "J3 O U 3 '- O S> 

.2 .2 -5 3-3 - 

S T3 5 T3 

| 

0 T3 * -J2 -2 

l ! J 3 3 ^ ^ 3 g 

ja 3 ^ «3 2 -3 «» j» c "3 " «• 

OJO ^>— «D afl »-• > ^^ O 

*- SP-S* 

-g a -5 5 

0 ^3 0 T3 QSu^^-g Qau^^l 

*c .2 "1 J cn .2 oi s .3 q cn .2 c^4 s 3 

o -° o - 0 

ff 

So s: a 

,3.^5- «^.5s^ 

Ml !*• «*> 

«4 

^1 

â < j 

&4 "** 

Z 

J 

U 

w 

^ 

z 

o 

a «*f* **c 

1 

s 

»J 

AS 

r£ 

X 

X 

&a > 

j 

£2} 

MM 

5 ««4 

/•^ 

W 

2C 

ii 

d 

2 •< i^X 

^f2 

I«4 M 

,2 a 

s a 

J « -2 - 

o o "o "i> 

S I 2 | 

s8. 

g»§. 

ts > ^ > •a J -a 3 

C ^ C TC 

g M 3 3D 1 i 1 If 

ao .2 ao -S 

.s § .s g 

o S ^ S 

C '3 C »«3 

5 X li X 

e 2 s s 

53 C. P d, 

Q 3» «*> Q «t »» 

§ | § | 

o * o *• 

A tJ *% "9 

2 o 3 o 

u *C u 'u 

I 8 --! 8 0U as CU ca- 

1 § 

01 OS 

O O 

< ^S 

* 

Z 

i s 

z z 

< < 

z z 

c c 

g s H S 

13 35 •"» 33 

i> U 2 

«" ^ « ^ 

^-H .2 >».« 

S-3 § 13 g 

P cn S 

Q cn S 

^ 

C r 

^> •"• 

"C "C 

•3 1 1 2 § •§ 1 1 s s 

Cl »a — ' * i i \ Ol aS — » i i i 

g 

§ gO' 

* £ 

u. u 

•U y* 

ad — 2 

3 ^ 

*J !rt 

-a J3 

S S s w r i s3 

i 

•y» 

3 

S— . 

^ 

> s "i 

S | i 

w» X 2 

w 

OS X 

CA X 

:l 1 If 

> o -r g 

•*3 3 .is 

|l *! 

1 8 -si 

11 * 

•si 1 £ 

2 ^ Z * 

0 00 0 30 

§ * s *» 

.2 cx 

* £ 

U V* 

O M 

an — 

*-> -J* 

5ii ^2 

.3 § . g 

'""• S *-* o 

H j H j 

'*- _• 

f ~* «j 

O 'J 

O U 

a 2 * £ 

£ S2 

u, c* u r* 

5J 3 

< 5 

2 < 3 

aO 54} 

^ wi C yj 

s "o 

'S U 

S > G > 

2 -H S 3 

i 3 * 3 

li ii 

•^ afl * 50 

g "y ^ IS 

O =J O sa 

 

•S S 

-II 

o — | H " 

£ §* sa I S* « 

•" O « 

•** 3 M 

§ ° "a § ' J "g 

a "3 i 0-33 

— 2 'S ^ .2 's 

«** '—• »«J 

3 5 2 

•" *W ~\ 

o *j 2 

^^ 

"£s 

J 

*2 

0 

1 

§2 

"f 

"•3 

37S 

• 

.•i 

•3 g J 

« ^ ^> 

"^3 3 S 

-8 ^ 7 .2 ~ .— 

i. 8 s 

3 § § 

aj •"• J3 

.2 -H 

| 1 1 

J 

'***' 

"ah ^ 

>M g 

"ajj Tf CM 

C u u 

> 01 va 

X 

•Sail 

-> 3 J J 

O ^ 75 Tt 

s -3 i i 

'•3 ^ ^3 S 

,, !! § a, H o H 

o 

u - « r5 

-3 S . - 

^ •— Q O 

a ° aa 

a > > 

•^ 3 > > 

tS "^ > * 

^ 2 J-2 

S 5 -3 j 

S3 «• ^^ 

x g .22 .2 

^ lo o 

^ 1 Q a 

G ""* T3 "3 

i*l| 

o o i 2 

^ cn so ^0 

«i "«^ «i 2 ^ 

-O _4 -s — 

Q — . — M 

^ x§ 1 I 

1 '1 '•§ 5 5 

-H 3 S 

•^ 0» * 

— 1 1 S^f 

II 

ilieS 

^ o 

< a> 

z> * 

APS Consultants Page 9-27 

** 

3i 

Z 

^

TABLE 9.8 i 

ENVIRONMENTAL MONITORING SCHEDULE (OPERATION) 

PARAMETER OBJECTIVE STANDARD LOCATION 

* AIR QUALITY 

NO 2 Establish baseline data and trends AQOs Near to Site 

SO 2 

ISP 

RSP 


Continuously for gaseous Every 6 days 

for particulates 

Requirement for on going monitoring to be 

assessed in the audit procc;ss 

- 

NOISE 

WATER QUALITY 

Compliance with NCO Appropriate AN Li Worst NSRi **Over a 24hr period approximately every 

month Requirement for on going 

monitoring to be assessed in the audit 

process 

1 

dn»:»olvcd oxygen 

Monitor the eHeUb of maintenance 

dredging, compliance with WQOb 

WQOs 

Designated monitoring stations 

near to the area to be dredged 

Duiing maintenance dredging 

Note : * NO 2 » SO 2 , TSP and RSP should represent the minimum parameters to be sampled 

frequency of momlormg should dêrease it NCO standards are consistently niu, or increasing in frequency if the NCO maxima is exceeded 

N/A Not appropriate 

I he water quality monitoring requirements during maintenance dredging will be similar to those m Table 9 7 

f 

o



1 

.s%i 

i 

i 

J 

* 

5. .1 

1 

3 

1 

3 

« 

o 

•>. O '£* 

1 C ^ 

lg S .1 

8 1 '= 1 

1 ^ § ^ 

* Q- a o 

H ! 1 

Jo 0 a 

.H^ 5 H 

» -a 1 3 

afi 3 c3 5 

 

" S 

* 

s. 

"13!, M •€ S "3 

••a 3 i •« 3 s-llî 

M-- 11 ^ M 1 

ill II- fri i= 1 

S.isll 'JgrSll 

- o 

2 g 1 

1 - ^ 1 1 

1 12 1 1 

> 3 CL O 

S a f 1 3* a. 

^1 5 j] 1 i, 

-— y •— • Q > 3 

5 

2, 

1 

1 2 

i .; 

d O s 

« i 

r 

« 

* jo 

n 

i 

-; 

53 § § S^ ^ 

5 S 3 2^ S 

a I - - * - i- 

5 S | " -2 § a« 

a. i- .- ao * 2 aa 

y s ^ £ 2" s^ 

^ 3 - 3 « C .S * -s a 

5 = * " i § 5 2 2 £ 

•* -i 1 § *5 « § r= 

i S ! 1 1 11 , 

1 1 ! I S! !! ! 

at 

JU 

s s 

«\ *J> 

-= = > 

f 

J i 

S 

I 

•a 

S 

2 3 

II 

O\ 

3d 

5 

^ 

fi« 

M>*H 

S 

^ 

g 

15 

11 

« > 

1 

**M 

O 

1 i £. » 

ca ^ 

APff Consultants Page 9-29 

1 

£ o 

f* 

n 

O3 .T 

i*4 «



2 

S 

5 

z 

0 "**• 

33 

^^ •2 

2 

2 

SN 

55 

jpjcr 

ACTION 

s* 

i 

£3 

1. 

1 t 

Monitor big Pen&ntwl 

HSmSite Open 

cu 

a 

'j0, 

"a 

'j 

3 

O 

«££ 

1 

G jt *\ 

f J 

= f - 

III 

a -3:- 

us eiO 

1 

i •§ 

| S 

*i s 

"3 J 

a £ 

1 "8 

*n o 

r 4 P* 

1 & 

33 

1 | | s 

»H 

o 

1 o 

o 2 

33 U 

CM O V* 

i |i 

•1 o 1 

1 2^ 

Check working 

identify causes, 

remedial action 

I 

S S 

«3 

§ J 

o . 

2 «2 

c£ o 

CO -«= 

* 1 

1 § 

ll 

g || 

.333 

ill 

ill 

.2^ 

J < 

"•5 — s 

> 3 

55 o 

3fi JS 

ll n 

1 « 

21 o 4 S ^ 

|3M a i -9 > 

s 

M 

cS 

"3 

1 

u 

O 

1 

S 

ts 

|| 

"Submit report to EPD within two weeks of receipt of 

complaint should the measured noise level exceed the Ta 

proposals to reduce noise should be recommended in the 

_ 

J2 

! 

g 

VI 

T3 1 

si 

a 2 

fl 

"3* QA 

"T3 

j» * 

if 

a §. 

> 3 

S 1 

aa 

1 

> 



!X 

« 

"c — 

| .2 

1 « 

Sf «l .3 ** 

3" a 

1 1 = 

§ 3 2 

2 li 

t> 2 — 

05 0, £ 

inform developer RSE, EPD 

U9 

^ 2 

C 3 

3 3 -1 H § 

!i«s s = B 

f .S x.S 2f» § 

M S "7 J2 .5 -Si 

Confirm monitoring result and 

measurement for a further 15 i 

min) and 30 minutes respectivt 

exceedeiice of Target level wit 

outside restricted hours follow! 

implementation of noise reduct 

"3 i> 

.H 

*u* 

1 u* 

f 3 

i § 

ll 

i- 

c; H 2 

^ ^3 

_ O i« 

1 il 

u -u -5 

a -31 

^ 

s 

Increase frequency of monitori 

&o 

•g 2 

4> *3 

.2 a 

11 i 

il < 

S 8L 3 

H 1 

11 1 

tl § 

'i-l s 

5 1 S .5 

u 2 I 5 

.1 | 50 

1.1 •§ 

- •= 2. 

S = 

g'5 

§ 1 1 i 

a t 8 .S 

It 

11 §.! 

*y >« 

| 

2 x 

« 

75 

1 

ca r: 

1 | 

u, 

3 .2 « o « 

Vj CU «. > v» 

§ S .2 " 5 on 

u 

s* 

**"' t: .2 c 

il 1 Jit 

i 2 

Q* 

J2 S 

Ji ! Ill 

Ji 

s 

"J3 

OI 

i 

II 

o 

.2 "o< 

"S, 

s 

il 

3 o 

0 J» 

1 § 

3 | 

*ua u 

|1 

51 

*-l 

II S * 

1 I 

APH Consultants Page 9-31 

tM ^ 

* 

* * 

JJ 

^

TABLE 9. Hi 

WATEU QUALITY ACTION FLAN - SUSPENDED SOLIDS AND DISSOLVED OXYGEN 

EVENT 

Bieach of Trigger 

Value 

FREQUENCY 

One sample 

MonUoilng 

inform developer £. RSE 

fano/i/wl 

ACTION 

kSK/SUe Operator 

Developer 

ffs * §• 

Two consecutive 

samples 

Inform EPD, developer and RSE; resample to 

confirm result 

Check working methods/practices to identify any 

immediate causes, take apptopriate remedial action if 

necessary 

Bieach of Action 

level 

Due sample 

samples 

Inform EPD, developer and RSE; tesample to 

confum result 

Inform EPD, developer and RSE; resample to 

confirm rebutt 

Increase frequency of monitoring 

Check working methods/practices to identify any 

immediate causes; take appiopriate remedial action if 

necessary 

Undertake detailed check of working methods and 

practices 

Review plant, equipment 

and working piocedures 

I 

Biea Ji of Target Level One sample 

Propose remedial action 

Continue monitoring after completion of 

remedial auion to contain action is effective 

Record event in monitoring report for 

submission to developer and I 

Inform EPD, developer and RSE; 

Confirm result £ increase monitoring frequency 

Propose remedial action 

Undertake monitoring at nearest water quality 

SR 

Continue monitoring after completion of 

remedial action to contain action is ettecttve 

Carry out appropriate remedial action as 

recommended by environmental monitoring team 

Ensuie coneuive action has been undertaken and is 

eifective 

Amend method statement, if appropriate 

Under take immediate check of activities and employ 

any appropriate mitigation. 

In extteme casea cease activities 

Ensure corrective action has been undertaken as 

proposed by (monitoring team) and is effective 

Amend method statement, it appropriate 

Ensure implementation of remedial 

action 

Inform EPD of remedial action 

Review plant, equipment and working 

procedures 

Ensure immediate implementation of 

remedial action 

inform EPD of remedial action 

§ 

o 

Complete Monitoring Report and submit to 

developer and EPD



SECTION 10 

IMPLEMENTATION 


This Section discusses the implementation of the development covering the activities from the completion 

of this Report to the point at which the various areas are released to operators for the further development 

of their sites. As such, it addresses the following topics: 

> preliminaries which have to be allowed for in order to carry the findings of this Report through 

planning and design to construction; 

» a review of the likely arrangements required for implementation; 

> implementation scheduling including the key demand horizons, constraints upon the development 

and phasing potential; 

> capital expenditure and revenue streams for the development. 

10.2 PRELIMINARIES 

Scheduling for the implementation of the works must allow for Government approval and sanctioning 

procedures. The steps that the these procedures entail will vary as a function of the way in which the 

various developments will be realised, thus, for example, whether the works are actually executed under 

direct Government control or entrusted to a private sector developer. 

The preliminaries under Government funding cover the following activities: 

+ DPC, PPC and LDPC endorsement; 

> Public Works Sub-Committee and Finance Committee sanctions for the undertaking of the detailed 

design and construction; 

> consultant selection; 

» detailed planning and final design; 

and under private sector funding: 

* DPC, PPC and LDPC endorsement; 

> Public works Sub-Committee and Finance Committee sanctions for undertaking technical 

assessments; 

+ consultant selection; 

* technical assessments; 

»• preparation of lease conditions; 

+ ExCO endorsement of privatisation proposals; 

* processing and award of development rights and land sales. 

Gazetting under the various Ordinances will be required for the development. In addition, the 

development involves the adjustment of the existing traffic separation scheme within the Tathong Channel 

and early application to the IMO for the proposed amendment will be required. 

Consultants 

Fa S e 10 ' 1



These procedures, apart from the time needed to undertake the detailed design and site investigations, can 

be protracted and a high degree of priority will be required to achieve a start to construction in accordance 

with the requirements discussed in the following sections. 

10.3 IMPLEMENTATION SCHEDULE 

10.3.1 Facility Requirements 

The discussion of the identified demand for facilities in Section 3 has indicated that there is considerable 

pressure for the provision of a site to accommodate PHI activities. These include naphtha import and gas 

production, LPG import and bottling and a bulk chemical storage facility. Associated with the latter 

facility in particular, is a requirement to provide PHI related facilities. The demand for DWI has been 

shown to be less forthcoming. 

The three main PHI sites have therefore been adopted as the core demand requiring early provision with 

the remaining facilities being made available on a rolling programme basis. 

In view of the PHI nature of the core demand it has been located in the south of Area 137 to maximise 

the separation distance from the TKOIE and SENT Landfill sites. As such the early provision of these 

sites will require the creation of land access via a coastal causeway. In addition, and irrespective of this 

approach, the proposed marine access to the SENT Landfill site would be affected by the commencement 

of the development and reprovisioning of these facilities would be required. 

The Master Layout Plan for the proposed development is presented in Figure 10.1. 

10.3.2 Implementation Constraints 

The main implementation constraints are the need for the reprovisioning of the SENT Landfill marine 

access and those associated with the provision of the main land access along Road D6. 

The reprovisioning of the marine access represents a significant financial burden for the early stages of 

development. Alternative means by which marine access can be maintained until a later stage have been 

discussed with the appropriate Government Departments, including the provision of a temporary road 

access to Area 137 through the SENT Landfill site and initial construction of the marine access outside 

the development area. It was concluded that a separate study should be undertaken to examine alternative 

sites for the location or reprovisioning of the marine access to the SENT Landfill site, taking into account 

transportation and development cost as well as the environmental implications. However, for the purposes 

of this Study it is assumed that the marine access will be retained at its proposed location and that 

reprovisioning will be within Area 137. 

The current programme for the provision of road D6 involves the following steps: 

» reclamation of the road reserve by SENT Landfill contractor from mid 1995; 

> one year notice to SENT Landfill contractor for release of the road reserve; 

> release of the reserve to TDD by mid 1996 for the construction of the road. 

The above sequence of events has the potential to impose a constraint upon the early development of the 

main core sites. 

APH Consultants p age 10-2



10,3.3 Phasing Potential 

The implementation of the development is characterised by the need for the early provision for the core 

demand followed by a slower release of land to meet the remaining PHI and DWI requirements. It is 

considered that this need lends itself to the adoption of appropriate construction techniques rather than the 

definition of discrete phases. 

For planning purposes the initial construction element, or development, is assumed to relate to the 

provision of land for the identified core demand at the earliest opportunity. As such the Initial 

Development provides for: 

> Site 1, Naphtha import and gas production; 

> Site 2, LPG import and bottling facilities; 

> Site 3, Bulk Chemical Storage Facility; 

* Sites 5 and 6, PHI related activities. 

Access to the site would be obtained through the reclamation of a coastal margin to provide a platform 

for a single lane road and services corridor. The reclamation of the site has been based upon the use of 

dredged marine sand in order to achieve the earliest possible hand over of the plots. 

Through the adoption of an effectively continuous development programme, it is considered that no 

provision needs to be made for armouring the temporary face of the reclamation following the completion 

of the initial reclamation works, although a return to the seawall revetment will be required in the north 

to limit local scour. 

The Initial Development, as outlined, will provide a total site operating area of some 36 ha with a further 

4.3 ha associated with the provision of access as shown on Figure 10.2. 

It is proposed that the creation of the remaining land area would be centred around the use of public 

dumping or overburden material from the Anderson Road quarry. The timing of the commencement of 

the dumping is variable, with an early start as soon as the initial filling is completed in any particular area. 

It is, however, recommended that the start should not be delayed beyond the completion of the Initial 

Development. This would ensure that the existence of an embayment in the north of the site is limited 

to that of a construction sequence within an overall implementation programme rather than a permanent 

or semi-permanent feature. 

All seabed and preparatory works would be completed prior to the commencement of the dumping 

operations. A barge dumping operation would be required to raise the level of the seabed in a uniform 

manner which would be followed by end tipping as a shore based operation. It is proposed that the 

sequence of plot creation would work progressively northwards. 

Temporary provision will be required for the extension of the proposed SENT Landfill drainage during 

the dumping operations. It is considered that this can best be achieved by permitting open ditch flow as 

the filling progresses with the permanent works constructed upon completion of the filling. Similarly, the 

provision of roads and services would commence upon the completion of filling or sequentially if the 

demand dictates. 

APR Cowutomte 

p age

Figure 10.2 

TKOIE 

39 , V'5^r^" ltltt N 

1 

27 M 18 v 12 \| 

tl 14 i - p " * 9 " 

^, •r^-""i\ 8 " I 

CUURWA7ER 3AY 

COUNTRY PARK 

TATHONG CHANNEL 

V 

£> 

TA1 MUI WAN 

KEY: 

Extent of Initial Development 

AREA 137 INITIAL DEVELOPMENT 

APH CONSULTANTS



10.3.4 Implementation Arrangements 

Government has not generally shown favour towards private land reclamations as, theoretically, this would 

give the developer control over the land he has created. This would be contrary to the historic practice 

in Hong Kong where land, inclusive of reclaimed land, is vested under the authority of the Crown. 

In some instances, it can be suggested that a developer could form land as entrusted works for subsequent 

handover to Government. However, the core PHI demand amounts to some 30 ha with each individual 

facility allocated approximately 10 ha, being some 10% of the total site area. As such it is questionable 

as to whether one of the interested operators would take on the role of developer involving entrustment 

of their non-allocated areas unless there is a substantial increase in the land requirement for a single 

operator. It is possible that, subject to review, one of the identified operators may well indeed amend 

their indicated land requirements and this could alter the perception of the viability of operator 

development involving entrustment. 

It is considered that time frame and practicability effectively rules out the formation of an equivalent to 

the Hong Kong Industrial Estates Corporation or the amalgamation of a number of operators to take on 

the role of developer. 

Reclamation by Government would appear to be the most attractive and least complicated way forward. 

Land disposal is conventionally the responsibility of Buildings and Lands Department (BLD). BLD would 

determine the level of premium appropriate to individual lots and would be responsible for the preparation 

of lease conditions restricting land use and operation. BLD also have the option of disposing of land by 

competitive tender or auction. 

Notwithstanding, it is recommended that Government invite expressions of interest to be registered for 

the whole or partial development of the site. It is further recommended that this call for interest should 

be run in parallel with the progression of the development on a Government funded basis. 

10.3.5 Implementation Programme 

The proposed implementation programme is shown on Figure 10.3 and is generated around the release 

of road D6 reserve to TDD by mid 1996 requiring notice to be issued to the SENT Landfill contractor 

immediately after receipt of the reserve from TKOIE and allows the release of the main core PHI sites 

by mid 1997. 

The key elements this programme are: 

Preliminaries 

Appointment of Consultants is required in third quarter of 1993 to enable the 

detailed design to commence upon approval of design/investigation expenditure. 

Within the design/investigations, initial priority will have to be given to 

reprovisioning of the SENT Landfill marine access. 

SENT Marine Access 

The key target within this element of the programme is the completion of the 

reprovisioning prior to the release of road D6 reserve under the Initial 

Development programme when marine access to the proposed facilities would be 

lost. A float of three months has been built into the programme for the 

completion of the SENT Landfill marine access reprovisioning prior to the 

commencement of the site roads and paving under the Initial Development 

programme. 

APH Consultants p ag€ 10-4

Figure 10.3 

ii 

'.ii 

i 

II 

! Ill 

S5li 

ii! hi 

I | i 

'II 

II 

IMPLEMENTATION PROGRAMME 

333 APH CONSULTANTS



Initial Development 

Site Completion 

Tender Documents would be issued early 1995 with an award of Contract some 

4 months later. Release of the main core sites to operators is programmed for 

early to mid 1997. 

The award of the Site Completion works is programmed to coincide with the end 

of the Initial Development. As discussed above, the commencement of the 

associated public dumping could commence earlier, if disposal or site demand 

justified. The programme has been developed for an assumed rate of supply of 

public dumping material at 1 MmVyr. Clearly, works could be completed, 

either earlier or later, depending upon the actual rate of supply achieved. 

10*3.6 Employment Build Up 

No specific consolidation period has been indicated within this phase of work due 

to the slower rate of filling as well as the fact that this site is centred on the old 

dump ground and the preliminary boreholes have indicated that partial 

consolidation has already occurred. 

The risk assessment for the site has recommended the adoption of a worker density within the development 

of 20 per ha and 30 per ha for PHI and DWI facilities respectively. These densities have been used to 

generate the maximum theoretical employment levels. The employment build up, assuming that the labour 

force is brought onto the sites 2 years after site formation, is detailed in Table 10.1. 

TABLE 10.1 : 

EMPLOYMENT BUILD UP 

Year 

Employment 

1988 

1999 773 

2000 

2001 247 

2002 334 

2003 334 

TOTAL 1688 

10.4 CAPITAL EXPENDITURE AND REVENUE STREAMS 

10.4.1 Capital Expenditure 

Cost estimates have been prepared for the various work packages covering the main construction elements. 

These include engineering, investigations, preliminaries, dredging, site formation, revetted seawalls, 

common user berth facilities, roads, services, drainage, GIC facilities and contingencies. The costs of the 

specific user berthing facilities have been excluded on the basis that they are user defined and would be 

undertaken by the operators as part of the development of the sites. The cost estimates have been 

prepared at March 1992 prices and are summarised*in Table 10.2, 

APH Consultants p age 20-5



TABLE 10.2 : 

SUMMARY OF CAPITAL COSTS 

(March 1992 prices, HK$ millions) 

Item 

SENT Landfill 

Access 

Initial Development 

Site Completion 

Investigatiort/Prelims/Contingencies 

Dredging 

Filling and Associated Works for 

Reclamation 

40 

. 

48 

263 

- 

4SS 

175 

12 

93 

Revetted Edge Structures 

- 

132 

33 

Quaywalls 

42 

- 

206 

Roads, Services, Drainage 

Landscaping 

30 

. 

132 

- 

120 

36 

TOTAL 

160 

1015 

675 

These costs have been converted into capital expenditure streams for the proposed implementation 

programme as shown in Table 10.3. 

TABLE 10.3 : 

CAPITAL EXPENDITURE STREAMS (HKS millions) 

YEAR 

1993 

1994 

1995 

1996 

1997 

1998 

1999 

2000 

TOTAL 

INITIAL DEVELOPMENT * 

30 

72 

385 

500 

188 

1173 

SITE COMPLETION 

103 

202 

202 

168 

675 

* Includes reprovisioning of SENT Landfill Marine Access 

The Present Day Value of the expenditure has been discounted at 4.0% to give PD values of HKS 1,493M 

with an annual allowance for maintenance expenditure of HKS 2M between completion and 2011. 

10.4.2 Revenues 

The Government would expect to receive revenues or premiums from the sale of land or grants of 

development rights associated with the development. In addition, the development will give rise to a 

marginal increase in the number of vessels visiting the Port of Hong Kong from which Government will 

receive Port Facility and Light dues. 

The levels of premium that Government may expect to receive could be assessed on the basis of operator 

profitability or current market levels. The diversity and undefined scale of the proposed operations, 

AfH Consultants



however, effectively rules out the operator profitability approach. As a result a review has been made 

of the current premiums for serviced land with appropriate allowance for plot ratio and nature of use. 

The premiums are based on March 1992 values and are presented purely for illustrative purposes: 

For serviced land 

» PHI sites HK$ 30M per ha 

> PHI related sites HK$ 50M per ha 

> DWI sites HK$ 50M per ha 

The results of applying the premiums to the proposed implementation programme with the assumption that 

the premium is received within 1 year of the creation of serviced land for PHI's and 1 to 2 years for the 

main DWI sites, is given in Table 10.4. 

TABLE 10,4 : 

REVENUE STREAMS (HKS millions) 

Year 

Revenue 

1996 

1997 

1998 1134 

1999 

2000 415 

2001 557 

2002 557 

The equivalent Present Day Value (at a discount rate of 4.0 %) of the revenues is HKS 1,929M. 

10.4,3 Viability 

On the basis of the estimated serviced land premiums it is evident that the proposed development has a 

good rate of return with an IRR of 13.4% or 17.8% excluding the reprovisioning of the SENT Landfill 

marine access. The project could withstand further delayed premium payments or a reduction in premium 

levels of some 22% and show a positive net present value at a discount rate of 4%. However, this relates 

to the full development of the site and it is considered more appropriate to examine the viability of the 

Initial Development and also the minimum level of interest required to establish viability. 

Any initial development would involve the construction of a coastal road to the site and the reprovisioning 

of the SENT Landfill as currently envisaged. The results of this evaluation, assuming no net cost to 

Government (discount rate 4%) are as follows: 

> an 11 ha operational site would require a premium of HKS 65M per ha. 

> a 21 ha operational site would require a premium of HKS 43M per ha. 

> the Initial Development as outlined in Section 10.3.3 involving 31 ha of PHI and 5 ha of PHI 

related operational area would require an area averaged premium of HKS 36M per ha. 

The above premium values could be reduced to HKS 49M, HKS 35M and HKS 31M per ha, if the 

provisioning of the SENT Landfill marine access could be avoided through its relocation to a nonconstraining 

site. 

APH Consultants p ae 1Q-7



From the above analysis and assumed premium levels, it would appear that the minimum initial 

development would need to be of the order of the proposed 36 ha, if it is to be realised at no net cost to 

Government. 

10.5 STUDY IMPLICATIONS 

The previous Sections of this Report contain a number of related recommendations and action 

requirements which should be recognised in the further implementation of the development. These are 

listed below, by Section, for ease of reference: 

> Implementation of the recommended layout for Area 131 would require the realignment of Road 

D9 at its junction with Road P2; modification of the ODP would be required. 

Within Area 137 it would be prudent to limit worker densities to 20 per ha and 30 per ha for PHI 

and DWI sites respectively and marine operations should be suspended for the day of the festival 

at Tai Miu Wan. The development of a particular PHI should be subject to the results of a 

farther and operator specific risk assessment. 

> The positioning and design of the site specific facilities should be subjected to further visual and 

environmental assessments. 

* A comprehensive site investigation will be required for the detailed design of the development and 

early commencement of the survey would ease the design programme. Further definition is 

required for the sources of fill and dredge disposal including contaminated material. 

A reassessment of water supplies would be required if HK&CG should implement a more 

extensive gas plant than currently envisaged. 

Adequate services reserves will need to be provided in the design of Road D6 to accommodate 

the development requirements in addition to TKOIE. 

> A relocation of the pilotage boarding point will be required to serve the development and IMO 

approval of the proposed modification to the Traffic Separation Scheme should be sought. 

Pre-entry clearance for quarantine and immigration is recommended for vessels carrying 

hazardous materials to Area 137. 

fr- 

it is recommended that the Western Coast Road should be implemented by 2001 and this should 

be accompanied by improvements in the Yau Tong area. 

If the Western Coast Road has to be delayed beyond 2001, it is recommended that the target 

population figure for 2006 should be maintained together with the industrial developments at 

TKOEE and Area 137 whilst constraining the Metroplan forecast for employment to around 

15,000. 

The contribution of Area 137 to traffic flows within the area of influence is small, with the most 

significant contributions to overloading being Junk Bay Road (2.9%) and Lei Yue Mun Road 

(3.1%). The internal TKO network will require improvements to the Road D6/Road D9 junction 

in 2006 and improvements to the roundabout at Road Pi/Road D4 by 201L 


Pa & 10 ~ 8



Both of the proposed Western Coast Road connections have been found to have severe 

environmental impacts. Whilst Option B is recommended as the preferred alignment of the two, 

further study would be required to establish the optimum solution. 

Further survey work is required to establish the extent of contaminated mud removal required in 

relation to the Recommended Development Layout. 

Air quality impact studies are recommended for major industrial developments when specific 

details are known. 

Further discussions should be held with the Government Department responsible for the SENT 

Landfill to ascertain if the release of the Road D6 reserve can be brought forward and if the 

marine access could be relocated to avoid reprovisioning almost immediately after its construction. 

Expressions of interest for the partial or total development of the site should be called at the 

earliest opportunity. 

10.6 STUDY FINDINGS 

The Study has demonstrated that the proposed development is both feasible and viable in terms of land 

use planning, engineering and marine operations. A risk assessment for the assumed land use has been 

presented to the CCPffl for information purposes. Whilst it is acknowledged that further risk analyses 

will be required for the detailed proposals of the operators f the acceptability of this more generalised 

approach provides a sound basis for the generation of interest for the site. 

The evaluation has identified no major environmental concerns as regards the development of Area 137 

save the visual intrusion of an industrial development upon an otherwise generally rural area. Mitigating 

measures and landscaping have been introduced, which will soften to some extent the intrusion. 

The Study has confirmed the need for the provision of the Western Coast Road by 2001 to avoid 

constraining the development of Tseung Kwan O as a whole. It is recommended that a high priority is 

attached to the confirmation of proposals and routing for the Western Coast Road and that detailed design 

should be commenced to ensure the timely provision of this critical element in the external links to Tseung 

Kwan 0. 

The Study has identified positive demand for early provision for a bulk chemical storage facility and it 

is known that the Hong Kong and China Gas Co. are considering the potential of the site within their 

current planning exercise. The combination of these two requirements, possibly including an increased 

provision for gas production, would approach the minimum viable development referred to in Section 

10.4, Equally, the relocation of existing PHI activities, including LPG and fuel oil, to a lower risk area 

must be considered within the overall planning context of Hong Kong. The site provides for these 

opportunities and it is considered that the development should be progressed as a priority to ensure that 

they are realised in the general interest of Hong Kong. 

APS Consultants 

p ag€

,&&£ ^ • • ' • • / ^fc'SS^>/'^' S^%;.^ 

Study Reports and 

Working Papers



APPENDIX A 

STUDY REPORTS AND WORKING PAPERS 

Study Reports, Working Papers and Discussion Papers which have been completed prior to this Final 

Report and upon which it is based are: 

Study Reports: 

* Inception Report. 

» Alternative Concepts Report. 

> Preferred Concept Report. 

Working Papers: 

» Working Paper No. 1 - Wave Modelling Requirements, which sets out the required wave 

modelling to be undertaken in the evaluation of the selected concepts. 

> Working Paper No. 2 - WAHMO Modelling Requirements, which sets out the mathematical 

modelling required for the evaluation of the hydraulic flow, siltation and with particular emphasis 

on water quality modelling. 

* Working Paper No. 3 - Environmental Background, which discusses the extent of the existing 

baseline data for the area and highlights the need for additional baseline surveys as necessary, 

> Working Paper No. 4 - Opportunities and Constraints, which presents an inventory of the existing 

marine and land uses, the findings of the review of potential land use demand and constraints and 

sets out the basis for the land use planning of Area 137. 

> Working Paper No. 5 - Transport Modelling Approach, which defines the modelling approach 

to be adopted, together with the revised input assumptions including Territory land use and 

network data and other model parameters. 

> Working Paper No. 6 * Marine Structures, Dredging and Reclamation, which discusses 

geotechnical, dredging and reclamation issues and assesses possible edge structures for 

incorporation in the outline design. 

+ Working Paper No. 7 - Risk Assessment, which studies the risks, both societal and individual, 

arising from the possible PHI development in terms of the CCPffl Guidelines. 

* Working Paper No. 8 - Strategic Network Forecasts, which assesses the levels of traffic and 

impact on the strategic road network for the design horizon years of the Study. 

> Working Paper No. 9 - Western Coast Road Connection, which compares the two proposed 

connections of the Western Coast Road to East Kowloon for the selection of a preferred route. 


Appendix A-l



Discussion Papers: 

> Discussion Paper No. la - Site Investigations, which identifies and examines geotechnical data 

for Tseung Kwan O Area 137, and makes recommendations regarding further site investigations 

that are required for the Study. 

APS Consultants — . , , .. _—, ; —__. -— 

Appendix A-2

CD 12. 

CD

Engineering Feasibility Study of Development o/Tseung Kvan 0 Area 137 


APPENDIX B 

WRITTEN STATEMENTS 

Bl LAYOUT PLAN 1 

B1.1 INTRODUCTION 

Layout Plan 1 forms a composite part of the overall planning for Area 137 which has been undertaken 

under the Study. Following submission of the Preferred Concepts Report which identified a preferred land 

use layout for Area 137, layout plans at scale 1:1000 have been produced to reflect the Study findings. 

Area 137 is covered by 3 layout plans which comprehensively define land use for the proposed 

development. 

BL2 

OBJECTIVES OF THE PLAN 

Layout Plan 1 predominantly provides for Potentially Hazardous Installations (PHI) and PHI related 

industrial land use. The main objective of the plan is to depict land use proposals defined in the Study 

and to provide a formal basis for land disposal. 

BL3 

THE PLANNING AREA 

Area 137 is located to the southeast of Tsuen Kwan 0 New Town and is located between Fat Tong Chau 

and Tit Tarn Chau. The total planning area amounts to 101.78 hectares which will be composed of 

reclaimed land with a mean formation level of 4-5 mPD. Layout Plan 1 is located in the southern portion 

of the proposed reclamation. The total land area covered by the subject plan amounts to 29.60 hectares. 

The boundaries of the area covered by the plan are defined by the proposed new seawall to the west, 

Clearwater Bay Country Park to the east, Tit Tarn Chau to the south and the northern boundary of 

proposed lots 2/1 and 3/1 to the north. 

BL4 

LAND USE PROPOSALS 

To avoid confusion all layouts are numbered according to a common format. Site 3/2 refers to Site 3 on 

layout plan 2; similarly Site 8/3, refers to Site 8 on layout plan 3. The numbering system is intended to 

aid the identification of specific lots on a given layout plan without cumbersome cross referencing, 

Bl.4.1 Industry I(B) (13.77 Hectares) 

Site 1/2 with a total area of 10.95 hectares has been allocated for industry Class B use. It is intended that 

the site will be developed for PHI purposes. The site, subsequent to the findings of the Study, has been 

tentatively earmarked as a gas production facility to be operated by the Hong Kong and China Gas 

Company (HKCGC). 

The site area allocated has been determined with regard to discussions held with the HKCGC. The site 

has not, however, been formally allocated to the gas company who are currently undertaking a study of 

APR Consultants 

a « e



future gas production requirements in Hong Kong. As the precise land area required has not been 

formally confirmed, site boundaries have been indicated with a strong broken line to allow flexibility in 

future planning. 

In conformity with the Hong Kong Planning Standards and Guidelines (HKPSG) a minimum building set 

back of 6.0 metres has been applied to the northern boundary of the site. A 15.0 metre set back has been, 

proposed adjacent to road Rl to effectively set development back from the road and to enhance emergency 

vehicle circulation and access. No development will be permitted within 20 metres of the seawall to the 

west of the site. The reserve is required for emergency vehicle access purposes and as a seawall 

maintenance reserve. No formal set backs are applied along the southern boundary of the site which is 

abutted by a 7.3 emergency vehicle access (EVA) and a landscape buffer. The EVA has been provided 

to allow emergency vehicle access in the event of an incident. The EVA provides direct access to the 

seawall which will allow emergency vehicles access to berthing areas if required. 

Typical mooring arrangements sufficient to the requirements of a Naphtha Plant have been depicted on 

the plan for indicative purposes. Given the anticipated frequency of vessel arrivals, a single dolphin berth 

is considered adequate. The length of marine frontage has been determined by the anticipated length of 

vessels which are likely to service the Naphtha Plant. 

A plot ratio of 1.25 is suggested for the site which produces a GFA amounting to 136,875 m : . In 

accordance with the findings of the risk assessment worker density, should not exceed 20 workers per 

hectare. This density provides a total site workforce amounting to 219 workers. Maximum building 

height should not exceed 30 metres. Applications for stacks, flues or other structures in exceedence of 

this height will be subject to visual and environmental impact assessments. It is recommended that the 

maximum building height recommendation is rigorously applied. Everyday access to the site will be 

obtained from Road Rl. 

Site 3/1 comprises a total area of 2.82 hectares. A plot ratio of 2,5 will apply resulting in GFA of 70,500 

m 2 . Due to the reduced risk implications related to the processes envisaged on PHI related sites, worker 

density is recommended at 30 workers per hectare maximum. A 10.0 metre building setback is 

recommended adjacent to road R2, a 15.0 metre setback adjacent to road Rl, and a 6.0 metre setback 

elsewhere. The setbacks are intended to enhance traffic visibility and for safety and other considerations 

cited in connection with I(C) class industries. Building height will be limited to 30 metres maximum to 

correspond with adjacent PHI sites. No access to the site will be permitted from road R2 as this may be 

widened in the future to form a portion of district distributor D6. Access to the site will, therefore, be 

confined to Road Rl as indicated. 

To ensure that the development and layout of buildings and storage facilities on PHI and PHI related sites 

is satisfactory to prevailing practices and standards, it is recommended that individual developers seek 

CCPHI approval and conform to the requirements of EPD Advice Note 2/92. 

BL4.2 Industry I(Q (9.61 Hectares) 

A single reserve has been made for I(C) class industry. Site 2/1 comprises a total area of 9.61 hectares 

and has been reserved for Industry Class C use. In accordance with the findings of the Study, Site 2/1 

is envisaged to be allocated to a LPG storage and bottling facility. The facility will only require a single 

berth. This requirement combined with the berthing adjacent sites has dictated the *L* shaped site 

configuration. 

A plot ratio of 1.25 is recommended which results in a GFA amounting to 120,100 m 2 . On site worker 

density is recommended not to exceed 20 workers per hectare. This results in a total estimated workforce 

of 192 persons. A 6.0 metres set back is maintained along the northern and southern boundaries for the 

purpose of emergency vehicle access. Set backs employed behind the seawall and adjacent to road Rl are 


p age

Engineering Feasibility Study of Dwtlopmtnt of Tstung Kwan O Ana 137 


identical to those described in the context of Site I/I. Access to the site will be obtained from road Rl 

located to the east of the site. Height limitations and conditions described in the context of Site 1/1 should 

be similarity applied to Site 2/1. Site boundaries have been indicated with a strong broken line to allow 

future flexibility should revision be required to the planning layout. 

B1.43 Government Institutional and Community Provision (0,24 Hectares) 

A single 1C reserve has been provided within the layout. The reserve comprises a 0,24 hectare lot for 

the construction of an electricity substation. The substation is required to ensure adequate power 

reticulation within Area 137. 

Bl.4,4 Open Space and Amenity (235 Hectares) 

A single amenity reserve amounting to 2.35 ha has been provided adjacent to Cleaiwater Bay Country 

Park and Tit Cham Chau. The reserve will permit adjacent buffer planting to ensure that the integrity of 

existing natural features is maintained. 

B1.5 ACCESS AiND CIRCULATION (3.63 Hectares) 

Access to Area 137 will initially be achieved by an extension of road D6, which will be extended as road 

R2. In the subject planning area R2 will connect to road Rl via a roundabout in the southern area of the 

layout. No site access will be permitted from road R2. AH road and footpath reserves have been 

indicated on Layout Plan L No parking will be permitted along site primary and secondary roads. 

Loading and unloading facilities and parking provision sufficient to the requirements of the HKPSG should 

be provided on each site. A bus terminus has been indicated adjacent to the eastern boundary of Site 2/1 

which is intended to service site employers. 

B1.6 IMPLEMENTATION 

BL6.1 Site Formation 

Area 137 is proposed to be constructed as part of a roiling programme. Land formation will commence 

in the area covered by LP1 and commence northward. Under current planning the first parcels of land 

could be formed by 1996. No firm date has yet been decided. 

Bl*6,2 Stormwater Drainage and Services 

Stonnwater culverts and their respective reserves have been indicated on LPL The culverts will collect 

run-off from Clearwater Bay Country Park and Tit Cham Chau Respectively and discharge into the sea, 

Mains service reticulation will be provided incrementally upon the adequate consolidation of die 

reclamation. 

Consultant* 

Pag *

Engineering Feasibility Study of Development of Tseiwg Kwax 0 Area 137 


B1.7 LANDSCAPE PROPOSALS 

Layout Plan 1 covers the southern portion of Area 137 from mid site to Tit Cham Chau Island in the 

south, Clearwater Bay Country Park to the east, and Clearwater Bay to the West* 

The area covered is proposed for gas production and LPG industry, and smaller PHI related units. Both 

zones are served by Road Rl. 

Road Rl has a 15 m interface along both sides of its length. Mounding up to 2.5m and dense planting 

will be incorporated to reduce the scale of the development both on and off site by creating a significant 

green corridor. 

The area abutting Tit Cham Chau and Clearwater Bay Country Park will allow opportunities for extensive 

structure planting, buffering and development containment. An Emergency Vehicle Access runs through 

the buffer zone. Where feasible, grass block paving (Grass Crete) should be used to minimise the expanse 

of hard surface on the site. 

Along the water front some intermittent structure planting will be incorporated to help the development 

merge against the hill side. The interface at the boundaries is 4.5m for each zone resulting in a 9m strip. 

A 1.5m high bund will be incorporated with structure planting. These will form fingers of vegetation 

maintaining a visual and physical connection with the hill side. 

A detailed schedule of land use by site, area plot ratio and GFA is provided on Attachment 1 following. 

APH Consultants



ATTACHMENT 1, LAYOUT 1 

AREA 137 LAND USE, PLOT RATIO AND GROSS FLOOR AREA 

Site No. 

Land Use 

1/1 I(B) 

2/1 KC) 

3/1 I(B) 

4/1 IC(ESS) 

5/1 A 

Roads and 

Footpaths 

Total 

Site Area 

(Hectares) 

10.95 

9.61 

2.82 

0.24 

2.35 

3.63 

29.60 

PR 

GFA (ra2) 

1.25 136,900 

1.25 120,100 

2.50 70,500 

- 

- 

- 

327.500 


Page *" 5



B2 LAYOUT PLAN 2 

B2.1 INTRODUCTION 

Layout Plan 2 (LP2) forms a composite part of the overall planning for Area 137 which has been 

undertaken under the Study. Following submission of the Preferred Concepts Report which identified a 

preferred land use layout and transport network for Area 137 layout plans at scale 1:1000 have been 

produced to reflect study findings. 


reclamation. The subject layout plan (LP2) depicts land use proposals for the central portion of the 

proposed Area 137 development. 

B2.2 OBJECTIVES OF THE PLAN 

Layout Plan 2 provides sites for Potentially Hazardous Installations (PHI's), PHI related industry, Industry 

Class B and amenity reserves. The main objective of the plan is to depict land use proposals defined in 

the Study and to provide a formal basis for land disposal. 

B23 


Area 137 is located to the southeast of Tsueng Kwan O New Town and is located between Fat Tong Chau 

and Tit Cham Chau. The total planning area amounts to 101.78 hectares which will be composed of 

reclaimed land with a mean formation level of -r5 mPD. Layout Plan 2 is located in the central portion 



Clearwater Bay Country Park to the east, the southern boundaries of Site 1/2 and 8/2 to the south and the 

northern boundaries of Sites 3/2, 4/2, 5/2 and 6/2 to the north. 

B2.4 LAND USE PROPOSALS 


Layout Plan 2; similarly Site 8/3, refers to Site 8 on Layout Plan 3. The numbering system is intended 

to aid the identification of specific lots on a given layout plan without cumbersome cross referencing. 

B2.4.1 Industry I(Q (20,31 Hectares) 

Lot 1/2 with a total area of 10,72 hectares has been allocated for Industry Class C use. It is intended that 

the site will be developed for PHI purposes. The site, subsequent to the findings of the Study, has been 

tentatively earmarked for chemical storage purposes to be operated by a private developer. The need for 

bulk chemical storage sites has been highlighted by the Industry Department. It is intended that the 

chemicals stored will be used by industries in Hong Kong and within the region. 

In conformity with the Hong Kong Planning Standards and Guidelines (HKPSG), a minimum building 

setback of 6.0 metres has been applied to the northern and southern boundaries. A 15.0 metre setback 

has been proposed adjacent to road Rl to effectively set development back from the road and to enhance 

emergency vehicle access and circulation. No development will be permitted to the west of the site within 

20 metres of the seawall. This reserve is required for emergency vehicle access purposes and as a seawall 


p age



maintenance access reserve. The EVA adjacent to the seawall will allow emergency access to berthing 

areas if required. 

Indicative typical mooring arrangements sufficient to the requirements of the envisaged chemical storage 

facility have been shown on the plan. The operation of a chemical storage facility requires two berths, 

hence two dolphin berths with sufficient mooring separation have been shown. The length of the site 

marine frontage has been determined by the estimated length of vessels likely to service the storage 

facility. 

A plot ratio of 1.25 is suggested for the site which produces a GFA amounting to 134,000 m 2 . In 

accordance with the findings of the Study risk assessment worker density will not exceed 20 workers per 

hectare. This density provides for a total site workforce of 214 workers. Maximum building height will 

not exceed 30 metres. Applications for stacks, flues or other structures in exceedence of this height will 

be subject to visual and environmental impact assessments. It is recommended that the maximum building 

height recommendation is rigorously applied. Access to the site will be obtained from roads Rl and R4. 

Suggested access points are depicted on Layout Pfan 2. 

Site 3/2 comprises a total area of 10.09 hectares and has been reserved for Industry Class C use. In 

accordance with the findings of the Study, Site 3/2 is envisaged to be allocated to a bulk oil storage 

facility. The facility will only require a single berth and a typical mooring arrangement has been depicted 

on Layout Plan 2. 

A plot ratio of 1.25 is recommended which results in a GFA amounting to 126,100 m 2 . On site worker 

density is recommended not to exceed 20 workers per hectare. This results in a total estimated workforce 

of 202 persons. A 6.0 metre set back is maintained along the northern and southern boundaries for the 

purpose of emergency vehicle access. Set backs employed behind the seawall and adjacent to road Rl are 

identical to those described in the context of Site 1/2, Access to the site will be obtained from road R4 

located to the south of the site. Height limitations and conditions described in the context of Site 1/2 

should be similarly applied to Site 3/2. Site boundaries have been indicated with a strong broken line to 

allow future flexibility should revision be required to the planning layout. 

B2.4.2 Industry I(B) PHI Related Industry (4.36 Hectares) 

Two PHI Related I(B) industry reserves have been made for I(B) class industry allocated for PHI related 

industrial purposes. It is intended that such operations will be mutually linked to adjacent PHI sites and 

utilise PHI products in production. 

Site 7/2 comprises a total area of 2.26 hectares. A plot ratio of 2.5 will apply resulting in GFA of 56,500 

or. The remaining I(B) Site (8/2) comprises a total area of 2.10 hectares with a resultant GFA of 52,500 

m 2 . Due to the reduced risk implications related to the processes envisaged on PHI related sites, worker 

density is recommended at 30 workers per hectare maximum. This results in a workforce of 45 for Site 

7/2 and 63 workers for Site 8/2. For each site a 10.0 metre building setback is recommended adjacent 

to road R2, a 15.0 metre setback adjacent to road Rl, and a 6.0 metre setback elsewhere. The setbacks 

are intended to enhance traffic visibility and for safety and other considerations cited in connection with 

I(C) class industries. Building height should be limited to 30 metres maximum to correspond with 

adjacent PHI sites. No access to the site will be permitted from road R2 as this may be widened In the 

future to form a portion of district distributor D6, Access to the site will, therefore, be confined to Road 

Rl as indicated. 

To ensure that the development and layout of buildings and storage facilities on PHI and PHI related sites 

conform to prevailing practices and standards, it is recommended that individual developers seek CCPffl 

approval and conform to the requirements of EPD Advice Note 2/92. 

APH Consultants



B2.4.3 I(B) Deep Water Industry (DWI) Related Sites (1.68 Hectares) 

Sites 5/2 and 6/2 have been allocated to DWI purposes. By definition DWI development comprises 

industrial or warehousing operations which, by virtue of their nature require deep water berths. Activities 

which cannot prove such a requirement may be precluded from the acquisition of DWI lots. Facilities 

falling into this category include the bulk heavy oil storage and packing industry, the break bulk chemical 

industry, and the concrete batching and prefabrication industry. 

Each I(B) site is ascribed a plot ratio of 2,5 which results in a GFA of 23,300 m 2 and 18,800 or for lots 

5/2 and 6/2 respectively. Worker density should not exceed 30 persons per hectare according to the 

recommendations of the Study risk assessment. This will result in a total workforce of 50 persons for the 

two sites. The same height conditions applied to I(C) and PHI related sites are also recommended for the 

I(B) sites. Building setbacks of 6.0 metres have been applied to roadside lot frontages and 4.5 metres on 

all other boundaries. This has been undertaken to ensure adequate emergency vehicle access and to create 

adequate separation between buildings. A detailed site schedule is shown on Attachment 2. 

B2.4.4 Government Institutional and Community Provision (0*02 Hectares) 

A 225 m 2 4 G* reserve is provided on Site 2/2 and is intended for the construction of a sewage pumping 

facility. This is required to pump sewage for treatment at the Tseung Kwan 0 Treatment works. 

Site 4/2 is a combined reserve (G and LO) providing site servicing and recreational facilities. Details of 

open space provision are provided below. Services anticipated would comprise estate related offices and 

small scale commercial premises. It is not, however anticipated that these will be large scale facilities and 

only two to three storey structures wiU be permitted. A suggested treatment is provided in the landscape 

master plan accompanying the Study Final Report. No GFA is suggested as this should be decided with 

respect to demand upon the implementation of Area 137. 

B2.4.5 Open Space and Amenity (1.0 Hectares) 

A single amenity reserve amounting to 2.03 ha has been provided adjacent to Clearwater Bay Country 

Park. The reserve will permit adjacent buffer planting to ensure that the integrity of existing natural 

features is maintained. 

The HKPSG requires the allocation of 0.5 m 2 of open space per industrial worker (5 ha per 10,000 

workers). As this standard would only provide nominal open space generous provision is made on Site 

4/2 given the relatively isolated location of Area 137. The open space will be highly compatible to the 

service centre anticipated on the same site. 

B2.S 

ACCESS AND CIRCULATION (5,15 Hectares) 

Access to Area 137 will initially be achieved by an extension of Road D6 which will be extended as road 

R2. A reserve for D6 has been indicated on the plan. In the subject planning area, R2 will connect to 

road Rl via a roundabout in the southern area of the layout. No site access will be permitted from road 

R2. All road and footpath reserves have been indicated on Layout Plan 2. No parking will be permitted 

along site primary and secondary roads. Loading and unloading facilities and parking provision sufficient 

to the requirements of the HKPSG should be provided on each site. In order to avoid vehicular conflicts, 

road R5 will be limited to west-east one way traffic flow providing access to adjacent sites. Road R4 will 

culminate in a turning circle and will provide access to Sites 1/2 and 3/2. 

APH Consultants p age B~8



B2.6 IMPLE3VIENTATION 

B2.6.1 Site Formation 

Area 137 is proposed to be constructed as part of a rolling development programme. Land formation will 

commence in the area covered by LP1 and commence north via the area occupied by Layout Plan 2. 

Under current planning the first parcels of land could be formed by 1996. No firm date has yet been 

decided. 

B2*6.2 Stormwater Drainage and Services 

Stormwater culverts and their respective reserves have been indicated on LP2. The culverts will collect 

run-off from Clearwater Bay Country Park and site roads and discharge into the sea. 

Mains service reticulation will be provided incrementally upon the adequate consolidation of the 

reclamation. 

B2.7 LANDSCAPE PROPOSALS 

Layout Plan 2 provided for PHI and PHI related industry in the central section of the site. Within this 

section is a services reserve and smaller industrial units served by roads Rl, R4, R5 and R2 located at 

the foot of the Clearwater Bay Country Park. 

R2 and R4 have a 6m interface between the footpath and the developments allowing dense tree and shrub 

planting to be implemented. This will act in conjunction with planting immediately alongside the road to 

create smaller green fingers linking into to the main vegetation infrastructure. 

The service area will be primarily used for recreation although buildings will be incorporated for support 

facilities. A grassed area with seating will be incorporated to form a green pocket within the site, with 

space for some ball court facility to be developed at a later date. 

APH Consultants Page B-9





Site No. 

1/2 

2/2 

3/2 

4/2 

5/2 

6/2 

7/2 

8/2 

9/2 

Roads and 

Footpaths 

Total 

Land Use 

Site Area 

(Hectares) 

I(C) 10.72 

G(Pumping 0.02 

Station 

Reserve) 

I(C) 10.09 

LO+G 1.00 

I(B) • 0.93 

I(B) 0.75 

I(B) 2.26 

I(B) 2.10 

A 2.03 

5.15 

35.05 

PR GFA 

1.25 134,000 

- 

1.25 126,100 

- 

2.50 23,300 

2.50 18,800 

2.50 56,500 

2.50 52,500 

- 

411.200 

APH Consultants Page B-10


Find Report - Main, Report 

B3 LAYOUT PLAN 3 

B3J 

INTRODUCTION 

Layout Plan 3 (LP3) forms a composite part of the overall planting for Area 137 which has been 

undertaken under the Study. Following submission of the Preferred Concepts Report which identified a 

preferred land use layout for Area 137, layout plans at scale 1:1000 have been produced to reflect the 

Study findings. 


reclamation. The subject Layout Plan (LP3) depicts land use proposals for the northern portion of the 

proposed Area 137 development. 

B3.2 OBJECTIVES OF THE PLAN 

Layout Plan 3 provides for Deep Water Industry (DWI), reprovisioning of the SENT Landfill marine 

access, and areas of amenity. The main objective of the plan is to depict land use proposals defined in 

the Study and to provide a formal basis for land disposal. 

B33 


Area 137 is located to the south east of Tseung Kwan 0 New Town and is located between Fat Tong Chau 

and Tit Cham Chau. The total planning area amounts to 101.78 hectares which will be composed of 

reclaimed land with a mean formation level of -f 5 mPD. Layout Plan 3 is located in the northern portion 



Clearwater Bay Country Park to the east, Road R6 to the south and Fat Tong Chau, TKOEE and the SENT 

Landfill to the north. 

B3.4 LAND USE PROPOSALS 


Layout Plan 2; similarly Site 8/3, refers to Site 8 on Layout Plan 3. The numbering system is intended 

to aid the identification of specific lots on a given layout plan without cumbersome cross referencing. 

B3.4.1 I(B) Deep Water Industry (DWD Sites (15.85 Hectares) 

A total of 15 sites have been allocated to DWI purposes by definition. DWI development comprises 

industrial or warehousing operations which, by virtue of their nature require deep water berths. Activities 

which cannot prove such a requirement may be precluded from the acquisition of DWI lots. Facilities 

falling into this category include the bulk heavy oil storage and packing Industry the break bulk chemical 

industry, and the concrete batching and prefabrication industry. 

All 15 I(B) sites have been ascribed a plot ratio of 2.5 which results in a total GFA amounting to 396,600 

m 2 (See Attachment 3 for breakdown). Worker density will not exceed 30 persons per hectare in 

accordance with the recommendations of the Study risk assessment. Maximum building height should not 

exceed 30 metres. Applications for stacks, flues or other structure in exceedence of this height will be 

Consultants 

Pa % e B ' L1

Engineering Feasibility Study of Development of Tseung Kwan O Arm 137 


subject to visual and environmental impact assessments. It is recommended that the maximum building 

height recommendation is rigorously applied. 

Proposed access arrangements to each I(B) site have been depicted on Layout Plan 3. Although mean lot 

size amounts to 1.0 hectare, the boundaries of each site have been demarcated with a strong broken line. 

This prescribes an indicative lot boundary and provides flexibility to future planning by permitting the 

consolidation or subdivision of lots. 

A 6.0 metre building set back has been applied along front and rear boundaries and 4.5 metres along other 

boundaries. Set backs will ensure emergency vehicle access, provide adequate building separation and 

provide important breezeways. 

B3.4.2 I(Q Deep Water Industry (DWI) Sites (4.76 Hectares) 

Almost 20% of all deep water industry sites have been allocated to Industry Class (C) purposes. It is 

intended that these be reserved for storage purposes with the particular objective of realising Government's 

policy to remove existing dangerous goods godowns from the urban area. 

It is intended that 5 sites amounting to a total site area of 4.76 hectares be designated for I(C) DWI 

purposes. A plot ratio of 2.5 will apply which will generate a total GFA amounting to 119,000 nr. 

Building height restrictions and building set back recommendations applicable to I(B) DWI sites should 

also be applied to I(C) DWI sites. 

It is intended that all sites will have access to the 50 metre multi-user berth working area abutting the sea 

wall to the west of the site. The working area will be administered by Government to ensure that 

equitable access to the seawall is obtained. Emergency Vehicle Access to the Working Area will be 

provided from road R6 to the south of the layout and roads R9 and RIO to the north of the layout. 

B3.43 Government, Institutional and Community Provisions (3.59 Hectares) 

Two Government reservations have been provided an Layout Plan 3. An 100 m 2 reserve has been made 

for a sewage pumping station on lot 9/3 adjacent to Road RIO, The pumping station is required to provide 

a temporary facility for the SENT Landfill marine facility. 

A 3,58 hectare reservation has been provided adjacent to the seawall to provide for a multi-user berth 

working area. This will be used by lots which require access to deep water berths. It is anticipated that 

the facility will be administered by the Marine Department. 

B3.4.4 Open Space and Amenity (4.22 Hectares) 

Two amenity reserves of area 4.22 hectares have been provided adjacent to Clearwater Bay Country Park 

and Fat Tong Chau. The reserve will permit adjacent buffer planting to ensure that the integrity of 

existing natural features is maintained. 

B3.4.5 Other Specified Use (1.25 Hectares) 

A L25 hectare reserve has been reserved for the reprovisioning of SENT Landfill marine access which 

is required upon implementation of Area 137. The reserve comprises a 250 metre marginal quay with a 

50 metre working area provided to the rear of the quaywaE, Once SENT Landfill operations are complete 

the site could be handed over to another user for industrial development. Access to the site wiE be 

obtained from road RIO which will be maintained as a private road for the life of the landfill. 




B3.5 ACCESS AND CIRCULATION (7.46 Hectares) 

Access to Area 137 will initially be achieved by an extension of Road D6 which will be extended as Road 

R2. In the subject planning area R2 will connect to road Rl via a roundabout located to the east of the 

layout. No site access will be permitted from roads R2 and RIO. Road RIO win be maintained as a 

private road for the life of the SENT Landfill. All road and footpath reserves have been indicated on 

Layout Plan 3. No parking will be permitted along site primary and secondary roads indicated on the 

plan. Loading and unloading facilities and paiidng provision sufficient to the requirements of the HKPSG 

should be provided on each site. Recommended points of access to each site have been indicated on 

Layout Plan 3. 

B3*6 IMPLEMENTATION 

B3.IJ.1 Site Formation 

Area 137 is proposed to be constructed as part of a rolling development programme. Land formation will 

commence in the area covered by LP1 and commence northwards to sites depicted on Layout Plan 3. 

Under current planning the first parcels of land could be formed by 1996. No firm date has yet been 

decided. 

83.6,2 Stormwater Drainage and Services 

Stormwater culverts and their respective reserves have been indicated on LP3. The culverts will collect 

run-off from SENT Landfill, Clearwater Bay Country Park and Fat Tong Chau respectively and discharge 

into the sea. 

Mains service reticulation will be provided incrementally upon the adequate consolidation of the 

reclamation. 

B3.7 LANDSCAPE TREATMENT 

Layout Plan 3 covers the northern section of the site adjacent to Fat Tong Chau and the SENT Landfill. 

This area incorporates Deep Water Industries and a 50 metre wide working area. The area is served by 

feeder roads R6, R7, R9 leading from a major roundabout on road D6. The roundabout and planters will 

be provided with ornamental shrub treatment. 

An extensive area of buffer planting will be implemented at the base of Fat Tong Chau and along a 7m 

strip at the interface to the SENT Landfill site. A 6m wide planting zone has been allocated along the 

working area, but planting will be intermittent to allow for access and to form a gentle merger with the 

hilly backdrop. 

Consultants Page 3-13





Site No. 

1/3 

2/3 

3/3 

4/3 

5/3 

6/3 

7/3 

8/3 

9/3 

10/3 

11/3 

12/3 

13/3 

14/3 

15/3 

16/3 

17/3 

18/3 

19/3 

20/3 

21/3 

22/3 

23/3 

24/3 

25/3 

26/3 

Road and Footpaths 

Total 

Land Use 

G(Multi-User 

Berth Working 

Area) 

KB) 

I(C) 

KQ 

KB) 

I(B) 

ou' 

A 

G{Pumping 

Station 

Reserve) 

A 

I(B) 

KB) 

I(B) 

I(B) 

KB) 

KB) 

I(B) 

KB) 

KB) 

KB) 

KQ 

I(C) 

I(C) 

I(B) 

A 

1(B) 

- 

Site Area 

(Hectares) 

3.58 

2.22 

2.32 

1.01 

1.00 

1.05 

1.25 

2.12 

0.01 

0.89 

0.57 

0.71 

1.05 

1.13 

1.57 

1.36 

0.93 

0.82 

0.70 

0.44 

0.48 

0.50 

0.45 

0.60 

1.21 

1.70 

7.46 

37.13 

PR 

- 

2.50 

2.50 

2.50 

2.50 

2.50 

- 

- 

- 

- 

2.50 

2.50 

2.50 

2.50 

2.50 

2.50 

2.50 

2.50 

2.50 

2.50 

2.50 

2.50 

2.50 

2.50 

- 

2.50 

- 

GFA 

(m2) 

«. 

55,500 

58,000 

25,300 

25,000 

26,300 

- 

. 

_ 

- 

14,300 

17,800 

26,300 

28,300 

39,300 

34,000 

23,300 

20,500 

17,500 

11,000 

12,000 

12,500 

11,300 

15,000 

. 

42,500 

- 

515,700 

APE Consultants 

Page B-14

Suggested Modifications 

to Tseung Kwan 0 OOP



APPENDIX C 

SUGGESTED MODIFICATIONS TO TSEUNG KWAN O ODP 

Cl 

IMPLICATIONS FOR THE CURRENT ODP 

The planning brief requires that impacts on the current ODP which arise during the course of the Area 

137 Study should be highlighted in the Final Report. The impacts identified may have a corresponding 

impact on the approved Outline Zoning Plan (QZP), The main planning impacts are listed below. 

The extent of land formally allocated to PHI development amounted to 20 hectares. The Study has 

established that the demand for PHI sites may be substantially stronger than that originally identified. The 

outcome of this is that the land use budget outlined in the ODP is significantly different from that 

recommended by the Consultants, Similarly, the findings of the Risk Assessment undertaken under the 

Study, have suggested that worker densities are restricted to 20 workers per hectare for PHI development 

and 30 workers per hectare for DWI development. Modification to the employment assumptions made 

in the ODP are therefore required. 

Upon acceptance of the Consultants layout plans, the ODP can be modified to reflect the disposition and 

composition of land uses. The preferred seawall alignment should also be depicted. 

The proposed road alignment depicted in the preferred layout plans should be incorporated on the ODP. 

Road details should include the proposed extension of distributor road D6 through Area 137. 

Work undertaken with regard to the Western Coast Road has indicated that population thresholds assumed 

in the ODP may not be achieved if improvements of the existing external road network, including the 

Western Coast Road, are not promptly implemented. It has also transpired that capacity of current road 

links has been based not on the ODP population, but that derived by the Metro Planning Group. This 

implies that the ODP target population may not be achievable within the time period envisaged and with 

regard to the currently planned transport links. Review of the ODP in this respect is therefore, required 

and planning assumptions should be modified as appropriate. 

The Study has provided an indicative layout for Area 13 L The layout, subject to further study, should 

be incorporated on the ODP. The layout requires the realignment of road D9. 

Finally, all of the above should be reflected in modification and amendment of the ODP written statement. 

APH Consultants

m 

•" 

Draft Final Report 

Comments & Responses



COMMENTS 

RESPONSES 

CIVIL ENGINEERING DEPARTMPvr 

Your response to my previous comment on providing 

more reference for the downtime criteria is not 

satisfactory. More specific source for establishing 

the downtime criteria should be given. It is not clear 

whether the excess of both the critical Hs and Tp is 

required for causing suspension of operation. 

I would like to reiterate that access for future 

maintenance of the seawall underneath the quay 

structures should be taken into account in the design 

of these structures. 

The report should address if land resumption and 

clearance would be required for the proposed 

developments in Area 137. 

Please assess the possibility to open a public dump in 

area 137 and indicate the timing in the 

implementation programme as appropriate (Figure 

10.2 & 10.3 refer). 

It is understood that Director of Planning has written 

to PM/SENT recently, raising the issue of the 

possibility of rock caverns behind Area 137. 

The definition of operational downtime criteria is highly site 

specific and there are no general sources of information. 

The values as presented are based on APH experience and if 

required could only be refined by detailed physical model 

tests. Generally, it may be anticipated that Tp is more 

critical in the suspension of operations than Hs. 

Noted. 

No land resumption or clearance would be required for the 

development of Area 137. 

As discussed in Section 10, Public dumping Is proposed for 

the completion stage of the project commencing late 1997. 

A comment on the possible use of caverns behind Ami 137 

will be included in the text. 

ii) Section 2.2.1 

"OPD" in para. 2 and 4 should read "OOP". 

Text will be amended. 

Figure 3.3 

The report should address if typhoon moorings would 

need to be planned in conjunction with the proposed 

floating docks facilities in Area 131. 

Section 5.2.1 

I fully support the proposal to adopt the reclamation 

methods within minimum removal of the marine mud 

at the site. 

The Area 131 layout was developed for hydraulic modelling 

purposes only. Consideration of typhoon moorings is not a 

requirement of the Brief or the additional work performed 

for Area 131. 

Noted. 

Section 5,2.2 

The assessment of total consolidation settlement of up 

to 3.1 m and the design of vertical drains to 

accelerate the settlement are based on limited ground 

investigation data. I concur with your 

recommendation that the design (settlement and 

vertical drain design) should be confirmed/reassessed 

by further ground investigation at the detailed design 

stage and also during the first phase of vertical dram 

installation. 

Noted. 

There Is a major natural slope, with cliff, to the east 

of the proposed internal access road, R2, which runs 

along the edge of the Clearwater Bay Peninsula. The 

stability of this slope should be investigated, with 

remedial works proposed as necessary, at the detailed 

design stage. 


Appendix D-J



COMMENTS 

RESPONSES 

Section 53.1 

The two reasons stated in the report to justify the 

removal of marine deposits along the edge structures 

are superficial. This has been commented upon at 

the Preferred Concept Plan Report, and I suggested 

that the alternative of founding the edge structures on 

the marine mud by pretreatment of the foundation 

with deep chemical mixing should be kept open. 

You responded that this would be reviewed in the 

light of the site investigation laboratory results. 

Perhaps, you should carry out the review before 

finalising the Final Report. 

The possibility of marine deposit being stronger than 

normal has been noted in the Draft Executive 

Summary (DES, page 5) but this has not been noted 

in the report. The alternative construction method, 

as noted above, should also be highlighted in the 

Draft Executive Summary. 

Please note that under WBTC Nos. 6/92 and 22/92, 

the need to dredge OJ Mm* of uncontaminated mud 

or any qualities of contaminated mud should be 

justified and agreed by the FMC. 

The preliminary site investigations have indicated a marine 

deposit layer thickness on the proposed seawall alignment of 

11 to 15m, with an average of 12m. Farther, it would not be 

necessary to remove more than this layer to provide adequate 

seawall stability. As such the findings of WP6 remain valid; 

the more so if fun depth removal due to higher strengths is 

not confirmed as being necessary. 

Equally, the possible retention and drainage of the layer 

should be kept open at the detailed design stage. 

Noted. Text will be amended. 

Noted. 

Section 533, 

Anchored steel sheet piled retaining wall Is proposed 

for seawall construction inside basin. Please clarify 

if the maintenance cost has been compared with other 

types of seawall construction. 

Recognition has been given to the potentially higher 

maintenance costs associated with a sheet piled solution. The 

adoption of a lower maintenance solution if required 

(blockwork) would have a 1% effect on project costs. 

In adopting an anchored sheet pile retaining wall as 

the edge structure for the basin berths, particular 

attention should be given to corrosion protection 

under the marine environment. 

Section 5.4 

The report states (also on page 5 of DES) that 9 Mm 3 

of marine fill has been provisionally allocated to 

Area 137 by the FMC and that the shortfall (6 Mm 3 

out of 15 Mm 3 ) could be made up with a larger 

allocation. This is not correct, as advised before at 

ihe Prelerred Concept Report Plan report stage. The 

FMC has not yet allocated or reserved any marine 

borrow areas for Area 137 and the allocation would 

likely be made at the tender document stage. The 

report should be amended to reflect the actual 

situation. 

A misunderstanding has arisen over the information given at 

our earlier discussions with FMC. Hence the earlier 

comment on the Preferred Concept Report was equally 

misinterpreted. FMC have been contacted and the position 

clarified. The text will be amended to eliminate reference to 

the preliminary allocation. 

Section 5.5 

It :s not possible to identify 4 dumping ground for 

the dredged material at this feasibility study stage. 

It is possible that the dredged material may be 

disposed of in redundant marine borrow pits, as 

suggested in the report, but it is also possible that the 

material may have to be disposed of to gazetted 

dumping grounds. 

Text win be amended to include reference to gazetted 

dumping grounds. 

APH Consultants Appendix D-2

Engineering FeasMity Study of Development of Tseung Kwan 0 Area 137 


COMMENTS 

RESPONSES 

Section 5.7 J 

It is understood that Area 137 will be reclaimed 

generally to 4-0.5mPD with crest of the seawall at 

4-6.5 or 4-7.5 mPD and may lead to ponding of 

water. The report should address the provision of 

adequate surface drainage to avoid ponding of water. 

Text will b« amended to include avoidance of ponding as an 

objective. The preliminary design has taken this into 

account where appropriate. 

DRAINAGE SERVICES DEPARTMENT • MAINXANB SOUTH DrVTSTOIV 

(a) 

(b) 

(c) 

As indicated in paragraph 3 of Section 5.9.2, the 

sewage flows from Area 137 could be increased by 

2000 cum/d, which is over 60% of the estimated 

total flow from Area 137, should the gas production 

facility be more extensive than planned. Please 

advise what allowance or contingency will be made 

in the sewerage design of Area 137, and accordingly 

the capacity of the Treatment Works, to account for 

the capacity of the Treatment Works, to account for 

variations of such kind in development and future 

land use. 

The detailed design of interim works and outline 

design of Phase II Works for Tseung Kwan 0 

Sewage Treatment Works will be commenced 

shortly. Please urgently confirm the quantity of 

sewage flow from Area 137 to be allowed within the 

said designs. Perhaps, PM/SENT, as the client 

department for both the subject study and the said 

designs, may wish to pursue further. 

It appears that the unit tlow rates adopted in Table 

5.6 do not conform with those recommended in Civil 

Engineering Manual or Sewage Strategy Study. 

Your elaboration will be appreciated. 

rVefiminary sewerage design for Area 137 is based on the 

provisions contained in the land use plan. Final sewerage 

design will be based on firm proposals for the planned 

facilities. It is considered that adequate allowance in the 

design statement for TKO sewage treatment plant has been 

made as noted below. 

Adequate allowance has been made in the design statement 

for TKO sewage treatment plant Phase II for anticipated 

flows from Area 137. The allowance is 4,500 nrVday in 2001 

''Stage 11" and 6 J50 m 3 /day in 2011. 

Unit flow rates are based on Sewage Strategy Study except 

for gas production where the rate is based on equivalent 

existing facilities. Estimated Sewage flows (Table 5.61 have 

been derived for year 2011 by interpolation from the Sewage 

Strategy Study as shown below: 

WIT FLOW FACTORS * SSS 

TKO AREA 137 - 

DRAFT FINAL 

REPORT 

FlowTyp* 

Unit 

l»* 

(mtfday) 

2021 



COMMENTS 

RESPONSES 

(d) 

However, it is worth noting that unit flow factors as 

suggested in SSS are apparently for global 

consideration and it may not be appropriate for using 

them for detailed design in a local area such as Area 

137 development. 

It is suggested in para 2 of Section 5.9.3 that flows 

from Area 137 will be temporarily pumped into the 

sewer system of Tseung Kwan O Industrial Estate. 

As there is no provision made within the sewers of 

TKODB for flows from Area 137, please clarify how 

this temporary arrangement can be done without 

causing adverse consequence. 

Noted: In this case, it is considered most appropriate to use 

these factors for outline design of Area 137 development, 

until specific (and more exact) information is available about 

the actual industry which will use Area 137. 

Temporary pumped flows from the SENT landfill marine 

access in Area 137 to TKO sewers will less than 1% of 

capacity and therefore insignificant. Alternatively, it may be 

possible to utilize self-contained (chemical) units which would 

eliminate these sewage flows. 

ENVIRONMENTAL PROTECTION DEPARTMENT 

(I) 

AIR QUALITY IMPACTS 

Section 8 - Western Coast Road 

(1) Section 8.6.2 

The results of air quality impact assessment for both 

options in Tables S.4 & 8.5 are consistent with the 

data previously presented and the modelling 

methodology agreed with EPD. 

For mitigation for both options by extension of 

enclosure, would the Consultants please confirm that 

the methodology used tor the assessment of the 

residue air quality impact is the same as the 

methodology previously agreed with EPD and advise 

on the length of extension required For mitigation 

by employing semi-enclosure or enclosure with free 

venting louvres, would the Consultants please 

provide us with further details in respect of the 

mitigation measures, the assessment methodology of 

the residue air quality impact and the predicted value 

of the residue air pollution level at the sensitive 

receptions upon the implementation of the mitigation 

Regarding the air quality inside the enclosure, would 

the Consultants please confirm that the air quality 

within the road enclosure would comply meet with 

the EPD 1 Tunnel Air quality guidelines which are as 

follows : 

Pollutant 

CO 

N



COMMENTS 

RESPONSES 

Both 13Cm and 135m enclosures for Option A will carry 

3036 vebkle/hr with 62% of heavy vehicles while Route 5 

extension (200m tunnel) is expected to carry 3444 vehicle/hr 

with 68% of heavy vehicle. By comparison, it is expected that 

it is unlikely to violate the EPD's Tunnel Air Quality 

Guidelines for 130m and 135m enclosures in Option A. 

In Option B, the predkted air quality values for the 115m 

enclosure are 12 ppm (CO), 0.15 ppm (N0 2 ), and 1.5 ppm 

(NO). Since the 110m enclosure is expected to operate under 

similar traffic condition, both of them will comply with the 

EPD's Tunnel Air Quality Guidelines for 115m enclosure. 

Section 9 - Environmental Assessment 

(2) 

Section 9.4.3 

The main air pollutants emitted from the town gas 

manufacture from naphtha is Nitrogen Oxides. The 

maximum emission rate from the plant is merely 

about 3 g/s. In view of the above, the Consultants 

may need to consider reviewing the suitability of 

siting a gas production facility in TKO 137 given that 

both the I hour and 24 hours AQOs for nitrogen 

dioxide are considerably tower than the 

corresponding AQOs for sulphur dioxide. 

Based on the existing Ma Tau Kok gas production plant, a 

typical X0 a emissioa rate of 15 g/m : /day has been derived. 

This assumed emission rate thus corresponds to a cyclic 

catalytic gas production facility of about five times the 

capacity of Ma Tau Kok. With the same assumptions as 

presented in Section 9.4.5, the NOj concentration exposed by 

the Srs at Tseung Kwan 0 New Town due to the emissioa 

from the site will reach 32 /ig/m 3 (24 hour average). Since 

the final report on TKOFSOFD predkted maximum SO 5 

concentrations of 220 /tg/m* (after relocation of Shiu Wing 

phis 1 g/m 2 /day) at the southeast comer of the Tseung Kwan 

0 Mew Town, the corresponding maximum NO^ 

concentration will be 8 Mg/ui 5 with the assumption of fuel oil 

(Oo% sulphur content). Hence it is likely that the nitrogen 

dioxide emitted by the proposed gas plant will not impact on 

Srs. 

(3) 

Section 9.4.5 

Given that the Deep waterfront Industries (DWI) uses 

have not been finalised and that the Potentially 

Hazardous Installations (JPHIs) uses are considered by 

the Consultants as unlikely to include combustion 

equipment except of course the gas production 

facility, it is appropriate to include a statement in the 

report to highlight that "No Fuel Intensive 1 * uses 

should be allowed in the TKO 137 as a land use 

constraint. The last statement of this section says 

that the emission of the gas production facility at area 

137 will not impact on SRs. I have reservation on 

this assertion as the main emission of concern from 

a town gas production plant is nitrogen oxides apart 

from the sulphur dioxide. 

Noted. Please refer to response an Section 9.43. 

(4) 

Section 9.4.8 

I support the Consultants' recommendation of 

conducting individual air quality impact studies for 

major industrial development when specific details 

are ioiown. Regarding the issue of ensuring an air 

quality impact assessment be carried out for an 

industrial development in TKO 137 wiih air pollution 

potential, EPD would look after its implementation 

through the ER/EIA process and the prospective land 

user of TKO 137 should be alerted on the land use 

constraint in respect of fuel usage prior to starting 

any ER/EIA process. 

Noted. 


Appendix Do



COMMENTS 

RESPONSES 

(5) Table 9.5, Air Quality, Particulars, compliance 

monitoring 

As the 24 hours AQO for TSP is not to be exceeded 

more than once per year, it is desirable to set the 

action level below the 24-hour TSP AQO. 

Noted. 

(ED 

NOISE IMPACTS 

(1) Section 1.1- Area 131 development and traffic effect 

on WCR. 

It is noted that noise impact from preferred dockyard 

facilities in Area 131 has not been included in this 

DFR. For the noise mitigation measures on Western 

Coast Road, it is considered prudent that* the 

dockyard related traffic should be taken into 

consideration in formulating the required noise 

mitigation measures. Could the Consultants con Arm 

whether such traffic have been considered 

The traffic generated by a possible four floating drydocks in 

Area 131 has been included in the assessment. Consideration 

of the noise generated by the development itself is beyond the 

scope of the Brief. 

(2) 

Section 8.6.1 - Noise impact from Western Coast 

Road 

We concur with the noise impact assessment 

contained in this Section 8.6.1. It Is therefore vital 

that ail recommended noise mitigation measures in 

connection with Option B which include opentextured 

road surface, semi-road enclosures and full 

road enclosures shown in Figure 8.4 must be 

incorporated and in place before the operation of the 

road in order to realize a reasonable landuse 

redevelopment arrangement contiguous to the 

Western Coast Road. Relevant departments such as 

Highway, Transport and Housing should be advised 

of the recommendation and agreement in principle 

sought for the sake of a coherent planning allowing 

busy roads to run near noise sensitive residential 

buildings. Fine-tuning of road alignment to precisely 

determine the extent of noise mitigation measures is 

appreciated. However, it is unlikely that the 

recommended form of noise mitigation measures 

could be substantially changed. 

Noted. 

(3) 

Section 9.5.3 

137 

Operation noise impact from Area 

The para, does not indicate whether further operation 

noise from Area 137 will be of concern. On the 

basis of landuse arrangement shown in Figure 3.4 t 

the Consultants must be able 10 quantify noise from 

the proposed storage operations. A statement 

advising further operators to comply with the 

guidelines contained in the HKPSG is tar from 

satisfactory. 

The worst-affected sensitive receivers are located at Siu Sai 

Wan, about 13 km from the boundary of *Vrea 137. 

According to HKSPG the day-dune and night-time criteria 

for operational noise are 60 dB(A) and 50dB(A) respectively. 

To achieve this leyei at the SRs at Siu Sai Wan the Area 137 

boundary sound power levels, for all of the noise sources 

should not exceed 129 (day-time) and 119 dB(A) (night-time). 

It is considered that these site boundary sound power levels 

would not be exceeded by the operation of Area 137. 

However simple measures such as factory and building 

orientation, etc. should be used to minimise noise levels at 

the site boundary. 




COMMENTS 

RESPONSES 

(4) Section 9.5.4 - Construction noise impact 

It is noted that noise assessment was based on the 

anticipated numbers and types of PME shown in 

Tables 8.15 and 8.16 of the Preferred Concepts 

report. The question is whether the same numbers of 

PME will be operational within the restricted hours. 

Given the many kinds of activities in Table 9.4 that 

will exceed the nighttime NCO statutory noise level, 

I would prefer the Consultants to realistically review 

the numbers of PME likely to operate during 

restricted hours and adjust the predicted noise levels 

at the sensitive uses. 

At present insufficient details regarding the construction 

method and plant to be used are known. It is recommended 

that during the detailed design/tender stage, specific 

proposals will be made by the Contractors which will be 

examined for compliance. 

It is also necessary to distinguish between "daytime" 

of the restricted hours under the definition of the 

NCO and the general daytime of weekdays. 

Although there is not statutory noise limit on general 

daytime of weekdays, it is now a practice that a 75 

Db(A) Leq(30min) from the related construction 

alone (or 10dB(A) excess of the L90 at rural setting 

receiver) should not be exceeded at a receiver. The 

Consultants may like to incorporate the limit for the 

purpose of subsequent monitoring use at Chai Wan. 

(5) Table 9.5 

Following the comment on daytime within restricted 

hours/weekdays, it is obvious that amendments to the 

contents under respective columns of "Objective", 

"Standard" and "Frequency/Timing" are required. 

Target levels within the restricted hours are ANLs 

and not ANL-lO suggested in the footnote. Trigger 

and action levels are normally below the target level. 

However, it is reported that sometimes It is 

impractical to set the levels lower than the ANL due 

to enforcement difficulties. Instead, trigger is set 

against ONE complaint received and action is set 

against more than ONE complaint received from the 

construction concerned. Should measured noise 

levels initiated by "trigger" exceed the "target", 

mitigation will be provided. On the contrary, step 

up/frequent noise monitoring will be provided under 

the requirement of "action". 

Noted, these tables will be amended for the final report. 

OT> 

WATER QUALITY IMPACTS 

(1) Section 5.9.4 

Since there is only preliminary treatment at the 

existing TKO STW, is the primary treatment a new 

proposal by the Consultants 

Agreed, text will be amended. 

09 Section 9.3.3 - Impact on Tung Lung Chau FCZ 

It is said in the report that the worst case scenario 

will give a suspended solids concentration of 1.6 

mg/l. We think this is not necessarily the worst case 

because the calculations previously submitted by the 

Consultants showed that a value of 4 - 5 mg/l may be 

reached under the assumptions. Nevertheless, both 

figures exceed the 30% increase in WQO. 

Some early working notes were provided prior to a proposed 

meeting for the purpose of speeding up the consultation 

process which should not now be treated as 4 formal 

submission of calculations. The Eastern Buffer WCZ in 

which the Tung Lung Chau FCZ is situated had suspended 

solids concentrations for 1990 in the range of 0.67mg/i to 

12mgA with an average of 3 Jmg/L The i.6 mg/l is



COMMENTS 

RESPONSES 

and compliance monitoring and enforcement of Action Plans 

win be essential. 

(3) Referring to our previous comments on Section 8.4,3 

& 8.9.1 of the Preferred Concept Report* the 

Consultants do not make clear in this DFR what 

dredging methods and field measures will be used to 

mitigate the water quality impacts during dredging 

and reclamation. Also, no specifications regarding 

this requirements of water quality monitoring 

programmes for dredging and reclamation are given. 

It is understood that grab dredging will be employed. Some 

mitigation measures are recommended in the Report for this 

method. However it is further recommended that silt 

curtains are employed and overflowing of barges is 

prohibited. These further recommendations will be included 

in the Final Report along with water quality Monitoring 

programmes. 

(IV) 

VISUAL IMPACTS 

If the objective of section 9.7 is to assess the visual 

impacts of the preferred option then the report has 

certainly failed to achieve that. 

There is no assessment of any kind on what are the 

potential impact and how serious they are, and there 

is not even one figure to illustrate the problem. 

When responding to our previous comments on the 

Preferred Concept Report the Consultants have 

agreed that the visual impact is "both significant and 

undesirable". Devoting only one page of general 

comments in this report doesn't seem to reflect that 

kind of assessment. 

Section 9.7 is a summary of the longer visual impact section 

in the Preferred Concept Report. It does acknowledge that 

the development will be visually significant. There is a lack 

of detail regarding what the development will ultimately 

comprise. However the visual section will be enlarged and 

illustrated and the suggested discussions will be undertaken. 

Soft landscaping is not the only measure to solve a 

visual problem. In fact this is often only used as a 

complementary measure. Site formation levels, area 

layout, site and plant layout and height restriction are 

the things that should be considered first (very 

appropriate at this stage), complemented by soft 

landscaping with perhaps planting at strategic 

locations. It is clear that unless the problem is 

tackled at the earliest design stage many of the 

options will be gone. 

To summarize, it is considered that the visual section 

is unacceptable, not even close. A more detailed 

assessment should be required. We shall be happy to 

discuss with the Consultants if they would contact 

our Mr. Simon Hui at S3 5 1105. 

(V) 

RISK ASSESSMENTS 

(I) Section 3.3.8, Pg 3-5 

CCPHI has just completed a review of the Interim 

Risk Guidelines (IRG) taking into account the 

experience in implementing and enforcing the 

guidelines. The review recommends that the IRG 

should now be finalised, which means that the 

individual risk guideline should remain at 1 in 

100,000 per year, i.e. 1 x 10* per year. The 1,000 

fataliry cut-off limit in the societal risk guideline 

should be retained. In addition, an "as low as 

reasonably practicable (ALARF)* region in two 

orders of magnitude is incorporated in the societal 

risk guideline. This is to ensure that ail reasonably 

practicable measures which can reduce nsk should be 

considered unless the measures are not cost effective. 


APR Consultants Appendix D-8

Engineering Feasibility Study of Development of Tseung Kmn 0 Area 137 


COMMENTS 

RESPONSES 

(2) Section 3.3.9, Pg. 3-5 

At its 32nd Meeting held on 24.11.1992, one CCPHI 

member pointed out that since the risks reported in 

the supplementary information (i.e. the risks 

associated with the berthing of vessels) were not 

incorporated into the findings of the Working Paper 

No. 7, the risk assessment in the WP No. 7 did not 

reflect the complete picture. As a follow up action, 

PM(SENT) undertook to ask the Consultants to 

prepare a further report on the combined effect of the 

risk identified in the WP No. 7 as well as those 

assessed in the supplementary information note (i.e. 

Annex 3 to WP No. 7). 

In accord with the comments made and a formal request 

from PM(SENT), a combined risk assessment including those 

associated with shipping incidents at or dose to the Jetty, 

Adke wfll be sought from PM(SENT) as to the extent of 

inclusion required in the final Report. 

After the Consultants have responded to the issue 

raised at the meeting, CCPHI will discuss the case 

further at iu next meeting before coming to a 

conclusion. 

It is noted that the risk associated with the shipment 

of hazardous substances approaching the jetties has 

not been addressed in the Draft Final Report and 

therefore further clarification is required from the 

Consultants in this aspect. 

(VI) 

WASTE MANAGEMENT 

(1) Section 5.4 

The Consultants identified a number of possible 

additional fill resources for the captioned project. 

However, no preferred option is specified. It should 

be noted that the options of screened construction 

waste or public dumping will fall in line with our 

current waste management policy and are therefore 

preferred from the environmental point of view. 

The preference for screened construction waste/public 

dumping is noted. 

(2) Section 9.6.1 

"Waste Management Plan": in the third line of this 

paragraph should read "Waste Disposal Plan". 

Noted. The text will be amended accordingly. 

(3) Section 9.6.2 

Instead of leaving the problem until the specific 

industries are known, the Consultants should take a 

more positive approach to discuss the MARPOL 

Waste management strategy in terms of, for example, 

the different possible scenarios of MARPOL Waste 

arising in the area and the capacity of the CWTF to 

handle such waste, etc. 

Further detail with regard to waste management is contained 

in the Preferred Concept Report. The CWTF is designed to 

treat likely wastes arising. While the capacity of the CWTF 

is known the available capacity to treat waste when Area 137 

becomes operational is unknown and depends on how well 

the CWTF is used by various industries. 

(VH) 

SENT LANDFILL INTERFACE 

(1) Section 2.3.2, 1st and 2nd paragraphs 

The description of SENT landfill and Advance 

Works Contract is not entirely accurate. Our 

previous comments on the corresponding sections in 

Working Paper No. 4 and die Alternative Concepts 

Report have not been adopted. 

Noted. Text will b« amended. 




COMMENTS 

RESPONSES 

(2) Section 2.3.4, 3rd paragraph 

The construction programme of Road D6 is 

inaccurate. I suggest this paragraph be re-written as 

follows : 

Noted. The text will be amended accordingly. 

"Road D6 will be constructed initially to a 

roundabout in the north of the TKODE to provide 

access to the industrial estate. A stub will be 

provided from which temporary access to the 

adjacent SENT Landfill site will be provided. The 

present proposals as regards the southern extension 

of D6 are that the section of road reserve between 

TKQIE and SENT Landfill up to and including the 

tip of Fat Tong Chau will be handed over to the 

SENT Landfill contractor as working areas once 

TKOffi contract works in the area are complete, 

anticipated to be early 1995. 

(2) Section 2.3.4, 3rd paragraph ... cont'd 

The landfill contractor will then complete the 

formation of this section of Road D6 and hand the 

area back to Territory Development Department for 

the construction of road within 11 months or receipt 

of notice. Completion of the D6 extension to the 

south of Area 137 would therefore be anticipated by 

mid 1997." 

(3) Section 10.3.2, 3rd paragraph 

Regarding the consideration of constraints, it should 

be noted that the section of road reserve to be handed 

over byTKOGE to SENT Landfill contractor by early 

1995 will not yet be formed. PM(SENT) previously 

agreed that the SENT Landfill contractor will be 

given 12 months* possession of this section to 

excavate Fat Tong Chau and carry out the road 

formation work. 

Noted. 

(4) Section 10.3.5, 3rd paragraph, Initial Works 

The proposed joint use of the Road D6 reserve seems 

not feasible. The whole of the reserve will not be 

handed over to EPD until early 1995. In mid-1995, 

site formation work at the reserve will still be in 

progress. It is not desirable and may not be 

practicable, to allow traffic to pass through the 

unformed reserve, I must reiterate my previous 

comments regarding seeking permission from the 

HKIEC to allow the Area 137 construction trarfic to 

gain access through the TKOIE area, which seems 

not to have been taken up by the consultants. 

As a result of further discussions with PM(SENT), the 

combined use of the Road 06 reserve will not be considered 

further. 

(5) Hg. 4.1 & similar 

The SENT Landfill barging point will be used by 3 

separate parties and each of them will require a 50- 

metre wide working area behind the seawall. 

Independent access to each of the 3 users should be 

provided. 

The layout of the reprovisioned access facilities is ia 

accordance with previously advised requirements. We 

consider that the internal layout of this area is a matter for 

the SENT Landfill operator to resolve. 

APH Consultants Appendix D~10



COMMENTS 

RESPONSES 

(Vffl) ENVIRONMENTAL MONITORING & 

AUDITING 

General 

(1) The Consultants should provide sufficient directions 

and recommendations on how the project 

Environmental Monitoring and Audit (EM&A) 

Manual is to be prepared and should include, inter 

alia, the following : 

Noted; the text will be amended to cover these new 

requirements. 

(a) 

(b) 

(c) 

The Project Proponent should be required 

to prepare an EM&A Manual. The 

Manual is an important management tool 

to follow up the environmental issues of 

the ftjture construction contract, and the 

recommendations of the EIA study, etc. 

The Manual should be designed to 

provide guidance to environmental site 

staff to undertake the EM&A works. 

These staff should be independent from 

the Contractor. 

Environmental monitoring equipment for 

the project works should be provided by 

the project proponent/Engineer, with 

availability on award of contract to 

enable, inter alia, recovery of 

baseline/backgroundmonitoring data prior 

to the commencement of construction 

works. Experiences with the Airport 

Core Projects revealed that to ensure the 

timely implementation of the monitoring 

works, under no account should the 

construction contractor be made 

responsible for the purchase of 

equipment. 

The EM&A Manual should be submitted 

to DEP one month after commencement 

of the Contract, in advance of the 

commencement of baseline monitoring. 

(d) Monthly EM&A reports should be 

submitted after submission of the EM&A 

Manual, and the recovery and reporting 

of baseline data. The first report should 

preferably be submitted one month after 

the commencement of construction works. 

(e) 

The timings are for guidance only, but it 

is important that the relative timings 

between the submission of the EM&A 

Manual, the commencement of baseline 

monitoring, the commencement of works 

and submission of the list monthly 

EM&A report are compiled with. 

Notwithstanding the above, consideration 

should be given to the recovery of 

baseline data pnor to the award of 

contract to enable the recovery of more 

representative baseline conditions. 

Appendices which provide guideline in 

the following areas are attached : 


Appendix D-ll



COMMENTS 

RESPONSES 

Guidelines - 

Definition 

forEM&A - 

EM&A Manual 

Format - Appendix 

A 

EM&A Monthly 

Report Format - 

Appendix B 

Monitoring Data 

Report Format - 

Appendix C 

Appendix D 

(2) In addition to providing details of site management, 

project programme and environmental protection 

requirements in contract documents, land lease and 

engineering conditions, etc. the Manual should 

provide, inter alia, guidance/instruction to resident 

environmental site staff on EM&A procedures and 

protocols with respect to the following area : 

(a) 

(D) 

(c) 

(d) 

(e) 

(f) 

(g) 

the construction programme and the 

required EM&A programmes to assess the 

environmental impacts at Tseung Kwan O 

Area 137 with time; 

the location, frequency and type of 

environmental monitoring and audit 

requirements to assess environmental 

impacts of the construction; 

the form/content of event/action plans 

(including any emergency plans) tor air 

and water quality, and noise impacts; 

review of pollution sources and working 

practices/procedures required in the event 

of environmental pollution levels being 

exceeded; 

the content/presentation of monitoring 

data, their audit, and actions taken with 

respect of non-compliance with 

environmental pollution levels; 

appropriate report formats/frequency of 

submission/special event report, ate.; 

complaints/consultation procedures; 

(h) equipment service/calibration 

requirements; 

(5) sensitive receiver locations, 

(3) The concept of event/action plans should be 

developed (and tabulated), including the 

aiscrimination of the responses (trigger/action/target 

levels) required for increasing pollution levels. 

Staged implementation of remedial measures is seen 

as a means to avoid as far as possible senous 

deterioration of snvironmentai quality to the point 

where conflicts may arise between the Project 

Engineer (Client) and the Contractor, 




COMMENTS 

RESPONSES 

(4) Careful consideration should be given to the timing 

of submission of the EM&A Manual and EM



COMMENTS 

RESPONSES 

GOVERNMENT SECRETARIAT - ECONOMIC SERVICES BRANCH 

Section 10 

On "Implementation Programme I", would the consultants please 

clarify what they mean by "Government funding" I presume 

that the land lot* for deep waterfront industriei (DWI) and 

potentially hazardous installations (PHI) will still have to be 

disposed in the free market and hence they will fetch full market 

values. I understand that this can be achieved without much 

difficulties because, according to this study, the demand for PHI 

sites and, to a lesser extent, DWI sites in Hong Kong is strong. 

Also related to implementation, I think the discount rate used by 

the consultants, at 2.5% in real terms, is on the low side. 

Normally we use 4% for Government projects. 

"Government funding** refers to Government funding or 

financing the development of the site leading to disposal of 

lots* rather than this role being taken by a developer. 

We have been recently asked by a Government Department 

to adopt a test discount rate of 2.5%. However, the figures 

will be reworked at 4%. 

GOVERNMENT SECRETARIAT - TRANSPORT BRANCH 

GO 

Cm) 

(YD 

(vii) 

Para. 2,2.1 - there are a few mis-typings of "OOP" 

asOPD". 

Para. 7.2.3 - regarding the suggested toll increase for 

TKO Tunnel, what shall be the fare level required to 

achieve a more rational traffic distribution among the 

external road links 

Para. 7.2.4 - what is the original level of selfcontainment 

assumed 

Para. 7.2 - why is it that Po Lam Road will have a 

reduced traffic volume for a higher population 

Farm. 7.29 - among the scenarios proposed, it is not 

understood why for the same population level, a 

reduction in Metroplan employment will allow an 

increase in industrial employment. Apparently, high 

Metropian employment for the same population 

should reduce external traffic needs thus giving way 

to more industrial developments. Furthermore, if as 

stated in the Use paragraph that the growth level at 

2011 should be maintained at 2006 levels for no 

MTR/WCR* then how can the additional scenarios 

39-312 be possible 

As a related issued to (v) above, could the traffic 

impact within the Area of Influence be addressed for 

the no MTR/WCR scenario; 

Pan. S.6.I - has it been confirmed with FSD that a 

gap width of 10m is adequate to allow each section 

of complete enclosure be considered as a separate 

entity 

Noted. Text wiU be amended. 

The toll assumed for the traffic forecasts was $3 in 1990 

prices. The more rational traffic distribution would be 

achieved at a toll level between this and a doubling of the 

toll. The traffic analysis indicates that almost a doubling of 

the toll would be required. However, recent research from 

the Travel Characteristics Survey has indicated attitudes to 

travel demand conditions, which if correct would mean the 

balance would be achieved at a lower increase over the base 

figure. 

There are several alternative ways of defining selfcontainment* 

The definition adopted for this Study takes the 

proportion of trios which have both origin and destination 

within the Study Area. This can be seen to be 31% from 

Table 7.6 

This is a typing error which will be corrected. 

The scenarios show alternative methods of arranging landuse 

developments within the transport capacity budget. The 

Metroplan employment is "swapped' with the industrial 

employment under different scenarios. 

B9-B12 were designed to illustrate the extra scenarios for 

2011 if the population development went ahead as planned 

beyond 2006. In this case, there would be a reduction in 

employment from the 2006 scenarios, which logically would 

imply that the employment levels reached in 2006 should not 

be planned for at that time. 

This is outside the scope of the Brief. 

FSD were contacted prior to the submission of the report* 

Subsequently no comment has been received on the 

unaccepubflity of the gap from FSD. 


Appendix D-14



COMMENTS 

RESPONSES 

(viii) 

Para. 8.8 - Since it ia concluded that none of the two 

alignments are considered optimum, it would be 

useful to list out the impacts that need to be 

addressed in any further studies. 

It is considered that the present Brief ade



COMMENTS 

RESPONSES 

Please clarify how the 40m of buffer distance should 

be measured between the portaJ and the SR. Please 

delete the sentence of "It is understood that this is 

not in line with Housing Department planning*, as 

the layout plans for both Yau Tong Estate and Ko 

Chiu Road Estate Ph. 3 are yet to be determined. 

However, the proposed buffer distance may affect the 

design of the layout plans and reduce the 

development potential of the site. 

Para S.7 Please include a table showing the detail breakdown 

of the costs for both options as in Table 6.17 and 

Table 6.18 of the Working Paper No. 9A. 

The buffer distance should be measured from the nearest 

edge of the end of the enclosure. 

Sentence will be deleted. 

Agreed. The cost breakdown as presented in Working Paper 

No. 9A wffl be included. 

HONG KONG INDUSTRIAL ESTATES CORPORATION 

Section 5.93 

No provision has been made in the TKOIE sewers to 

accept any flows from Area 137, even on a 

temporary basis. Details have to be submitted to 

DSD and HKEEC for consideration. 

The temporary pumped flows from Area 137 to the TKOIE 

sewer system wifl be less than 1% of capacity and therefore 

may be treated as insignificant. Your comment regarding 

the submission of details would be taken up at the Detailed 

Design. 

Section 103.4 

It would be useful to factories on our industrial estate 

if they have access to the berthing facilities and 

possibly a pipeline for conveying liquid feedstock 

from the pier through your Sites 39 and 31 to the 

TKOIE. We would like to explore this further with 

the further 'Area 137 developer". 

Noted. This can be explored further at the Detailed Design. 

Section 10.4.1 

The expenditure forecast should not concern us but 

we wish to suggest that the interest component 

(which is missing in the forecast) may be quite 

significant whereas the land premium will be affected 

by many factors. 

Agreed, interest payments will be significant, however this is 

reflected in the selection of the test discount rate. 

MARINE DEPARTMENT 

Para 6*3.3 - The preceding paragraph states that 

vessels will berth "bow-in"* but there is concern as to 

whether this is practicable for ballasted arrivals on 

flood tide and with southerly wind as stated at the 

top of page 6-5. It is felt that under such conditions 

a "portside to* berthing would be more practicable. 

Text will be amended as suggested. 

It is acknowledged that the various ship manoeuvres 

have been carried out on a simulator. However, as 

the H,K. Pilot's Association are a private 

independent body they are not participants in the 

consultancy process and would most likely have their 

own independent comments. I suggest to insert a 

sentence to the sffeci that "It is accepted that 

discussions with the H.K. Pilot's Association will be 

necessary to establish berthing procedures and 

criteria for the specific berths dependent on the type 

and size of vessels using such facilities". 




COMMENTS 

RESPONSES 

ii) 

iii) 

iv) 

Para 6.7.2 - it is felt that the current DGA south of 

Lamma is too far removed from this TKO area. To 

reduce crossing traffic situations consultants should 

propose the establishment of a new DGA in the 

vicinity, possibly between Tung Lung Chau and the 

Ninepins; 

Para 6.7.3 - referring to the second sub-para., whilst 

this would be the preferred scenario, reference 

should be made to the fact that currently this is NOT 

done in H.K. and Immigration Department have 

expressed concern on their resource limitations to 

enaole them to carry out such duties; 

and 

Para 6.8.2 - Recent developments have indicated that 

MD will probably lose the facilities currently 

provided by the ASDE radar at Kai Tak. The 

establishment of a replacement and the timing and 

siting of this new facility have yet to be finalised. 

Until such details are available it may be optimistic 

to state that VTS will be able to monitor all marine 

traffic. I suggest a proviso that further consultation 

will be necessary with MD to determine the future 

marine traffic levels and capability of the VTS at the 

time the TKO development is scheduled to be 

implemented. 

Whflst acknowledging the validity of your comment on 

crossing traffic, we consider likely usage of a aew DGA does 

not warrant its creation. However, we propose to introduce 

to the text that the situation should be monitored and if 

required an additional DGA should be created as suggested 

in your comment. 

Text wfll be amended to include reference as suggested. 

Additional comment will be included as suggested. 

PLANNING DEPARTMENT 

Executive gammarv ri -.. 

Concept Plan 

Section on Preferred 

I suggest that the land use budget shown in Table 3.3 

of the Draft Final Report be incorporated in the text 

of the Executive Summary so as to make it clearer 

why the current layout plan proposed to reserve a 

total of 22.29ha for DWI, which is roughly the same 

as that recommended in the Preferred Concept, 

instead of the initial suggestion of 60ha. 

Figure I in the Executive Summary and Figure 2.1 

in the Draft Final Report should also be updated to 

incorporate the recommendedlayout for the dockyard 

in Area 131 as shown in Figure 3,3 in the Draft 

Final Report to eliminate possible confusion. 

Agreed. Text will be amended to incorporate comment. 

Layout depicted in Figure 1/2.1 shows the Study Area land 

use as covered by the TKO OOP and is part of the Brief for 

the Study. PM(SENT) will be requested to confirm the 

suitability of amendment of this Figure. 

Draft Final Report 

Section 4 J 

I presume that the measurements of site area quoted 

tn this section are only rough figures in hectare 

rather than actual measurements. In this respect, I 

suggest the figures on GFA should also be rounded 

up to hundredth to maintain consistency. 

The measurements are actual. However, at your suggestion 

GFA figures will be rounded. 


Appendix D-L7



COMMENTS 

RESPONSES 

Table 4.1 

Table 4.1 lays down the measurements of all land 

use parcels for Area 137. As the berth is also one of 

land uses, I suggest that the length and depth of both 

the deep water and protected berths should also be 

included in this table. 

Reference win he added to the text regarding the extent of 

seawall provided. However, the extent of berthing provided 

should be regarded as indicative based on potential user 

requirements. This is likely to be modified with regard to 

ultimate user requirements. 

Table 7.8 and 7.12 

Table 7.8 shows the predicted flows on the roads at 

the western screeniine for the am peak bour which is 

the critical hour of the day. They are the base case 

flows with which other case flows are compared, as 

can be seen from Tables 7.10, 7.11 and 7.13. 

However, the base case flows in Table 7.12 are 

different from those shown in Table 7.8. Can some 

explanations be given 

The Base Figures shown in Table 7.12 refer to previous 

model runs which are now replaced. The table will be 

amended. 

Para 7 J .7 

It is not realistic to assume an increase of about 

100,000 residents in TKO without any increase in 

population related jobs for the purpose of the 

sensitivity test. The increase of 15,000 industrial 

jobs is barely population related and hence cannot 

provide supporting services to the additional 100,000 

residents. 

It is agreed that an increase in population would bring some 

additional service jobs to TKO. However the extent of such 

jobs is a matter of discussion. This test was developed to 

illustrate the worst case of higher population without seeking 

to discuss employment. It should be noted that the test 

results and assumptions were presented in WP$. 

Para. 7.2.8 

Table 7.14 in this para, appears to show that without 

the Area 137 development, the total flow on each of 

the roads would be respectively reduced. In reality, 

this is not the case because increase in traffic due to 

the Area 137 development could displace traffic due 

to other departments. To address the impact of the 

Area 137 development, it is more realistic to 

compare the flows without the development with the 

flows with the development. 

The figures shown in Table 7.14 have been taken from the 

comparison of traffic flows with and without the Area 137 

development, as suggested by the Comment. These 

assignments take account of the presence of other movements 

and allow for the displacement of traffic, also as suggested 

in the Comment. 

Table 7.16 

The figures in Table 7.16 appear to imply some 

unrealistic assumptions as follows : 

a. The traffic generations of the additional 

industrial developments are assumed to 

remain constant over time while the CTS 

Model assumes that traffic generations 

will increase as GDP grows, though not 

entirely in line with ihe GDP growth. 

These two assumptions are not consistent. 

b. The extra bus flow due to deletion of the 

MTR is assumed to be 600 pcu/hr in both 

2006 and 2011 while the population is 

assumed to vary from 243,000 in 2006 to 

333,000 in 20 U. Please clarify the logic 

behind these two assumptions. 

The methodology follows the standard traffic impact 

approach of measuring trip rates at specific existing land use 

sites, and applying the rates to the new industrial 

developments in TKO. These rates have neither been 

reduced to reflect restraint nor increased to reflect GDP. 

The CTS estimates of goods vehicles are produced in an 

entirely different manner, not appropriate for the specific 

areas of interest to this Study; it has been used to indicate 

the background traffic flows. 

The calculations are based on 2011 with an occupancy of 170 

per vehicle. The same number of buses has been assumed 

for 2006 where population is 25% lower as in practice bus 

frequencies are not so rapidly changed in direct response to 

traffic demand. The figures imply a lower occupancy of 

around 125 in 2006. The alternative approach of reducing 

die number of buses would give a saving of about 150 pens, 

which is about 1.5%, of the screeniine flows and well within 

the margin of error. 

AfH Consultants Appendix D-18



COMMENTS 

RESPONSES 

Para 7 JS.9 

If the proposed industrial developments have not 

been included in Metroplan, they cannot be regarded 

as developments to fulfil any identified need. On the 

odier hand, the population and employment 

anticipated by Metroplan for 2001 can be regarded as 

committed. As such the proposed industrial 

developments should be treated as a floating quantum 

to be addressed in the context of the TDS Review. 

It should be noted that both the MTR and WCR are 

not assumed as committed in the TDS Review. Your 

views and proposals should have regard to this 

assumption. 

The ranking of priority between Metroplan employment and 

development of Area 137 is a matter of policy. The traffic 

analysis can only examine the scenarios required to satisfy 

the Brief and any additional instruction to the Consultants as 

conveyed through the Working and Steering Groups. 

Para 7.2.10 

(a) 

(b) 

(c) 

At the end of the first sentence on the 

first main finding, an *If clause" should 

be added as follows : 

"The Western Coast Road ... overloaded 

TKO Tunnel, if the proposed additional 

industrial developments are implemented 

by. 2001". 

As it stands, the first main finding 

appears to suggest that the requirement of 

the WCR by 2001 is not directly caused 

by the proposed additional industrial 

developments, which is not correct. This 

is apparent from the figures shown in 

Table 7.16. 

The third main finding could not be 

agreed with. It is clear from the figures 

in Table 7.16 that provision of the WCR 

by 2001 or earlier is caused by the 

proposed additional industrial 

developments but not possibly by any 

change in self containment, A change in 

self containment would have impact on 

both the external and internal road 

network. The impact on the external 

roads has been shown to be small by the 

Consultants, but that on the internal road 

network, under the assumption of a 

greater self containment, has not yet been 

assessed. It is important to ensure that 

the internal road network would work 

with adequate capacity under the greater 

self containment assumption which could 

materialise when trips are forced to be 

made within the town due to congestion at 

the external roads. 

The forth main finding is generally true. 

It should however be expanded to indicate 

what measures should be taken if the 

MTR is not provided, in order to make it 

meaningful and useful. 

The major traffic generator is the TKOIE. Therefore the 

amendment should refer tc "all proposed 1 * developments. If 

Area 137 is constructed and TKO IE development is deferred 

then WCR may also be deferred for a few years depending 

on the revised time scale of TKOIE. The development 

phasing of the TKOIE is the major factor. 

Noted. It is considered that the finding is valid for a 

reduction is self-containment. 

The report has indicated the areas which ae«d further 

analyses. However the majority of the comment would 

require the consultants to address comments outside the 

Brief. 


Appendix D-19



COMMENTS 

RESPONSES 

(d) 

On the sixth main finding, any conclusion 

drawn or proposal made relating to a 

population of 440,000 in TKO are 

considered premature as the population 

figure was considered to be the maximum 

design capacity under the TKO Outline 

Development Plan which may not be 

attainable without the corresponding 

upgrading of transport link. 

Noted. HoweTer the consultant has been requested to 

comment on the population level. 

(e) 

Section 73 

The recommendation in the last main 

finding is not supported. If the WCR is 

delayed/not provided, the proposed 

additional industrial developments should 

not be permitted or reduced to a level 

appropriate to the capacities of the 

external and internal road networks. 

It is difficult to check the capacities of the junctions 

within the internal road networks, because the 

junction flows and layouts are not given. I trust that 

TD would check the capacities of the junctions to 

ensure that they would work with adequate 

capacities. 

This is a policy issue* However the consultants have an 

obligation to point out the advantages of the Area 137 

development compared with other plans for TKO. The site 

offers water-front access whkh is a limited resource in the 

Territory; also there are prospective developers for the 

TKO IE. Also to be taken into account is the findings of the 

recent Travel Characteristics Survey that employment 

development in the New Towns is lagging behind the 

scheduled plans. It is dearly possible that these 

developments wifl go ahead as opposed to the more general 

employment development embodied in Metro plan for other 

sites in TKO. 

Noted. These have been supplied to Transport Department 

in December 1992. 

Section S.4 

The marginal improvement on traffic flows shown in 

Table S.I cannot provide sufficient evidence to 

conclude that Option S is better than Option A. It is 

difficult to explain why traffic flows at TKO Tunnel 

and the WCR should differ between Options A and 

B, since accessibility to/from the WCR would be 

similar for both options, when the road network in 

Yau Tong is unbiasedly improved as required 

differently by each of the options. As the Lei Yue 

Mun Road/WCR Connector would diverge from the 

WCR earlier, Option A would appear to be better in 

case accidents occur on the section of the WCR 

between both diverge points defined by both options. 

Having regard to the above, it is considered that in 

transport terms, Option B is as good (or bad) as 

Option A. 

I would like 10 see somewhere in Chapter 7 your 

recommended population thresholds for TKO with : 

(a) the existing external roads 

(b) (a) plus iMTR 

(c) (a) plus the WCR and 

(d) Ob) plus the WCR 

Section 8,4 concludes that the improvement in traffic flows 

is marginal, yet there is a preference for Option B. The 

preference arises from other items of the evaluation* in 

particular the consideration of environmental issues. The 

discussion on accident location should equally be applied to 

both Option A and 3, although the issue of accidents is not 

normally applied to highway evaluation in the form 

contained in the comment. 

These alternatives are presented in Section 7X9. The results 

wilt be summarised into a separate table with the suggested 

format. 


Appendix



COMMENTS 

RESPONSES 

PLANNING DEPARTMENT - DISTRICT PLANNING QFFTCE/KOWLQQN 

Chapter 8 - Western Coast Road 

(a) Para 3.5.1 

Please be suggested to amend the second sentence as 

'•Option A requires utilizing land reserved for 

the proposed Lei Yue Mun Supplementary Housing 

Scheme * 

Amendments will be undertaken as suggested* 

(b) 

Para 8.5.3 (Yau Tong Road Link to Lei Yue Mun 

Road) 

The development potential of the proposed East 

Kowioon Hospital will also be affected as the site 

area will be largely reduced for the construction of 

the Western Coast Road. 

Noted. This would be true if self protective building designs 

were not adopted. 

(c) Para 8.5.4 

Please note that for existing land uses, Option B 

impinges not only on the Po Chiu College, but also 

on the St. Antonius Primary School. For planned 

[and uses. Option B will also encroach on the Yau 

Tong Bay Redevelopment. 

Option B would abut the embankment below the Primary 

School. Both Options would encroach on the proposed Yau 

Tong Bay Redevelopment. Text win be augmented to reflect 

this impact. 

(d) Para 8.7 

Other than the demolition of 2 industrial buildings, 

there is a doubt on why the cost comparison of both 

the 2 options does not include the resumption costs 

of some of the Yau Tong Marine Lots upon which 

would be encroached by the Western Coast Road. 

Should the reprovisioning cost of the Lei Yue Mun 

Supplementary Housing Site be included into the cost 

comparison analysis, there would be no reasons to 

exclude the reprovisioning costs of part of the 

proposed East Kowioon Hospital site, Yau Tong Bay 

Redevelopment, fire station as well as the two 

affected schools that would be affected by the 

Western Coast Road from the cost comparison. 

In view of this partial comparison, I have reservation 

on the concluding statement that "Option B is thus 

shown to be the more cost effective option*. 

Resumption costs should not be payable in the event the 

present lots are rezoned for the proposed Yau Tong Bay 

Redevelopment. See Section $.5.2. Whilst a reduction in 

premiums would result from the land taken for road 

construction, this would be similar for both Options. 

Government Departments were, as noted, requested for these 

inputs in this regard. Those received were incorporated into 

the evaluation equation. 

On the basis of comparative costs and information received 

Option B was shown to be the most cost effective option. 




COMMENTS 

RESPONSES 

PLANNING DEPARTMENT - DISTRICT PLANNING OFFICE/SAI KUNG AND TSEUNG KWAN O 

General 

! havereservationon the method of determining the 

proposed landuse solely by surveys of the demand 

for DWIs and PHIs. There is no prima facie why all 

PHI demands should be met within the Hong Kong 

Territory. Afterall, Hong Kong is much more 

densely populated than its neighbouring territory; and 

as such, more vulnerable to potential disasters, 

however slight its chance of happening may be. 

From district planning point of view, priority should 

be given to those existing PHIs in more populous 

areas within other parts of the Territory (e.g. the gas 

works in To Kwa Wan) to be relocated to Area 137. 

Introduction of new PHIs should be exercised with 

The author may not be too familiar with the planning 

system in Hong Kong. Section 2.2.3, for instance, 

describes the purpose of the OZP as "to revise and 

update the OOP", which is in fact not the case. The 

statement in the same paragraph: The time scale for 

02 circulation and approval will most likely allow 

for the incorporation of the enclosed 

recommendations of this Study" is also an unfounded 

assertion. The Consultant is probably unaware of the 

fact that the TKO OZP S/TKO/l adopted by RNTPC 

of TPB on 4.9.92 was gazetted on 11.12,92. 

The validity of the comment is noted. However, the Study 

Brief requires the identification of PHI and DWI operators 

with an interest in locating in Area 137 and to ensure that 

such users are eniironmentafly acceptable. Major emphasis 

has been placed on the identification of potential users who, 

as identified by Industry Department would provide a 

positive benefit to the economy of Hong Kong. During the 

course of the study we also sought to identify existing PHPs 

who may wish to relocate to Area 137. With the exception 

of HK China Gas most PHIs operations saw little advantage 

in relocation and would not do so unless obliged to and 

possibly convinced by Government. Thus, a Government 

policy initiative would be required to implement what you 

suggest. 

The OZP should ideally incorporate the latest planning 

information available to ensure, once gazetted, that its 

proposals are not immediately redundant. Thank you for 

informing us of the OZP gazzetal. Please note the suggested 

amendments to the ODP which may impact on the OZP 

proposals. 

Specific 

Section 2.2.1 

"OPP's" in first line of second paragraph should read 

"OOPs". Similarly for OPDs in first and sixth lines 

of the fourth paragraph. 


5. 

Section 2.3.2 

If it is the intention that the marine access for SENT 

Landfill be relocated outside Area 137, the 

Consultant should make detailed recommendations. 

As can be seen from the adopted ODP, the SENT 

Landfill is bounded by the TKO Industrial Estate in 

the west and Area 137 in the south, there is not 

much scope for an alternative access to be designed. 

The report should elaborate farther on the specific 

design controls/measures which are required to be 

adopted. 

This issue was discussed during the course of the Study to see 

if» by appropriate siting from the outset, reprovisioning 

could be avoided almost as soon as the facilities are 

provided. Solutions discussed included siting the facilities 

front the outset in the proposed Area 137 location as well as 

further north within the bay. However, the Study was 

directed to assume that reprovisioning will take place and 

that this should be provided for within Area 137. 

These are outlined in Section 4.0 and within the written 

statements* 




COMMENTS 

RESPONSES 

Section 2.3.4 

I share the author's view that the nature of traffic 

generated by the proposed DWIs and PHIs within 

Area 137 is such that it is desirable to confine this 

traffic to high standard express routes which include 

the Western Coast Road and the Cross Bay Bridge. 

These routes will be separated from the residential 

and commercial areas in Tseung Kwan O and ensure 

that environmental impacts are minimized. Similar 

comments were received from the District Board 

members when the Tseung Kwan 0 OZP was 

presented to the Sai Kung District Board in early 

1992. 

Noted. 

Section .4.2 

Site 1 which has been allocated for gas production 

purposes may more appropriately be zoned "Industry 

Group 3(I(B))" as the proposed "Industry Group 

C(I(C))* is mainly intended for warehouse and 

godown purposes. 

The site will be used for gas production and storace. 

However, at your suggestion we will modify the zoning and 

the respective landuse budget. 

Since the Western Coast Road unavoidably has 

significant impact on the Kowloon Hast area, the 

District Planing Offlcer/Kowloonshould be consulted 

on whether the proposed WCR could link with Kwun 

Tong Bypass or other proposed road network in the 

South East Kowloon Development Statement 

presently undertaken by the Consultants. 

The SEKS consultants advise that outline provision has been 

made for strategic routes which have a bearing on their 

study area. 

9. 

SectionJLI 

In order to have a better understanding of the visual 

impact and glare nuisance, it is suggested that a 

visual impact assessment with photo-montages be 

conducted. 

Photo montage preparation is unfortunately beyond the 

terms of our Brief. Nevertheless* a horizontal profile sketch 

of the site as viewed from Chai Wan will be prepared. 

REGIONAL SERVICES DEPARTMENT 

Para 5.3.2 

The revetted slope with rock armour seawall should be of a type 

that will not easily trap floating refuse brought ashore by wave. 

It is hoped that such a design will not cause cleansing problem. 

Noted. This should be acted upon at Detailed Design. 

ROYAL HONG KONG POLICE FORCE 

Section3. para 3.3.9 

The suggestion that jetty operations be suspended, 

for the annual festival at Joss House Bay, is 

supported; 

Noted. 




COMMENTS 

RESPONSES 

(b) 

Section 4 

0) 

(ii) 

The recommended planning layout (fig. 

4.1) is noted, particularly the R2/D6 

alignment - I trust this will be 

development early to ensure that adequate 

alternative routes to and from the PHI 

area in the south are available as quickly 

as possible; 

The additional EVA's and proposed 

restrictive parking and loading/unloading 

arrangements are most welcome; 

The provision of access along D2/D6 will be provided from 

the outset. However, the alternative routing to the PHI 

development wfll depend upon the completion of Rl. The 

completion of this latter road will depend upon the rate of 

supply, at that time, of public dumping material. During 

imptem elation a view will need to be taken on the urgency 

for the provision of the road in the light of the actual rate of 

supply. 

Noted. 

(c) 

Section 5 

Potential sources of fill are noted; 

Noted. 

(



COMMENTS 

RESPONSES 

3. The general principle should be to provide as much 

greenery as possible such as buffer and screen 

planting and simple planting on road verges. The 

use of natural earthmound instead of raised planter is 

a more suitable approach to the area and to use as 

little ornamental shrubs as possible except in 

designated open spaces. 

The use of raised planters has been limited as far as possible 

within the design, in order to keep costs down and reduce 

the visual extent of the hard landscape. They have, however, 

a number of practical purposes which make their use, in this 

situation, essential: 

* to prevent casual parking along roadsides; 

* to visually and physically separate pedestrian and 

vehicular traffic; 

» to raise roadside planting above a level where it 

might be affected by splash back from vehicles, 

and so avoid unsightly edges to roadside planting 

beds; 

» to increase the height, and thereby the screening 

effect of the roadside planting; 

* to help reduce the impact of noise generated at 

road level. 

Primary Structure Planting 

4. I do not see how using indigenous tree and shrub 

species will provide the buffer zone or the main 

vegetation infrastructure as intended. It is not that I 

agree with the use of only indigenous tree and shrub 

species but many species listed in Table 4.2 for 

primary structure planting are not indigenous and 

wrong tree species for the area. The consultants 

need to check and a bit of more research before they 

specify the recommendation. This office does not 

agree with shrub species recommended and would be 

interested to know how many of these are indigenous 

shrubs. One also has to consider whether these 

recommended species will grow well in such a harsh 

environmental such as in area 137. 

The use of the word "indigenous" is, unfortunately 

misleading and will be omitted from the text. It was used to 

identify one of the aims of the proposed planting, that



COMMENTS 

RESPONSES 

Roadside planting 

6. Para. 2 states that tree planting along the roads will 

provide shade to pedestrians and reduce glare from 

hard surfaces and yet they recommend the use of 

raised planters. Earthmounds will do the job and 

cheaper and more natural and more suited to the 

area. Furthermore, earthmounds will provide 

uninterrupted root developmentwhich is important in 

such an environment. The consultants should review 

the recommended species for roadside planting. 

More thought needs to be given to replace the 

recommended species as shown in Table 4.2. 

Noted, as point 3 in this series. 

While we agree that the use of earthmounds would provide 

a softer appearance in screening the development and roads, 

there is insufficient space within the development to create 

mounds large enough to provide suitable screening, as well 

as allowing space for servkes, access and emergency access, 

Plant species for roadside locations, in particular shrub 

species were chosen to create additional interest and a more 

human-scale environment than the main structure planting. 

These, however, have been reconsidered with a view to the 

likely maintenance* 

Maintenance Considerations 

7. By introducing amenity shrubs and ornamental shrubs 

and roadside planters, they entail intensive 

maintenance requirements such as watering, pruning, 

weeding etc. which the maintenance authority (in this 

case RSD) does not favour. Self-maintenance type of 

planting will be more suitable in such a low 

population density area such as PHIs and DWIs sites. 

Noted, as previously. 

The section on landscaping needs revision. The 

design solution is over-simplified even though the 

main concept is clearly stated. A more thorough 

approach to the type of planting and the choice of 

species are warranted. 

Noted* as previously. 

TERRITORY DEVELOPMENT DEPARTMENT ~ SOUTH EAST NEW TERRITORIES DEVELOPMENT OFFICE 

Volume I 

1. In the Table of Contents, insert the word "Section* 

as heading of the section column. 

Agreed. 

2. Section 2.24 foage 2-2^ 1st oara. 

Replace the 2nd sentence by 

"An interim upgrading of the plant i* scheduled to 

commence in late 1993. On completion in mid 1995, 

the additional facilities will be able to cope with the 

effluent generated by the TKOE. Additional amount 

of effluent generated by development in TKO will 

require further upgrading of the plant." 

Agreed, 

3- Section 5.9.1 and 5.9.3 /'page 5-14. 5-15 & 5-16) 

These sub-sections do not depict precisely the present 

position of the study on Tseung Kwan O Sewage 

Treatment & Disposal undertaken by Messrs Mott 

MacDonaid Hong Kong Ltd. You agreed to update 

the said sub-section in consultation with Messrs Mott 

MacDonaid Hong Kong Ltd. 

Noted. The sub-section will be updated in consulation with 

Mott MacDonaid Hong Kong Ltd. 

APH Cansutimts Appendix D~26



COMMENTS 

RESPONSES 

4. 

Section 7. 12 (page 7-3} 

3rd para. - second sentence should read "However, 

in accordance with the implementation programme, 

the completion date for Road D6 is required to be 

brought forward to 1997. * 

Agreed. 

Section 7. 1.3 (page 7-3) 

1st para. - Planning Area 85 should read Planning 

Area 86. 

Agreed. 

6. 

Section 10.3 .2 (page 

3rd para should read 

Agreed. 

8. 

9. 

10. 

II. 

12. 

" - reclamation of the road reserve by SENT 

Landfill Contractor from mid 1995; 

one year notice to SENT Landfill 

Contractor for release of the road reserve; 

release of the reserve to TDD for the 

construction of the road by mid 1996." 

The subsequent sentences in paragraph 3 should be 

amended in accordance with the above constraints. 

Section 10.3.5 (page 10-4) 

3rd para 

Initial Works should read "Initial Development* 

The 2nd sentence under this sub-para should be 

amended in line with the comment in the above para. 

Implementation programme 1 should be deleted. 

Implementation programme 2 should be amended in 

line with the suggestion given to you on 17 

December 1993. 

In all the Tables under Section 10, programme 1 

should be deleted and programme 2 should read 

programme. 

Table 10.3 (page 10-6) 

The expenditure for Phase I and remaining phasing 

should be split. 

In view of the substantial nature of amendments 

involved, you agreed to amend and re-circulate 

Section 10 of the draft final report (Volume 1) in line 

with our suggestions for discussion and endorsement 

in the coming Steering Group Meeting which is 

presently scheduled at the end of this month. 

Accepted. 

Accepted. 

Accepted. 

Agreed. 

Agreed. 

In the above discussion, we also suggested that the Location 

Plan (Drg. No. TKO/1237/001 in Volume 2) should be amended 

to show the study site in relation to the whole Tseung Kwan O 

New Town. In particular, its relation to the two important 

neighbouring sites, i.e. the Tseung KwanO Industrial Estate and 

SENT Landfill, should be shown clearly. 

The drawing will be amended. 




COMMENTS 

RESPONSES 

I refer to CE/MS DSD's letter ref. (26) in D(MS) 10/5/61 m 

dated 16 December 1992 which was addressed to you and 

copied to this office commenting on the draft final report. 

I wish to supplement the information containing in para (b) of 

the said letter as follows : 

The detailed design of interim works and outline design of Phase 

n works for the Tseung Kwan 0 Sewage Treatment Works 

commenced on 27.11.92. The Consultants Messrs Mott 

McDonald Hong Kong Ltd are required to consider treatment of 

the effluent generated by the Area 137 development in 

accordance with the Revised Design Statement ofTseung Kwan 

O development Sewage Treatment and Disposal, a copy of 

which was given to you satiy this year. As such, please 

urgently provide the quantity of sewage flow from the Area 137 

development to Messrs Mott McDonald Hong Kong Ltd. Please 

be advised that it is not until the completion of the Phase n 

stage 1 of the Sewage Treatment Works by 1998 that the plant 

is capable of coping with treatment of the effluent from the Area 

137 development. 

Please see attached Figure which illustrates Area 137 

predicted levels in relation to the revised Design Statement 

No2 and the total allocation for Areas 137, 85 and 86. A 

copy of the Figure has also been passed to Mott MacDonald 

for confirmation. 

The issue of sewage flows from Area 137 has subsequently 

been resolved with DSD. The revised Report contains ihe 

updated and agreed information. 

TRANSPORT DEPARTMENT - PORT AND AIRPORT DEVELOPMENT OFFICE 

A. Draft Executive Summary 

PagejS 

(1) 

How firm are the population build-up assumptions 

for the future design years. Reference to housing 

programme, new town development programme 

should be given. 

The figures reflect the Housing 

Metro plan. 

Programme and the 

(2) 

In view of the substantial difference between the two 

population forecasts, (333,000 vs 440,000), the 

report should clearly state that the traffic and 

transport studies have been based essentially on an 

ultimate level of 333,000 by 201 i in accordance with 

the Metroplan. A sensitivity test was carried out for 

the higher population forecast. 

Agreed. 

(3) 

The assumption in respect of MTR extension should 

be mentioned in the context of external network, as 

it will form a major component of the transport 

infrastructure for Tseung Kwan 0. 

Agreed. 

(4) 

Page 

(1) 

The traffic and transport impacts to East Kowloon 

should be addressed. 

TKO Tunnel is said to be "marginally above its 

practical capacity" at the top of the page but it 

"would be heavily overloaded in the Am peak* in the 

middle of the of the page. This appears 

inconsistent. 

This b contained in the Main Report. 

The first comment refers to a scenario which includes the 

MTR extension to TKO. The second reference refers to a 

scenario which assumes the provision of an MTR link is 

delayed beyond 2011. 

(2) For clarity sake, I propose to amend the first 

sentence in the third paragraph to read : 

APH Consultants Appendix: D-28



COMMENTS 

RESPONSES 

"For the 333,000 population, the western screenline 

will operate below capacity if ail planned transport 

infrastructure improvements are implemented as 

scheduled." 

Furthermore do the external links mentioned in the 

second sentence refer to the western screen 

(3) What is the percent change in the level of selfcontainment 

(4) How much overloaded would the TKO Tunnel in the 

AM peak and in what year 

(5) In order to highlight the importance of the timely 

provision of the Western Coast Road, the finding that 

the total screenline would be overloaded by mow 

than 30% if WCR is not completed by 2001 should 

be added in the fifth paragraph. 

(6) Po Lam Road is a steep road and runs through major 

residential areas. It is clearly undesirable for 

dangerous goods traffic to use this road. The fifth 

paragraph should be amended accordingly. 

(7) In the evaluation of the Western Coast Road 

connections, can the effects of either options upon 

the existing land uses be described as marginal 

(8) The potential impacts of the possible delay to the 

implementation of Western Coast Road and the MTR 

extension, which have been studied in some depth, 

should be presented in the Executive Summary. The 

timely provision of these transport facilities is critical 

to the development of Tseung Kwan O including 

Area 137. More specifically, the findings in Tables 

7.17 and 7.IS of the Main Report should be 

incorporated in the Executive Summary. 

Agreed. 

Agreed. 

The analysis was carried out for a 20% reduction in selfcontainment. 

If the MTR extension were delayed beyond the 2011 year, 

then the TKO tunnel would become overloaded in the period 

between 2006-2011. 

Agreed. 

Agreed, but there is no legal alternative road for certain 

categories of dangerous goods. 

The text refers to marginal additional effects on land uses of 

Option B. 

Agreed* text will be amended. 

(1) The second paragraph does not appear to be true as 

far as the Western Coast Road connections in the 

East Kowloon are concerned. 

(2) The issue of how practical the proposal in the third 

paragraph would be in terms of feasibility and timing 

should be addressed. 

This paragraph reefers specifically to Area 137 which is the 

main subject of the Study* 

As stated, it is essential that an early decision is reached and 

the road constructed. 

B. Draft Final Report 

Section 2 Planning Base 

Para 2.2.1 What are I(A), I(B) and I(C) Brief 

descriptions should be given. 

(1) Why is the MTR extension not 

mentioned 

(2) The different planning horizon 

should also be given. 

These are standard terms used within Government to 

describe different classes of industry and development. 

The MTR link inflneneces the growth of TKO and indirectly 

that of Area 137. Note reference to MTR link in para 2 J.I. 

The different planning horizons cannot be defined at this 

stage beyond stating that there is early demand for PHI sites. 

The remainder of the horizons will be dictated by the future 

take up of sites within Area 137. 




COMMENTS 

RESPONSES 

Section 4 Land Use Planning 

Table 4.1 The total number of workers should be shown in the 

table. 

Noted. Total will be giYen. 

Section 7 Traffic and Transport Study 

Para 7.1.1 (1) While the transport modelling 

methodology is based on CTS-2, the 

planing data adopted should be confirmed 

by Planning Department rather than just 

simply inferred from a transport model. 

It should also be noted that the original 

metropian data are continuously being 

updated. 

(2) What is the effect (in percentage terms) of 

the minor variation in the degree of 

vacancy and take-up of flats on the 

population forecasts 

(3) If the forecast employment rate is prone 

to higher error, the external traffic to and 

from TKO will be greater since less jobs 

available in TKO would mean more 

people travelling to the urban areas. The 

consultant should carry out a sensitivity 

test to investigate the effect of this. 

From a regional perspective, the ultimate 

design population of 440,000 by 2011 

should be taken into account in planning 

for adequate road capacity. In this 

connection, I must state our position that 

the pace and scale of development should 

be compatible with the transport 

infrastructure available. 

(2) The forecast population for Sai Kung 

shows a decreasing trend which is 

illogical and inconsistent with ongoing 

development proposals and observed 

increasing traffic flows. 

(3) Presumably the forecast for CWB of '99* 

for 1996 was typed wrongly. 

Para 1.2 & 

(1) To tie in with the development 

programme for Area 137, Road PI 

between Tl and D4 should also be 

brought forward to 1996 such that the 

industrial traffic could avoid the Hang 

Haix Area. Furthermore, as commented 

before, D6 should be completed up to 

LS71 junction by 1996. 

(2) Why are TKO Tunnel and Hang Hau 

Road depicted as completion by 2011 in 

Rgure : The quality of this figure should 

be improved. 

Agreed. The input planning data assumptions are 

documented in the modelling report. 

Vacancy is assumed to be between 5% and 7%. 

This has been examined in an alternative way by lowering 

self-containment. 

This is a matter of planning policy as to the number of 

residents in TKO. 

This comment would be better answered by Planning 

Department. However, in tae context of the current Study, 

the majority of traffic from Sai Kung is assumed to use 

CWB rather than pass through TKO. 

Agreed. The correct figure is 19. Table will be amended. 

Agreed. Text will be expanded. 

Figure will be amended. 


Appendix D-3Q



COMMENTS 

RESPONSES 

To supplement Table 7.4. a plan showing 

the zoning and developing layout in Area 

137 should be included. 

(2) More details about the Survey from the 

trip rates in Table 7.3 are derived should 

be provided. 

(3) The Consultant should elaborate on how 

the travel patterns shown in Figure 7.2 

are obtained. 

(4) & Table 7.6, the forecast "private* traffic 

appears low. What is the unit for this 

table Does the figure include buses, 

coaches, taxis etc The composition 

showing just "private" and "goods" traffic 

is too crude. 

Para 7 2.2 (1) It would be illustrative to present 

graphically the screeniine described in the 

second sub-paragraph. The screeniine 

referred to in the second sub-paragraph 

should be specified. Likewise, a plan to 

indicate the proposed improvements in 

Yau Tong area should also be provided. 

(2) Would the proposed improvements in Yau 

Tong area be funded and carried out by 

TDD in connection with the construction 

of WCR By copy of this letter, 

PM/SENT is invited to comment. 

(3) Did the consultant assume the Option B of 

WCR connection in deriving the figures 

" in Table 7.7 Why is there a general 

reduction in the traffic figures when 

compared with table 6.1 and table 6.2 of 

woricing paper no. 9 What changes 

bring about the reduction 

To support the conclusion that the 

Western Coastal Road (WCR) is to be in 

operation in 2001, it is necessary to 

include WCR in the network and to 

produce the forecast of the daily, AM and 

PM traffic volumes in 2001 on WCR, 

TKO Tunnel and Po Lam Road. These 

traffic forecasts should be used to justify 

the aeed for WCR. 

(2) The traffic forecasts in Tables 7.8 and 7.9 

clearly demonstrated the need for WCR 

by 2001 since both the TKO Tunnel and 

the total screeniine would be overloaded 

by 39% and 32% respectively. There 

will be no choice of routes left for the 

motorists* This couples with the almost 

equal east and westbound traffic will 

make any traffic management scheme 

such as tidal flow futile. 

Noted. 

Noted. Text wffl b« amended to include mention of the sites 

surreyed. 

The text will be expanded. The traffic from A137 is assumed 

to hare the same pattern as other traffk from TKO of the 

same vehicle type* 

Private vehicles includes taxis, cars and the special purpose 

buses. Vehicles operating franchise*! routes are not shown 

on this table. 

Noted. Text will be expanded. 

PM(SENT) to advise. 

Option B has been assumed as it is the preferred alignment. 

Working Paper No. 9 contains the traffic figures prior to the 

preferred concept and the revision in land use assumptions 

arising from the more detailed analysis. 

This has been carried out and a paragraph to support the 

need for WCR on 2001 will be produced. 

Agreed. However this must contain the proviso of "if TKO 

develops as currently planned, and the industrial 

developments are in place 11 . 




COMMENTS 

RESPONSES 

(3) It appears desirable to include in die 2001 

scenario a test for having one carriageway 

of WCR. I suspect this could help 

demonstrate the need of WCR by 2001 - 

with the first carriageway only or with the 

full dual three carriageway. 

(4) Why is there no assessment on the traffic 

conditions along Hang Hau Road and 

Clearway Bay Road 

(5) The traffic forecasts indicate that the 

westbound (Kowloon Bound) traffic is 

lower than the eastbound traffic in the 

AM peak and vice versa in the PM peak. 

However, they are in contradiction with 

the existing traffic patterns where the 

westbound traffic is about 50% higher 

than the eastbound traffic in the AM peak 

and the latter is about 35% higher than 

the westbound traffic in the PM peak for 

both Po Lam Road and TKO Tunnel. 

The Consultants are requested to clarify 

the major differences in traffic patterns 

and make any necessary model validation 

and amendments. 

(6) Please check the 2006 forecast of the PM 

eastbound traffic for TKO Tunnel in 

Table 7.9. 

(7) As regards the TKO tunnel congestion 

problem, the conditions of the vicinity of 

the tunnel should be mentioned. 

(8) The Western Coast Road should be 

viewed as critical to the development of 

TKO including Area 137. 

Para 7.2.4 (1) The choice of 20% reduction in selfcontainment 

was explained in response to 

a comment from the Planning 

Department. This should be included in 

this section. 

The assumption that MTR TKO Extension 

would be opened by 2006 is noted. 

Could the Consultants advise on the 

minimum population threshold that would 

support the rail extension and the 

maximum population threshold that would 

not overload the extension. 

This is a matter of implementation to establish whether this 

is a viable approach given the short time span between the 

opening of one carriageway and the time when both are 

required. Given the non-directional nature of the traffic as 

currently forecast, there would be operational problem with 

this configuration. 

Some comments win be included, bat it should be noted that 

there are questions over the planning data underlying the 

traffic forecasts for this corridor, and it is not the main focus 

of the study. 

The traffic forecasts come directly from Government's own 

traffic projections. It should be noted that the scale of 

future development is very different from that currently 

existing in Tseung Kwan 0. The Consultants compared the 

1991 figures from the model and observed flows; these are 

reported in the Technical Note on Modelling. 

This Table includes under the Base column traffic figures 

arising from the land use prior to the preferred concept; 

these will be amended to reflect the final figures. 

Text will be amended. 

Noted. 

Agreed. 

Whilst interesting questions, these are outside the Study 

Brief. 

(2) 

Apart from the problems and difficulties 

as mentioned in this paragraph regarding 

the non-provision of MTR, the local 

sentiments should be taken into account. 

There will be strong political pressure for 

the MTR Extension. 

Agreed. This is a matter of policy. 




COMMENTS 

RESPONSES 

(3) 

(4) 

(2) 

(3) 

(4) 

(5) 

(6) 

(7) 

Are the "600 extra pcus" mentioned in the 

second sub-paragraph all bus trips In 

the same sub-paragraph, what is the 

resulting v/c ratio if the extra traffic is 

taken into account 

Can the problems mentioned in the third 

sub-paragraph such as bus congestion in 

TKO and Kwun Tong and interchange 

problems be quantified 

What is the unit for Table 7.11 

The Consultants should explain why the 

traffic forecast for Po Lam Road would 

decrease (rather than increase) as a result 

of higher population based on the SENT 

Development Programme. 

It ts doubtful that an increase in 

population of about 110,000 would 

generate only 1100 pcu traffic during the 

AM peak. This forecast appears to be too 

low. 

Furthermore, it must be pointed out 

clearly that even with the scteenltne v/c at 

1.0 (which corresponds to the design 

population of 432,000), the v/c at TKO 

Tunnel would probably be still higher 

than 1.2 which means severe congestion. 

The consultants mentioned that about 

2000 pcu's would use the CWB 

Road/Hang Hau Road corridor. Please 

amplify whether this is one way or two 

way flow. What is the expected v/c ratio 

along these two road corridors I 

envisage that this traffic flow would 

overload the existing CWB Road taking 

into the account the trips originating in 

the CWB peninsula. 

What is the MTR assumption for the 

forecasts given in Table 7.13. 

Do the 2000 pcus mentioned in the 6th 

sub-paragraph refer to a daily or peak 

hour flow 

In addition to Table 7.13, forecasts of 

daily and PM peak traffic flows on WCR, 

TKO Tunnel and Po Lam Road should 

also be presented. 

The 600 pcus are buses, TKO tunnel would operate at 1.25 

v.c. ratio in 2011 as shown in Table 7.11. 

This is a matter for a much more detailed study to assess; it 

would have to address pedestrian movements, layouts of the 

bus interchanges, etc. 

The unit is PCU's; the table heading win be amended. 

A revised table will be produced. 

The test assumption only included extra population, with ao 

further employment, and therefore cannot be compared with, 

say, an existing New Town of around 100,000 people as these 

normally include some employment. It should be noted as 

well that the majority of people leaving TKO in the morning 

peak will be in publk transport, and the presence of the 

MTR extension has been assumed. Therefore the extra 

110,000 people have a low impact on the road volumes for 

the external screenline for TKO, given this context. 

Agreed. 

This is a one way flow and includes the Sai Kung Traffic. 

The v/c ratio on CWB east of Hiram's Highway is 1J7, and 

0.93 on Hang Hau Road. 

The MTR is assumed to be present on both cases shown in 

Table 7.13 

These are peak hour flows. 

The analysis has been restricted to peak conditions. 


Appendix B-J3



COMMENTS 

RESPONSES 

(8) Since the vehicle ferry has not been 

tested, the consultants should substantiate 

how the ferry service can provide the 

release to the traffic burden. This 

comment also applies to the Executive 

Summary. 

In examining the traffic impact in the 

Area of Influence, the Consultants should 

also look Into the impact on the critical 

junctions in East Kowloon and Kwun 

Tong which would be the main capacity 

constraints to the proposed WCR and 

would be adversely affected by the 

additional traffic generated. 

(2) In Table 7.14, why are there no v/c 

figures for Hiram's Highway To which 

sections of CWB Road and New CWB 

Road does this table refer The most 

critical section of CWB Road within the 

Area of Influence would be the one 

between Hang Hau Road and University 

Road, which is currently a single 

carriageway. 

Should Total Traffic - MTR open in 

2001" in Table 7.16 read Total Traffic - 

MTR open in 2006" 

(2) Table 7 16 demonstrates that even with 

MTR in 2006 the "without WCR" 

scenario would still result in a v/c ratio of 

about 1.43 which is totally unacceptable. 

(3) The consultant should assess the scenario 

of having no Area 131, 137 development 

but with full metroplan population and 

100% other industrial development. I 

envisage that this scenario could help 

demonstrate the need for WCR by 2001 if 

developments in Area 131/137 are to 

proceed. 

(4) Surely, B3 and B7 in Table 7.17 would 

lead to strong criticism from the pubic 

that the Government allows their 

"preferred" developments to proceed but 

at the same time limiting participation of 

the private sector. 

(5) The forecasts of the daily* AM and PM 

traffic flows on WCR, TKO Tunnel and 

Po Lam Road for the scenarios of delay 

of WCR in 2006 and 2011 should be 

presented. 

(6*) As regards the second sub-paragraph on 

page 7-15, the combination of MTR and 

no Western Coast Road is a possible 

option. 

The TKOFSOFD examined the vehicle ferry and suggested 

it could attract about 200 pens per hour. Whilst this study 

has not examined this service in detail, if the route could 

attract 200 pcus it would assist in reducing the screenline 

over capacity and would attract some vehicles given the 

condition of near-congestion on the external road links. 

The modelling of the Area of Influence considered junction 

capacity in calculating the We ratios shown in Table 7.14. 

The traffic from Area 137 disperses widely over the external 

network. The impact of WCR on individual junction design 

on East Kowloon is outside the Brief. 

V/C ratios for Hiram's Highway will be added to the table. 

However it must he noted that this is at the edge of the Study 

Area and there is some question on the realism of the 

planning assumptions for Sai Kung. 

Agreed. 

Agreed. 

This conclusion is shown by the source of traffic shown in 

the first column of Table 7.16. 

Agreed. 

The scenario exercise reported in Section 7.2.9 has been 

developed as a sensitivity test and such figures are not 

available. 

Whilst physically possible, the lack of the WCR would limit 

development, and in such circumstances it may well be that 

the MTR would not be such an attractive investment. In 

deciding the priority between MTR and WCR in attracting 

funds, the potential for WCR serving ail sections of travel 

demand inchiffamy commercial movements must be borne ui 

mind* 

APHConsultants Appendix D-34

Engineering Feasibility Study of Development ofTseung Kyvan 0 Area 137 


COMMENTS 

RESPONSES 

Para 7.2.10 (1) 

The Consultant may consider to amplify 

the first finding on WCR after assessing 

my comment (3) on para. 7.2.9 above. 

The construction of WCR by 2001 should 

be considered as a p re-requisite of 

allowing the Area 137/131 development. 

It is the presence of other industrial developments which 

require the WCR by 2001. 

(2) Presumably the S3 toll for TKO Tunnel in 

respect of the second finding refers to the 

1991 price. Furthermore, as the 

problems occur in peak hours only, 

differential tolls may be more appropriate. 

(3) As regards the 4th finding, the wording 

should be amended such that without the 

MTR Extension the TKO Tunnel would 

result in further congestion. The original 

wording is misleading as it seems to 

suggest that the heavily overloaded 

situation is due solely to the lack of the 

MTR extension. This is not the actual 

case. As the base v/c ratio is forecast to 

be 1.16 TKO Tunnel is already 

overloaded. 

(4) Please add "design" before "population of 

440,000" in the second last finding. 

Furthermore, I have reservation on this 

finding since there is no amplification on 

what improvements, at what scale, would 

the Hang Hau corridor be improved. As 

commented above, the forecast population 

in Sai Kung was underestimated. This 

would result in lower estimates of trips on 

Hiram's Highway and CWB Road. Has 

MTR extension been assumed for this 

finding 

It is considered desirable to indicate the 

road width of fig 7.4 in accordance with 

section 5.6 of the report. The possible 

future extension of Road D6 eastward 

should be shown and a suitable reserve 

maintained. 

The tolls are in fact in 1990 prices. Noted, although it has 

not yet been implemented in Hong Kong. 

Agreed. 

Agreed. The improvements to Hang Hau are these assumed 

in the TKO Development Programme. The Sai Kung 

population is a matter for discussion with Planning 

Department. The MTR is assumed to be present from 2006 

onward. 

Noted. 

Para 7,3.2 (1) This paragraph assess the traffic 

conditions in various design years with 

the assumption that WCR would be 

completed by 2001. However, this seems 

not consistent with the previous sections 

in this chapter that "in order to critically 

examine the timing of provision of WCR 

it has been assumed to be deferred until 

2006* (see para. 7.1.2). Though t fully 

support the inclusion of the assessment as 

presented {i.e. with WCR by 2001), it is 

considered necessary to show the 

"without" scenario in the 2001 year. I 

envisage there will be severe congestion 

in the internal road system and large scale 

improvements would be required. 

The last line of 5th para of 7.1.2 is misleading. The 

junctions hare been evaluated on the assumption that WCR 

is present from 2001. Earlier working papers examined year 

2001 without WCR. Notwithstanding the screenline links 

will be overloaded in 2001 without the WCR and the road 

network would not be able to perform adequately. 


Appendix D-J5



COMMENTS 

RESPONSES 

(2) It if desirable to show the various v/c 

ratios on plans corresponding to fig. 7.7, 

7.9 and7.il. 

Noted. 

(3) It seems chat there is no assessment on the 

junctions T1/P1/P2 and P2/D4 (2001 

year). These two are grade separated 

junctions. 

(4) The report should include plans to show 

the recommended junction Improvements 

at S3 and R4. In the assessment of R4, 

did the consultant include the flyover on 

PI At what year is the flyover assumed 

to be built Consideration should be 

given to junctions SI, S2, S3, S4 and S5 

being roundabouts which would probably 

have a higher reserve capacity than 

signalised junctions. 

(5) I think R3 in Table 7.15 and 7.17 should 

be junction D9/P2 instead of D9/D3. 

(6) I would like to see the detailed junction 

assessments for all design years instead of 

only 2011. Please submit them direct to 

Traffic Engineering (NTE) Division of 

this Department for checking. 

(7) It appears that Table 7.15 and 7.17 in this 

section should read 7.19 and 7.21. 

(8) The design v/c ratio for roundabouts 

should not exceed 0.35. In Tables 7.15, 

7.16 and 7.17, roundabouts with v/c 

ratios in excess of this value would 

require improvement measures. 

Para 7 4 (1) Please amplify which residential area is 

referred to and where the small bus 

terminus is. Also I assume "Area 314" 

should be "Area 3/4". 

Assessment win be included. 

Junction improvement schemes for S3 and R4 are described 

in the tact and proposed plans have been given to Transport 

Department. The flyover on PI was included in the 

assessment of R4. The flyover is assumed to be completed 

by 2001 as currently planned. The junction control for SI, 

§2, S3 and S4 and S5 are as currently planned. 

Agreed. 

These have been supplied to Transport Department. 

Tables will be amended accordingly. 

Noted. The v/c ratios given in Tables 7.15, 7.16 and 7.17 

are based on ARC AD Y models for the worst 15 minutes 

interval in the peak period. V/C ratios based on hourly 

figures will be given. 

The residential area is Area 78 and the bus terminal in Area 

86". Area 314 should be Area 3/4. 

Section S Western Coast Road 

Para 8.4 (1) Table S.I shows that Lei Yue Mun Road 

attracted more traffic in Option B than 

Option A. This should not be the case 

since the WCR is only connected to Lei 

Yue Mun Road in Option A. The same 

query is applicable to Cha Kwo Ling 

Road. 

(2) The evaluation in respect of traffic and 

roads contained here is too brief. The 

evaluation analysis given in Section 6.2 

(such as Table 6.2, Table 6.6 and Para. 

6.2.6) of the Working Paper No. 9 on 

"Western Coast Road Connection" should 

be included and discussed here. 

Moreover, the adverse traffic impacts 

caused by both options to the local road 

network downstream of the WCR in the 

The Lei Yue Mun Road is connected to the WCR under both 

Option A and Option B, as is Cha Kwo Ling Road. 

However the location of the connection is different for the 

two options, see Figures. 8.1 and 8.2. 

The traffic evaluation relating to the requirement for the 

WCR together with various sensitivity tests is covered in the 

Traffic and Transport Study in Section 7 of the Report, as 

is the requirement for improvements in the Yau Tong area. 

Text will he expanded to clarify this. 




COMMENTS 

RESPONSES 

Yau Tong and Kwun Tong area should be 

mentioned. 

Para 8.7 (1) For comparison, cost breakdowns for the 

two Options should be presented. 

Para. 8.8 (1) The need for the further study on the 

preferred alignment is appreciated. In 

view of the adverse impacts on land use 

and environment, and the critical role of 

the WCR in providing an essential 

external link for the further development 

of Tseung Kwan O including Areas 131 

and 137, this point should be highlighted 

with sufficient clarifications. 

Furthermore, the further study should be 

carried out to confirm the engineering 

feasibility should full development of 

TKO be contemplated. Such information 

should also be included in the Executive 

Summary. 

The cost breakdowns as included in Working Paper 9 A will 

be included. 

It is considered that the critical need for the WCR has been 

sufficiently highlighted in Section 7. The purpose of Section 

3 was to present the findings of the comparative evaluation 

of the two proposed connections only. 

Section 10 Implementation 

Para 10.5 

Necessary improvements to the internal roads and 

ihe areas of influence should also be included. 

Text will be amended to include required 

improvements/impikations for junctions and area of 

influence. 

URBAN SERVICES DEPARTMENT 

Draft Final Report - Volume I 

As previously conveyed to you, this department is more 

concerned about the proposed adoption of Option B of the 

Western Coast Road Connection, since two large-scale UC 

projects namely Sam Ka Tsuen Recreation Ground and Sam Ka 

Tsuen Complex, will be adversely affected. Moreover, I am 

also concerned about the environmental impacts generated to the 

areas close to the road alignments for Option B m view of the 

anticipated busy vehicular traffic, in particular the heavy truck 

vehicles. 

In the light of the additional points raised by District Planning 

Officer/Kowloon vide his letter addressed to you dated 23 

December 1992, I think, the cost comparison for the two 

schemes i.e. Option A & B as stated in para. 8.7 of the Draft 

Final Report - Volume I, should be revised to reflect fully all 

relevant factors tor consideration by the Steering Group before 

a final decision is taken. 

Reference should be made to responses to DPO/K. 

APR Consultants Appendix D-37

J - HKU Libraries

You also want an ePaper? Increase the reach of your titles

Delete template?

Save as template?