FINAL REPORT -EIA · Highest 1 hour N02 Concentrations (flg/m 3) at 1.8m above ground level Decrease in Traffic Emissions with Height - Hing Wa St I Yen Chow St Figure 3.11 Traffic

•

.'

Territory Development Department Hong Kong Ri ~ ~ Kowloon' Development Office :Jt. ftl .;jijj M At ,

FINAL REPORT - EIA

August 1997

Acer Consunants (Far East) Limited In association with llewelyn-Davies Hong Kong Ud. AXIS EnvIronmental Consultants Ltd. SPS Hong Kong Ltd. Halcrow Fox Associates Au Poston! Consultants Ltd. Larry H C Tam 81 AssocIal8s Ltd.

~

l

c; ('!

r' .1. _ -

cC·

6 C (' - ''-- -'

c C'

C

C

C'

C C~'

C c; C (

(

C

r

Agreement CE 73/94

West Kowloon Reclamation Comprehensive Traffic Analysis Review and Environmental Impact Assessment

FinalReport - EIA

September 1997

c

(' L·

c c; e l)

C'

c" c

(

c

1.

2.

3.

West Kowloon Reclamation

Final Report - EIA

September 1997

Table of Contents

INTRODUCTION

THE STUDY PROCESS

ENVIRONMENTAL

3.1 Introduction

3.2 Air Quality

3.3 Noise

3.4 Water Quality

3.5 Waste Management Strategy

West Kowloon ReclamatioJl Final Report - EfA

3.6 Construction Impacts, Construction Phasing and Environmental Monitoring &Audit .

3.7 Conclusions and Recommendations

4. CONCLUSIONS

RT - 5148-02101 Final Report - EIA September 1997

Table a/Content P.I T:15148IREPORTIFINALR-1IFINAL_ -IICONTENT.DOC

----------------- ---------------------------------

LIST OF FIGURES

Figure 3.1

Figure 3.2a

Figure 3.2b

Figure 3.2c

Figure 3.2d

Figure 3.2e

Figure 3.2f

Figure 3.2g

Figure 3.2h

Figure 3.3

Figure 3.4

Figure 3.5

Figure 3.6

Figure 3.7

Figure 3.8

Figure 3.9

Figure 3.10

West Kowloon Reclamation Filial Report - EIA

Locations of Chimneys, Development Sites and Meteorological Stations

Predicted I-hour S02 concentration (flg/m3) from industrial sources at 40m above ground

Predicted 24-hour S02 concentration (flg/m3) from industrial

sources at 40m above ground

Predicted I-hour S02 concentration (flg/m3) from industrial sources

at 60m above ground




at 80m above ground




at 100m above ground



Traffic Emissions - Tsim Sha Tsui West Highest 1 hour N02 Concentrations (flg/m3

) at 1.8m above ground level

Decrease in Traffic Emissions with Height - Tsim Sha Tsui West

Traffic Emissions - Mong Kok West and Yau Ma Tei Highest 1 hour N02 Concentrations (~tg/m3) at 1.8m above ground level

Decrease in Traffic Emissions with Height - Mong Kok West and YauMa Tei

Traffic Emissions - Tai Kok Tsui Highest 1 hour N02 Concentrations (flg/m3) at 1.8m above ground level

Decrease in Traffic Emissions with Height - Tai Kok Tsui

Traffic Emissions - Hing Wa St I Yen Chow St Highest 1 hour N02 Concentrations (flg/m3) at 1.8m above ground level

Decrease in Traffic Emissions with Height - Hing Wa St I Yen Chow St

Figure 3.11 Traffic Emissions - Port Rail Terminal at Mei Foo

RT - 5148-02/01 Final Report - EJA September} 997

Table of Content P.l T: 151481R£PORTlF1NALR-1 IFfNAL_ -1 IUST·F1G.DOC

c c; c. C~ C Q

o ,0

C

9

l

C

C' GJ

o c

c:

c

(

(j

, .

(j '-- .. j

C)

CJ

c' ()

c

( ,

(

'-

(

\,,- )

l l

West Kowloon Reclamatiol1 Final Reporl- EIA

Highest 1 hour N02 Concentrations (J.lg/m3) at 1.8m above ground

level

Figure 3.12 Decrease in Traffic Emissions with Height - Port Rail Terminal at Mei Foo

Figure 3.13 Layout Plan and Noise Modeling Points - Tsim Sha Tsui West

Figure 3.14 Layout Plan and Noise Modeling Points - Mong Kok West and Yau Ma Tei

Figure 3.15 Layout Plan and Noise Modeling Points -Tai Kok Tsui

Figure 3.16 Layout Plan and Noise Modeling Points - Hing Wa St I Yen Chow St

Figure 3.17 Layout and Noise Modeling Points - Port Rail Terminal at Mei Foo

Figure 3.18 Minimum Site Requirements for Refuse Collection Points

LIST OF TABLES

Table 3.1

Table 3.2

Table 3.3

Table 3.4

Table 3.5

Table 3.6

Table 3.7

Hong Kong Air Quality Objective

Suinmary of Noise Standards

Waste Arising in West Kowloon

AL Levels for Total Suspended Particulate (TSP)

AL Levels for Noise Measured at NSRs during Construction

AL Levels for Marine Water Quality during Construction

Environmental Impact Mitigation Measures

LIST OF APPENDICES

Appendix A Land Use Schedule for West Kowloon Reclamation

Appendix B Environmental Data

Appendix C Environmental Monitoring and Audit Manual

RT·5148-02101 Final Report - EIA

. Sep(eJllber 1997 Table o/Content P.2 T: 15148IREPOR71FINALR-IIFINAL _ -IILIST-FIG.DOC

c c c; C-'

o c Cj

c c c

c; ()

c c c

1.

Ll

1.2

1.3

1.4

1.5

INTRODUCTION

West Kowloon Reclamation Final Report ~ EIA

Since the completion of the West Kowloon Reclamation Planning and Urban Design Study (WKRPUDS), numerous proposals have been put forward to deal with increasing housing demand, Kowloon Station Comprehensive Development Area(CDA), Tak Kok Tsui Station CDA, the West Kowloon Passenger Terminus, the Port Rail Terminus and Cheung Sha Wan Wholesale Market Phase IL These proposals would have generated traffic and environmental constraints on the overall planning framework for WKR. It was essential therefore to conduct a comprehensive traffic and environmental assessment to investigate the impacts and to determine the necessary mitigation measures. The study area is shown in Figure 1.

The Final Report for the overall study and hence the resulting ODP represents a stage in a continual planning and construction process for West Kowloon Reclamation, a process which is constantly changing and developing. Many of the features of the ODP, itself a culmination of tile process of "Working Plan" developments, were already in place, at the start of the study, examples include the Phase I Wholesale Market, the Yau Ma Tei (YMT) Typhoon shelter cargo handling facilities and many of the drainage culverts. Others, such as the West Kowloon Expressway, the Western Harbour Crossing and the MTRC airport rail links were already at an advanced stage of construction. These are of course portrayed accurately and in some detail on the ODP. Other features, such as the MTRC CDA sites and the Phase II Wholesale Market are at an advanced stage of planning, or at a very early stage of design or construction.

There are a number of planned developments, such as the proposed Police Married Quarters, for which no clear plans exist. These areas have been allocated and investigated on the basis of establishing a principle within which design development can take place.

A major variable is that of the proposals for the Western Corridor Railway. The draft ODP arising out of this study allows for the implementation of the WCR by the year 2006, in the form known during the early stages of the study. This has made no allowance for a station at Yen Chow Street and indicated a particular footprint for the proposed West Kowloon Passenger Terminal (WKPT). It is understood that the subsequent West Rail developments are significantly different; these, if implemented, will inevitably necessitate further development of the planning and road layouts as presented in this report.

The development of the ODP has sought to mmmllse constraints on such future developments as far as possible. It must be recognised however that the base from which the current ODP has sprung, involving an elongated land area, (35% of which is already dedicated to major roads including the West Kowloon Expressway and its associated links and frontage roads), immediately places a major constraint on the development forms because of severance and environmental impact. Added to this is the need to increase population beyond the 56,500 level established after WKRPUDS, at which point it was established that any further increase would necessitate extraordinary environmental mitigation measures, and it becomes clear that opportunities for population increase, although there, will inevitably involve limitations of some sort.

RT-5148-02/01 Final Report-EIA September, 1997

Page 1-1 T:15148IREPORnF1NALR-11FINAL_-IICHP1.DOC

1.6

1.7

1.8

1.9

1.10

1.11

1.12

West Kowloon Reclamation Final Report - EIA

N()n~ of these issues necessarily pr~c1udes such an inr.rease however. The potential environmental limitations can be overcome to a greater or lesser degree by adopting imaginative design solutions and making full use of the mitigation methodologies allowed by the Hong Kong Planning Standards and Guidelines. This is essentially the approach adopted by this study. The ODP resulting from this study is thus a feasible one which meets the requirements of the brief but which, in increasing population levels, places greater pressure on space and on infrastructure.

An Environmental Impact Assessment (EIA) was conducted on all aspects of the proposed development on the study area which comprised newly formed land on the West Kowloon Peninsula. Particularly important is its role as a transport corridor through Kowloon and accommodating the West Kowloon Expressway, the Airport Railway and the Western Corridor Railway. Consequently, identifying potential solution spaces to accommodate additional population was complicated by potential transport/residential interfacing. The study area was also constrained environmentally due to:

• a range of new and relocated marine uses; • the Cheung Sha Wan Wholesale Market; • interface with some of the world's most densely populated urban areas; • the proposed West Kowloon Passenger Terminal MTR stations and Port Rail Terminal;

and • major expansion of the road network in Kowloon.

The above development issues have a major potential impact in terms of noise and air quality and impose significant development constraints particularly in relation to meeting environmental guidelines for residential areas. The potential environmental impacts of the project developments considered both imminent construction impacts, construction phasing and the long term cumulative impacts of operational phases after construction.

Other aspects considered a waste management strategy, focusing in particular on site developments such as Cheung Sha Wan Wholesale Market, water quality impacts of any site construction activities and environmental monitoring and audit schedules for construction.

The planning stage of the study identifies four areas having the potential for intensification of residential developments. The locations are:

• Tsim Sha Tsui West • Mong Kok West • Tak Kok Tsui West • Yen Chow Street

The EIA investigates environmental feasibility of all sensitive uses in the WKR and determines any necessary mitigation for each site.

It should be noted that this abridged version of the Final Report is extracted directly from the Final Report for the whole study.

RT-5J48·02/01 Final Report-EIA September, 1997

Page 1-2 T:15148IREPOR71FINALR-IIFINAL_ -IICHP I.DOC

c

c C~

o C-.'

.I

o c

C:

o

c c c

c

(:

(,

c

C)

c o

c

C) c (1

c c

c c


1.1J Reference to other Chapters not contained in this abridged version have not been removed. This Final Report - ETA contains only those Chapters and Appendices relevant to the Environmental Impact Assessment.

RT-5148-02101 Final Report-EIA September, 1997

Page 1-3 T:15148IREPORTIFINALR-1IFINAL_ -/ICHP I.DOC

I

x

(

(

l

(

(

(

,><

? §

~

~ ~ I !

1( ~ i ~ • ~ • I ~ ~ " • G •

i~ ~ .~ ,

I ,

I ~ • ~~ 2 ~ ~ ~ •

I " ;:,; ; ~ ~ ~ I • ,. I • ~ ~~ :'I~ < I I *-g.~ 3 ~§ ::;: ~ • ~ •

/

(

c

c

C) c c; C~)

(' ,--"

C)

C"

c

c.

(

2.

2.1

2.2

THE STUDY PROCESS


The development of the Outline Development Plan (ODP) and its associated infrastructure, landscape and other proposals was undertaken through a multi-disciplinary, iterative design process. This process has been carried forward through a series of reports, each of which has built upon the conclusions, recommendations and queries which have arisen from previous ones.

The study process can best be illustrated by reference to the major report stream as follows:

• Report TRI Preliminary Traffic Analysis & Review

This was the first estimate of 20 II traffic on the reclamation. It was produced at a very early stage of the study and preceded the planning and other studies which were to determine the preferred disposition of land uses and also the development of the detailed study traffic model. There was therefore a large element of judgment in the traffic modelling. It was used only as an indication of the potential effects of a population increase.

• Report TRZ - Land Use Planning & Infrastructure Issues

This Technical Report presented a number of alternative development frameworks, and culminated in the first iteration of the 'Working Plan'. This provided the basis for developing the Outline Developmeut Plan and Landscape Plan over the course of the Study.

The report reviewed the prevailing planning context for the West Kowloon Reclamation and outlined a set of land-use parameters and issues to guide option generation and assessment The report identified constraints and opportunities to the accommodation of additional populatiou on the reclamation, covering planning, traffic, engineering, and environmental considerations and formulated three distinct options the relative performance of which were assessed against a set of objectives. This resulted in the selection of a Working Plan based on the approved Option for further development

• Report TR3 - Cheuug Sha Wan Wholesale Market Phase IT - Poteutial for Container Related Joint User Development.

The report was a standalone report which examined the possibility of making use of the Phase II market site for a combined facility, incorporating a container handling facility for mid-stream operation, the Phase II wholesale Market and an Industrial/Office (I/O) development The report examined the internal layout of such a combined facility and also its interface with the surrounding area.

• Report TR4 - Review aud Assessment of New Development Proposals

This Technical Report sought to resolve the laud-use issues arising out of the Working PIau in Technical Report TR2, in order to produce a final version of the Working Plan for analysis. The process resulted in a' considerable reduction in population when compared to the approved "option C" of TR2, the reductions arising out of land use, urban design traffic, highway infrastructure and environmental variables.

RT-5148-02/01 Final Report-EIA September, 1997

Page 2-1 T- 15148IREPORT\FINALR-1 IFINAL _ -I ICHP2.DOC

2.3

West Kowloo/l Reclamation Fillal Report - EIA

The findings of the environmental review presented in TR2 were developed further, the main issues being associated with the close proximity of heavily trafficked roadways to potential sensitive uses and the resulting noise and air quality impacts.

• Report TR5 - Traffic Analysis & Review

This report presented the traffic findings and analysis for the development proposals given in TR4. The objectives of the analysis were to undertake junction capacity analysis in order to identifY any problem junctions, and to propose possible road improvement measures as necessary. The results were then used to guide, in conjunction with the TR6 findings, development of the final refinement of the working plan insofar as traffic matters influenced the design.

Analyses were undertaken for 1998, representing the "opening year" situation, after opening of the Western Harbour Crossing (WHC), the WKE and the MTRC airport railway, 20 II, the ultimate design year for the study, by which time full development on the reclamation was assumed, and all associated infrastructure, including the Central Kowloon Route, Kowloon Point Reclamation and the Western Corridor Railway were assumed completed and 2006, an intermediate year, with similar assumptions to the 20 II analyses, except that Central Kowloon Route was assumed not to be operational.

• Report TR6 - Environmental Appraisal and Revised Infrastructure Requirements.

The findings of the environmental review and infrastructure impact review presented in TR4 were extended to a high level of detail the layout product for TR4. The main environmental issues for all sites and the focus for the environmental workstream were found to be the close proximity of heavily trafficked roadways to potential sensitive uses and the resulting noise and air quality impacts. Other environmental issues, including waste management, construction impacts and environmental monitoring reqnirements were also considered. Infrastructure impacts were found to be containable in that few road improvements were found to be necessary and most of the main sewers and drainage runs were found to be adequate.

Reports TR5 and TR6 were both used to test the Working Plan developed for TR4, identifYing changes which might be necessary as a result of the refined analysis, identifYing infrastructure limitations arising out of that analysis and recommending the means of incorporating such changes. The output from these reports were then applied to the TR4 Working Plan, leading to the production of the ODP. The following chapters of this report then are concerned with the description of the results of this process.

RT-5148-02101 Final Report-EJA September, 1997

Page 2-2 T: 15148IREPORT\FINALR-I IFINAL _ -I ICHP2.DOC

(

c c: C; C

o

c (--:'.1 ~.,

o c o c

c c

c

(' (

e

o

C)

c> c:

8 CJ

Cj

c c (.

c c

3. ENVIRONMENTAL

3.1. Introdnction


3, I, I This section of the Final Report seeks to resolve the environmental issues outstanding on presentation ofTR6 and the 'Revised Working Plan' in Technical Report TR4 in order to lead to an agreed Outline Development Plan.

3,12 The development of the Plan which was assessed in TR6 and which has been re-assessed here was undertaken through a multi-disciplinary, iterative design process, which has gradually merged such principal planning concerns as land use, development density, urban form and landscape design, with parallel considerations of environmental quality, traffic and transportation requirements, and ultimately with infrastructure/utilities provision,

3,1.3 The development" layouts and building locations were generated following close consultation with the agencies responsible for the developments. Thus the Housing Authority provided information on the form of development proposed for public rental estates in Mongkok West and Cheung Sha Wan West. The Planning Department have given guidance on the approved form of development for PSPS sites in Mongkok West as well as the Police Married Quarters site in Tai Kok Tsui. The proposals tested in this FR therefore accord with the general urban design principles for the WKR and the urban design concepts proposed in the parallel Planning Department Study (WKRRDDP) unless justified on environmental or planning grounds. The master layout plan (MLP) for the MTR CDA Kowloon Station was approved by the Town Planning Board on 15.9.1995 and has been adopted in this study. The MLP for the MTR CDA sites A, B, C and D were first approved by the Town Planning Board on 19.8.1994 and have been adopted in this study. An amended MLP was subsequently approved by the Town Planning Board on 26.7.1996.

3.1.4 The findings of the earlier environmental assessments have been developed for further confirmation in this FR. The main issues for all sites and the focus for the environmental workstream have remained as the close proximity of heavily trafficked roadways to potential sensitive uses and the resulting noise and air quality impacts.

3.1.5 Of the additional land uses included on the reclamation, many, such as WKPT, CSW Market Phase II, PRT, etc. are "fixed", in that there is no scope for alteration of their location or land use content. Traffic generation from these components is significant, amounting to some 16% of the total traffic generated on the WKR.

3.1.6 The forecasts used in the FR analysis incorporate the detailed model parameters and trip generation rates developed and endorsed during the course of the study, and represent the results of the detailed analysis of the recommended Land Use Plan.

3.1. 7 The main "variable" additional land use included on the reclamation is the additional population (26,000 persons, an increase of approximately 28%). Traffic generation due to this population increase amounts to only 2% of the total traffic generated on the WKR. In terms of effects on traffic noise levels, or road and junction capacities, it is clear that

RT-S148-020 I Final Report ElA September 1997

Page3-1 T:ISI48IREPOR11FINALR-IIFINAL_ -I1CHP3.DOC

West Kowloon Reclamation C,' , Final Report - EIA

altering the amount or disposition of the additional population conld have little effect on traffic flows in comparison to the fixed elements.

3.1.8 Traffic management measures aimed at reducing noise problems would generally comprise diversion of some or all traffic away from sensitive roads onto other routes. Opportunities for this are severely limited on WKR due to the nature of the road network and the degree of traffic saturation at critical junctions.

3.1.9 Through traffic is already directed along the primary roads ofWKE and PI, and both are shown in the traffic analysis to be approaching critical capacity. Road PI, in particular, is already above desirable design capacity in certain sections. Most of the main junctions on WKR are also close to capacity, and improvement schemes are required at several locations (refer to Section 6 of the WKRCTAR EIA Final Report Main Study Vol. 1). Diversion of traffic onto such rontes is thus not feasible on traffic capacity grounds. In the hinterland areas, the traffic situation is worse, with overload being forecast at many junctions. Diversion of traffic away from WKR into hinterland areas is thus also not feasible on traffic capacity grounds.

3.1.10 Other environmental issues, including air quality from industrial sources, waste management, construction impacts and environmental monitoring requirements have also been reconsidered. Water Quality Impacts have been reconsidered by comparison with the WKRPUDS assessment and advice is given on whether the new land use planning poses any additional impacts on water quality.

c C '-,I

c

3.1.11 An Environmental Monitoring and Audit Manual has been written in close liaison with ~~. C

3.1.12 The conclusions tested in TR6 are reconsidered to present a more refined analysis. The identification of transport and infrastructure limitations and changes required arise out of that analysis and the means of incorporating such changes are recommended. The output from this report is the ODP.

3.l.l3 One of the major variables in the study area is the planning of the Western Corridor Railway (WCR) and the associated West Kowloon Passenger Terminal (WKPT). It is likely that there will be further changes to the plans and variations from the assnmptions in this report. II? order to allow the FR to be completed, the WCR and WKPT arrangements as currently instructed have been adopted.

3.1.14 This report assumes that a separate EIA for the proposed WCR and associated stations and developments will be conducted when details are available and will consider; inter alia.

• Building layout • Traffic noise and emission affecting development sites • Train noise and train-induced structure-borne noise - affecting development sites • Reduction of noise by mitigation measures at source • Noise and vibration insulating of building elements • Construction noise affecting the neighbouring developments • Construction noise from later phases affecting the early phases of the developments

proposed in the outline development plan • Operational impacts from the stations and mechanical plant

RT-514S·0201 Final Report EIA September 1997

Page3-2 T:15148IREPORT\FINALR-/IFINAL_-/ICHP3.DOC

8

o C)

c) o c

(

c

o 8

G

o c:

o o o o G

c c

c

• Environmental monitoring and audit

West Kowloon Reclamation Filtal Reporl- EIA

3.1.15 In terms of the present environmental assessment, an important threshold in the planning process was completion of the revised traffic modelling/transport analysis presented in Section 6 of the WKRCTAR EIA Final Report Main Study Vol. l. This allowed reconfirmation of the road network incorporated in the WKR ODP. In tandem with this, dialogue with concerned divisions of EPD allowed a proactive approach to resolving many of the fundamental difficulties in dovetailing land use/urban design recommendations to meet HKPSG environmental guidelines. In this respect special emphasis was placed on noise and air quality.

3.l.l6 The location for the Port Rail Terminal is assumed to be as in Option 1 for TR4 and since no detailed data ate available on operational or construction issues, it is assumed that the PRT will conform to the design presented in the preliminary EIA and the use of acoustic covers to the rail fan and operations areas will allow the PRT to comply with NCO and APCO during operation. Construction issues are dealt with in Section 3.6.

3.1.17 The report structure is as follows. Following this introduction, sections 2 to 6 deal with Air Quality, Noise, Water Quality, Waste Disposal, Construction Phasing and Environmental Monitoring and Audit. Construction Phase Impacts are used to identify appropriate monitoring locations for the EM&A Manual. Each of the Study Areas identified in TR6, i.e., Tsim Sha Tsui West, Mongkok West, Tai Kok Tsui West, the Hing Wah Street! Yen Chow Street Development, the PRT and the existing residential areas such as Mei Foo, Narn Cheong Estate, Wong Tai Street and Man Cheong Street have been reviewed in turn in sections 3.2 to 3.6. Waste Disposal and Water Quality are dealt with

as strategic issues on a WKR area wide basis in sections 3.4 and 3.5. This Section concludes with the recommendations for mitigation measures. The site referencing system is presented in the 0 D P.

3.2. Air Qnality

3.2.1 The purpose of this section is to investigate the extent of air quality impacts from existing and future pollution sources on the proposed developments on the WKR. Construction Impacts are dealt with in section 3.6. The land use assumptions are presented in Section 4 of the WKRCT AR EIA Final Report Main Study Vol. 1.

(aJ Major Sources Of Air Pollution

Emission Inventory

3.2.2 In the vicinity of the reclamation there are numerous chimneys to the north and also a substantial number to the east. .Air quality impacts are dominated by these chimneys and

. by vehicular emissions on the roads all over the reclamation. In addition, the dust levels in the vicinity are aggravated by the construction activities nearby and on the reclamation itself. The container terminals, shipyards; Cheung Sha Wan Wholesale Market (CSWWM) and CRC godown / container handling yard are potential nuisances, but these are generally located well away from sensitive receivers. The main air pollution sources in the area therefore include but are not necessarily limited to the existing chimneys, other industrial sources, roads and construction work.

RT-5148-0201 Final Report EIA September 1997

Page3-3 T: 15148IREPGR'J1FINALR-1IFINAL _ -1ICHP 3.DGC

Existing industrial sources


3.2.3 Industries in the Lai Chi Kok to the Tai Kok Tsui area include many factories. Site surveys revealed that no industrial chimney is located within a distance of 200m from any of the schools or residential developments proposed in Section 4 of the WKRCT AR EIA Final Report Main Study Vol. I but there are numerous chimneys within a few km which could influence air quality. Information on the industrial chimney sources has been supplied by EPD and is summarised in Appendix B (BAI).

Future industrial developments

3.2.4 Many hectares of WKR are intended for industrial land use. However it is proposed that most of the industrial sites, which are to the north of Cheung Sha Wan West development area, are for warehousing industry (IC). Three sites adjacent to the old Cheung Sha Wan Shipyards (3.8, 3.9 & 3.10) are zoned as general industrial (IA). These would be the likely sites to include fuel burning appliances (boilers etc.) giving rise to atmospheric emissions. To the south the industrial allocation is expected to comprise industry-office type developments. These developments would not be expected to have fuel burning appliances and are anticipated to be non-noxious with no air emissions.

3.2.5 In recent years there has been a general trend for manufacturing industry of many types to relocate away from Hong Kong; in many cases into the special economic zones and ·elsewhere in China. This has been driven mainly by economic forces. Environmental legislation has also been tightened in Hong Kong. Together these trends have generally resulted in a reduction in the magnitude and number of heavy polluting industries. Consequently, atmospheric emissions from remaining industrial sources are being reduced. Any further relocation of industry away from the hinterland of the study area will mean that some of the existing fuel burning boilers, compressors and other industrial machinery giving rise to atmospheric pollutants will be removed. If current trends prevail a reduction in emissions may be anticipated, locally, in future years.

3.2.6 Some of the development areas on the reclamation to the south of the existing industrial zones in Lai Chi Kok are zoned for industrial use and whereas it is possible that additional chimneys and fuel burning appliances could be introduced, it seems unlikely that heavy or noxious industries would be introduced given the current trends. Even if some heavy industry is introduced locally it will not influence air quality except close to the emission sources and concentrations are unlikely to exceed the intensity of industry in Lai Chi Kok and Cheung Sha Wan to the north and east of study area.

3.2.7 In order to assess the worst possible case, future additional industrial emISSIOns are estimated and inCluded in the air quality assessment as a sensitivity test in Appendix B (A4). The scale of potential impact is based on an average of the existing sources and location is assumed at the industrial (IA) sites (3.8, 3.9 & 3.10).

Other Air Quality Impact Sources

3.2.8 Concerns have also been raised as to the potential nuisance from dust and other emissions from the container storage, lorry parks and related uses. These uses have been located as far from the sensitive receivers as possible. The net effect of the ODP in comparison to the recommendations for land use in WKRPUDS is to replace general CIA) and special

RT·5J48·020J Final Report EIA September 1997

Page3-4 T:15J48IREPORT\FJNALR-JlF1NAL_ -JICHP3.DOC

. ----.-~~~~~

c c c C

.~.

c: o e

c'

c c'

c c

c c (

(

c c

c c c'

r-, \.., j

o 8

C~'· j

C) c

o

o G

C c

(

c

West Kowlooll Reclamation Fittal Report - EIA

industry is removed or at least down scaled, reducing potential industrial residential interfaces and I/O sites are relocated to the CSWWM.

3.2.9 The CSWWM phase two developments are potential odour sources but are located beyond the recommended buffer distance from sensitive receivers. No sensitive receivers are within the buffer distances for the sewage screening and pumping plants which are retained as on the original layout plans.

(b) Background Air Quality

3,2, I 0 EPD have advised that the nearest permanent air quality monitoring stations do not reflect the likely air conditions in the whole of the WKR area and data from these stations are therefore not considered suitable for use in addressing the detailed assessments necessary for the proposed developments, However EPD provided details (where available) of chimney locations, heights, diameters, fuel consumption, number of days of operation and the start and finish times for 136 chimney stacks in the vicinity. Since these will comprise by far the vast majority of sources in the area the need to include background concentrations is unnecessary. However, it was considered prudent to add a theoretical background level and the analysis is consequently conservative. The data set used is shown in Appendix B (AI). The location of each source relative to the WKR development is shown in figure 3.1.

(c) Air Quality Criteria

3.2.11 Major component air pollutants from industrial sources, traffic and construction work include S02, N02 and particulates respectively. An assessment of air quality over the whole of the WKR site has been undertaken using the known industrial emissions and motor vehicle data to determine whether the air quality in the vicinity of developments will meet Air Quality Objectives (AQOs) for N02 and S02' Hong Kong AQOs for S02, N02 and Respirable Suspended Particulates (RSP) are given in Table 3.1.

Table 3.1 Hong Kong Air Quality Objectives

Pollutant Concentration (].lg/mJ 1 hr averaging time 24 hr averaging time

S02 800 N02 300 RSP /

N.B. Measured at 298°K (25°C) and 101.325 kPa (one atmosphere) • Not to be exceeded more than three times per year + N ot t~ be exceeded more than once per Year

(d) Air Quality Modelling Industrial Emissions

350 150 180

3.2.12 Appendix B (AI) describes the details and methodology of the air qnality model used. Modelling was undertaken for atmospheric emissions from the industrial sources shown in figure 3,1. Future industrial emissions were estimated and included to test the sensitivity of this model to future emissions, Discussions were held with EPD to confirm the air pollution m9deIIing requirements as detailed below:

RT·5148·020J Final Report EIA September 1997

Page3-5 T: 15 J 48IREPORTIFINALR-J \FINAL _ - J ICHP 3,DOC

West Kowloon Reclamatioll Final Report- EIA

• The development area was modelled for S02 using the US EPA ISCST2 model. • The analysis was undertaken to detennine the likely contravention of AQOs across

the study area. • All S02 sources within an area of about 3000 metres by 1800 metres (approximately

136 in total) were to be used. • S02 modelling includes hourly, and 24 hour averages of S02 levels. • Pollution contours are produced. • A full year of meteorological data was used, (1994 was available). • Wind speed and direction from Cheung Sha Wan Kings Park, and Star Ferry stations

and other relevant data from the Royal Observatory were used. Figure 3.1 also show these stations.

3.2.13 The weekly fuel consumption figures were used when available to calculate an hourly emission rate over the hours of operation. If the weekly consumption figures were not available the rated 'fuel use for the process was used. This would generally give high S02 emission estimates as industry would not usually be running at the maximum fuel usage at all times. This approach therefore makes a conservative estimate. The S02 emissions were calculated from the US EPA document AP-42 for industrial boilers using distillate oil or fuel oil. The sulphur content was assumed to be 0.5%, the current statutory maximum in Hong Kong.

3.2.14 If a chimney height was not known it was set at approximately 40 metres; the average of all known chimneys within the study area. The temperature of the emissions was set at 1800 C and 5 metres/second was used for the chimney gas exit velocity, which are typical boiler exit flue conditions.

Results'

3.2.15 The modelling results are presented in figures 3.2a-h. The resultant concentrations ofS02

have been calculated for a grid of points across the subject area. Based on the modelling emissions in the vicinity, these concentrations are not sufficient to bring about any exceedance of the AQOs for S02 near the proposed developments at levels up to 120 mPD. The worst case corresponds to times when the wind is coming from a northeasterly direction. In such a case any additional emissions from new factories on the reclamation, if any, would be directed away from the reclamation. Sensitivity testing indicates that these emissions do not have a significant effect on the worst case prediction. Figures 3.2a-h show the 1 hr, and 24 hr S02 contours at 40m, 60m, 80m and 100m above ground level. The concentrations decrease with increasing height.

3.2.16 Air Quality does not exceed the AQOs at Mei Foo Sun Chuen but further east at the former Cheung Sha Wan Shipyard sites, the air quality approaches the I-hour criterion at the north east corner of the site between 40m and 60m above ground level. This site is designated for I/O and buildings of possibly greater than 65 mPD «80 mpD, see planning data schedule) can be anticipated on this site. Mitigation in the fonn of central air conditioning will be required. This may not necessarily represent a major constraint to development. Current applications and approvals for the site under the Town Planning Ordinance assume some form of multi-storey office / industrial development. Detailed designs will need to take careful account of potential industrial emissions in the area and it is recommended that the air conditioning intakes are located at levels which will not suffer poor air quality exceeding the AQOs. Modelling indicates that AQOs may be

RT-5148-0201 Final Report ElA September 1997

Page3-6 T:15148IREPORI1FINALR-IIFINAL_ -IICHP3.DOC

c c c

Ci

G

8

c/ c 8

c o

o c c

c

c c c' C···

o 8

c

o o 8 c c c c


exceeded at the north east corner of the site. However the air conditioning intakes can be positioned away from these locations where the AQOs are not breached.

3.2.17 The results indicate that industrial sources introduced on the reclamation will not be of major significance. The major air quality impact for the developments further south are the remaining existing sources to the north and traffic both of which will dominate local air quality.

(e) Air Quality Modelling Traffic Emissions

3.2.18 Modelling was undertaken for atmospheric emissions from traffic. Traffic data were supplied by the transport consultants based on the traffic model re-run on the ODP planning assumptions following TR5 and TR6. Discussions were held with EPD to confirm the air pollution modelling requirements as detailed below:

• The model CALINE 4 was used to model N02 from vehicular sources over the study area.

• A check was made and RSP was determined not to be a problem; below 30% of the AQO criterion.

• The meteorological conditions representing the "worst case" were used for the vehicle emission modelling.

• Traffic data from 2011 were used. • In assessing N02, 20% of NO x was assumed to be N02•

3.2.19 Atmospheric emissions from traffic flows predicted in 2011 were assessed using the CALINE 4 computer model. The traffic flows for 2011 relevant sections of roads are presented in Appendix B (A2). 2011 has the highest traffic flows and it is assumed that this represents the worst possible case. Although individual vehicle emissions would be higher in 2006, the increase of traffic flows in 2011 would lead to greater overall emissions. The AM traffic flows have a greater proportion of diesel fuelled vehicles and checks showed that a emission from the 2011 AM traffic would represent the worst possible scenario. 2011 was deemed the most appropriate year to model to assess the worst possible case. These modelling assumptions are presented in Appendix B (A3).

3.2.20 The modelling results are summarised in figures 3.3, 3.5, 3.7, 3.9 and 3.11 for the five main study areas. The resultant traffic emission concentration contours have been superimposed on the layouts in the figures. Concentrations are not sufficient to bring about any exceedance of the AQOs near the sensitive receivers but there are exceedances of the AQOs with respect to N02 very near the main roads at ground level and in the vicinity ofthe Cross Kowloon Route (CKR) ventilation stack.

Tsim Sha Tsui West, including Kowloon Station and WKPT.

3.2.21 Figure 3.3 shows the predicted 1 hour N02 concentrations at 1.8m above ground level. Given that N02 concentrations decrease with height this represents the worst case. Exceedances of AQO of hourly average N02 of 300 J.1g/m3 due to traffic on nearby roads are not anticipated at any level of the developments intended for residential use or the school site. The decrease in N02 with height for locations in the vicinity above Kowloon Station, WKPT, residential sites 11.8 and 11.18 and the school (11.14), near the highest predicted roadside concentrations is shown in Figure 3.4.

RT-5148-020J Final Report EIA September 1997

Page3-7 T;15J48IREPORTiFINALR-JIFINAL_ -JICHP3.DOC


3.2.22 There are high concentration ofN02 at the main roads but traffic emissions do not present a constraint to the development sites in the vicinity of WKE, PI or D 1 in the Tsim Sha Tsui West Area .. Likewise the school sites to the south (1l.l4 and 1l.l5) do not experience air quality exceeding the AQO criterion. Nevertheless in order to obtain air least affected by traffic emissions it is recommended that the AlC intakes for air conditioned buildings be located away from main roads or above podium level for optimum air quality.

Mongkok West and Yau Ma Tei Interchange including MIRC CDA site B, PSPS development, Man Cheong Estate and Sandwich Class Housing.

3.2.23 Figure 3.5 shows the predicted 1 hour N02 concentrations at 1.8m above ground level for the Mongkok West and Man Cheong Street areas and includes all traffic sources on the Yau Ma Tei Interchange and WKC. This represents the worst case. Exceedances of AQO of hourly average N02 of 300 ).tg/m3 are not predicted at any level of the reclamation developments intended for residential use including Mongkok West Estate, MTRC site B, PSPS, or site 9.14.

3.2.24 There is exceedance at ground level at the corner of Waterloo Road (V7) and at a similar height all along Ferry Street, Cherry Street and near the WKE, all of which are influenced by the elevated road sections at Ferry Street and local roads. AQOs are not exceeded at Man Cheong Street (V8). The decrease in N02 with height for several locations in the area near the sites are shown on figure 3.6. Whereas AlC intakes at the first residential level on 10.6 and 'Waterloo Road will be at about 15m high, the AQO would not be exceeded, it is suggested that the Sandwich Class Housing development be set back from the major roads as far as possible to minimise air quality impacts.

3.2.25 There are high concentration of N02 at the main roads but predicted air quality deterioration due to traffic fumes does not present a major constraint to the developments in the area.

3.2.26 The air quality in the vicinity has also been predicted by calculating the emissions from the ventilation stack to the Cross Kowloon Route in comparison with the above CALlNE 4 model outputs. Previous traffic figures for the CKR (TR5) were in the vicinity of 4000 vehicles per hour. Re-run models indicate traffic flows in the vicinity of 6000 vph and this increase of over 60% requires a re-evaluation of the emissions from the west ventilation stack near the Sandwich Class Housing Site (10.6). Appendix B (A3) shows that cumulative predicted N02 concentrations north of Man Cheong Street estate are not predicted to exceed the AQO over the Sandwich Class Housing Site.

3.2.27 In the event that emissions from the western ventilation stack are increased as a result of the recommendations of the Central Kowloon Route study the situation must be reviewed. The traffic circulating in the area does not exceed the AQO. and the recommended course of action is for the ongoing CKR study to identifY technical modifications to the ventilation of the tunnel sections such that the amount and concentration of fumes ventilated from the stack is decreased. This should ensure that the developments in the area are not affected further. Another alternative would be to choose a more remote location for the ventilation stack away from these and other sensitive receivers. In the event of further increases in emissions from the vent stack the developments on the sites 10.1, lOA and 10.6 may need to be set back from the vent stack such that no openable windows or air conditioning intakes

RT·5148·0201 Final Report EIA September 1997

Page3-B T:15148IREPORTIFINALR-11FINAL_ -1ICHP3.DOC

c c c C c' (j

c; o

c' 8

c ()

c c c

(

C c; Ci

C

o c) C c) c C~;

t) o o

c

c

c


contain air exceeding the AQO. The approach to identifYing an appropriate setback can be seen from Appendix B (A3).

Toi Kok Tsui West, including MTRC Site C, Wong Toi Street, Police Married Quarters and Nam Cheong Estate.

3.2.28 Figure 3.7 shows (he predicted I hour N02 concentrations at l.8m above ground level. Exceedances of AQO of hourly average N02 of300 J.1g/m3 are not anticipated at any level of the developments intended for residential use. However the indoor recreational centre site 7.13 is overlapped by the 300 J.1g/m3 contour. A vertical profile of the N02

concentrations (figure 3.8) indicates no exceedance of the AQO at 10m above ground and higher for all six locations tested. This includes Nam Cheong Estate, the Police Married Quarters (7.20), Wong Tai Street and MTRC site C (8.4). The usual decrease in N02 with height would suggest that no poor air quality exceeding AQO would be encountered at heights above 10m. However it would be prudent to consider locating AlC for the recreation centre as far away from PI as possible.~ In order to introduce a safety margin it is recommended that the AlC intakes be located at or above 20m above ground level as far from PI as possible. The school sites are not predicted to experience air quality which exceeds the AQO, neither are the developments at site 8.3.

3.2.29 Whereas the concentration of N02 at the main roads are high, traffic emissions from WKC, PI, WKE or the local roads do not present a constraint to the developments in terms of air quality.

Hing Wah Street / Yen Chow Street, CDA and Gl/C sites.

3.2.30 Figure 3.9 shows the predicted I hour N02 concentrations at l.8m above the roads. As at the other locations ·assuming that N02 concentrations decrease with height this represents the worst case. The worst air quality is nearest the WKE. Exceedances of AQO of hourly average N02 of300 J.1g/m3 are anticipated at ground level close to the WKC and WKE but exceedances are not anticipated at any level above 10m for the air sensitive developments (figure 3.1 0). The AQO is exceeded at up to 10m at V6.

3.2.31 However, the location of the SAB blocks on site 4.15 and the adjacent indoor recreation centre are very close to the 300 J.1g/m3 contour. As recommended in TR6 these blocks have been moved as far back from WKC as possible on air quality grounds. Moving the blocks to the south west will also confer advantages in controlling traffic noise (see section 3.3) to the inner areas of 4.15. The decreases in N02 with height across the area are shown on figure 3.10. It can be seen that despite air quality constraints for sites 4.15 & 4.27, N02 concentration will not exceed the AQOs at the prediction points above 10m. However in order to introduce a safety margin it is recommended that the AlC intakes for commercial developments on 4.27 be located at or above 20m above ground level and as far away from the roads as possible. The school sites do not experience air quality which exceeds the AQO.

3.2.32 There are high concentration ofN02 at the main roads WKE, PI, D2, WKC, D5 and D6 but these do not exceed the AQO over the sites. The constraint is not so severe as to prevent development in reasonable proximity to these roads.

RT-5148-020J Final Report EIA September J 997

Page3-9 T:15J48IREPORTIFINALR-IIFINAL_ -IICHP3.DOC

West Kowloon Reclamotioll C_ I Final Report - ETA

Pori Rail Terminal and Mei Faa

3.2.33 The main air pollutants resulting from the operation of the PRT will come from the mechanical equipment, shunting locomotives and tractors, however, the emissions will be small in comparison to the emissions from traffic moving on roads nearer the air sensitive receivers. The distance of the sensitive receivers from the PRT also makes significant impacts unlikely.

3.2.34 Tractors moving containers will be spread out over the freight handling areas of the PRT. Emissions will therefore be effectively dispersed. In addition, the separation of the receivers such as at Mei Foo (>200m away) will allow sufficient dilution of diesel emissions as not to·be detectable.

3.2.35 Shunting activities by locomotives will be intermittent as would emISSlQns. The separation to Mei Foo would allow dilution of emissions such that there was no noticeable effect.

3.2.36 The predicted concentrations of traffic emissions for this area are presented in figure 3.11. The AQO are not predicted to be exceeded at the sensitive receivers in Mei Foo due to

the environmental set-back from the WKE although roadside concentrations in this area will exceed the AQO due to the high proportion of heavy diesel fuelled vehicles. The vertical profile of N02 atthe Mei Foo dwellings is shown in figure 3.12.

WKR OMP Modelling

3.2.37 Modelling conducted previously predicted similar contours for N02

Respirable Suspended Particulate (RSP)

3.2.38 Modelling of RSP shows the predicted RSP concentrations from traffic emissions at the sensitive receivers are not likely to exceed 50% of the AQO at any site.

(f) Air Quality Mitigation

3.2.39 The impacts from industrial sources are limited to the I/O sites on the former shipyards at Cheung Sha Wan. Whereas no severe exceedance of the AQOs is anticipated it is recommended that central air conditioning be introduced for these developments and that the intakes be located between 20m and 50m or above 90m and away from the north east comers of the site and as far away from the busy Lai Chi Kok Road as possible.

3.2.40 The options for mitigating the impact of air quality from roadside traffic emissions on the developments have been included by careful location for the sensitive blocks in all the new developments. None of the existing developments experiences adverse air quality. Whereas it is not strictly required, as a mitigation measure to achieve the AQO, it is prudent and good practice to locate AlC intakes as far from the main roads as possible. This applies to schools, commercial blocks and GI/C facilities, so as to obtain the best quality air in the vicinity.

3.2.41 The ventilation stack for the CKR may require mitigation measures in detailed design stages since the current preliminary design, although not directly influencing development on the Sandwich Class Housing site, does have a potential cumulative effect with traffic emissions at street level. At present the cumulative vented and street emissions are not

RT-5148·020J Final Report EIA September 1997

Page3-10 T:i5J48IREPORTIFINALR-liFINAL_ -JiCHP3.DOC

o c'

c' c

c G C)

c

c c (

c

(:;

c c

o

()

Ci

Ci

c c c c c

West Kowloon Reclamatioll Filial Reporl- EIA

predicted to exceed the AQO. However this may require re-evaluation if the predicted traffic flows in the CKR are increased further. Five options for mitigation are discussed.

3.2.42 The first option is to balance the ventilation to distribute a lesser proportion of the emissions to the western stack and a greater proportion to the central ventilation stack near Fat Kwong Street, Ho Man Tin. Alternatively it may be possible to increase the proportion of fresh air mixed with the emissions at the western stack so as to reduce impact. The third option would be to relocate the ventilation stack outlet. A fourth option would involve fitting scrubbers so as to remove p'ollutants from the emission plume. Lastly the buildings on the. site (I0.6) could be set back from the ventilation stack as far as possible if sufficient room remains for development at the required density.

3.2.43 Options have developed the building locations such that they will not suffer poor air quality exceeding the AQOs except with regard to the few locations discussed.

(g) Air Quality Summary

3.2.44 The modelling results indicate that predicted concentrations of S02 from industrial chimney stacks do not approach AQOs for any of the development areas on the WKR although concentrations are slightly higher in ti,e north-eastern area (Figures 3.2). At heights of 40m, 60m, 80m and 100m above the main study area and particularly above the residential study areas the concentrations of S02 are less than 15% of the hourly and daily AQOs.

3.2.45 The pollutants emitted from vehicle exhausts decrease with height and predicted concentrations of N02 and RSP are expected to be within AQOs throughout the residential developments not only in the residential areas where popUlation increases are planned, but also at the other developments which are committed or planned.

3.2.46 The ventilation stack for the CKR has not arisen as problematical at this stage despite the revised traffic modelling which indicates substantial and significant increases in the traffic in the CKR tunnels. Detailed design will need to take account of the potential impacts predicted in this report and the EIA of the CKR

3.2.47 Mitigation essentially requires the correct positioning of buildings such that they will not suffer poor air quality exceeding the AQOs. Mitigation measures are summarised in section 3.7

3.3. Noise

3.3.1 The ODP and its derivation through the iterative planning process have been described in detail in Sections 4 and 5 of the WKRCTAR EIA Final Report Main Study Vol. 1. The ODP land use plan shows the planning areas. In the earlier environmental assessments the quantification of environmental perfoffilance measures has enabled designs to incorporate principles which avoid the creation of adverse environmental conditions. Noise from traffic is a key issue and a design priority.

3.3.2 The purpose of til is section is to reconfirm the potential noise impacts on the existing and future developments during the operational phase, based on the revised traffic modelling and prepare mitigation measures to overcome any unacceptable impacts. It is noted that since the preparation of TR6 the design of some developments has progressed with new

RT-5148-020J Final Report EJA September 1997

Page3.] 1 T: 15J48IREPORT1FINALR-JIFINAL _ -J ICHP 3.DOC


block layouts and that these have received approval from the authorities. The traffic noise impacts are assessed and mitigation measures are proposed based on the revised traffic data. The impact of traffic noise on existing developments is also reassessed based on the revised traffic data and revisions to any direct mitigation measures already proposed (such as noise barriers or low-noise surface friction course). Traffic management options are limited as discussed in section 3.1. Construction phase noise impacts are covered in section 3.6.

(aJ Backgroulld COllditiolls alld Potelltial Impacts

3.3.3 Background noise sources in the study area are currently dominated. by construction activity and traffic on the developing road network. Background noise in many parts of the study area, especially around the major roads bordering the hinterland is characterised typically by L,o values in excess of 70 dB(A) in many areas during the day and for much of the night time.

3.3.4 Noise levels around the study area are high due to the air traffic, major roads, public utilities and industrial buildings. Noise over the north of the study area is affected by the movement of air traffic, mostly between 7 am and midnight. In the built up areas road traffic is mostly responsible for the abundance of noise. At ground level temporary construction sites, workshops and massive infrastructure projects are the key feature.

3.3.5 In the existing streets bordering the reclamation background noise along many streets is high and is dominated by road traffic. Typically background levels will exceed 65 dB(A) (L90) and 75 dB(A) (Leq) even in what would be regarded as the less busy streets. Along the main thoroughfares noise is even greater. In the vicinity of the elevated roads L90 rarely drops below 70 dB(A) except for short periods during the night and Leq frequently exceeds 75 dB(A) for long periods. However, low noise pervious macadam surfaces have been or are scheduled to be laid on all expressways such as WKE, PI and WKC. Reduced traffic noise is therefore assumed for these sources. At present the reclamation is less noisy at'night, L90 circa 55 dB(A). This will change greatly in the near future when the Lantau Airport Railway (LAR) and WKE become operational.

3.3.6 In many areas background noise is dominated by the continual hum of traffic. To the north and east the major roads are separated to some degree from the residential areas but the distance between some of the older busy roads or elevated expressways and some dwellings is as little as a few metres in places.

3.3.7 Industrial sources of noise are common in the existing urban areas. At ground level in the existing areas there are frequently noisy workshops and car repairers below the residential blocks.

3.3.8 At the water fronts there is periodic noise from the craft moving to and from the Public Cargo Working Areas (PCWAs) and the Cheung Sha Wan Wholesale Market. The PCWAs in Yau Ma Tei and Cheung Sha Wan and CRC Godown are also sources of noise. PCW As are of concern since they are typically sources of complaint. However, the port back-up-facilities have been separated as far as possible from the noise sensitive receivers (NSRs) in the ODP. No noise sensitive uses introduced in this study are located any nearer to the PCW As than in the original West Kowloon Reclamation plans.

RT-5148·0201 Hnal Report EIA September 1997

T.·15148IREPORTIFINALR-1IFlNAL_ -lICHP3.DOC

c c c (

c

o c

C:

c

c

c'

c

c (

(

c

Ci c·· c

o c) c c) c c:

c c c

c

West Kowloon Reclamation Fillal Report - EIA

3.3.9 Acceptable noise criteria for various sources are recommended in HKPSG for various (NSRs, see table 3.2). The criterion which has been referred to most often in this study has been the Llo (I hour) of 70 dB(A) for road traffic noise affecting residential developments.

3.3.10 The results of traffic noise assessment (TR6) based on the development proposals made in TR4 has assisted in the identification of preferred options for building development in many cases and highlighted mitigation measures that need to be addressed in the development of the sites.

(b) Evaluation and Assumptions Used In Assessment of Noise Impacts

3.3 .11 The assessment of noise impacts for the ODP presented here is based on standard acoustic principles and has analysed in detail the noise environment around the sections of roads which border the existing and intensified planned residential development areas. This level of detail is again possible at this stage since the transport consultants have remodelled, in detail, the developed proposals for traffic management. Surrounding building locations and heights are again used as a template from which to draw assumptions in noise modelling. The main focus of the performance measures was the interface between the noise sensitive receivers (NSRs) and transport links in the ODP. The total extent of transport/residential interface is large but this is inevitable given the shape of the WKR and the presence of the major transport arteries WKE, WKC, LAR and most recently the proposed WCR.

Train Noise

3.3.12 LAL and AEL trains travelling throughout the WKR area have the potential to cause noise impacts. These impacts have been assessed in the Lantau Airport Railway Environmental Impact Study (LAR EIS) and the predicted train noise levels at sensitive facades of the worst effected NSRs were below the level required under the Noise Control Ordinance (NCO). The final report of LAR EIS recommended direct mitigation measures in the form of track side barriers at sections near Mei Foo and Nam Cheong Estate. With these measures in place, no specific measures are required to be developed from this study. So as not to introduce additional rail noise impacts, no NSRs are planned to face the LAR at locations closer than those shown in the original WKR OMP and the buffer buildings and non-sensitive uses, juxtaposed between the railways and the sensitive receivers, are retained. In modelling the noise impacts, the rail noise from the LAR is therefore presumed to be mitigated. No details are available for the WCR at present although suggested alignments will inevitably impact on NSRs unless significant mitigation measures to control noise (e.g. underground tunnel) and vibration are taken.

RT-5148-0201 Final Report EJA September 1997

T: 15148IREPORT\FJNALR-IIF1NAL _ -I ICHP 3.DOC

Table 3.2: Summary of Noise Staudards

Noise Source Aircraft Noise (Noise Helicopter Exposure Forecast: NoiseLmu

NEF) dB(A)

Noise Standards Uses KaiTak NewChek

Airport Lap Kok Airport

All domestic 30 25 85 premises including temporary housing accommodation

Hotels and hostels 30 25 85

Offices 30 30 90 Educational 30 25 85 institutions including kindergartens, nurseries and all others where unaided voice communication is required Places of public 30 25 85 worship and courts oflaw Hospitals, clinics, 30 25 85 convalescence and homes for the aged • diagnostic

rooms • wards Amphitheatres, and depend on use, extent auditoria, libraries, and construction perfonning arts centres and Country Parks

Notes:

Road Rail Traffic traffic Noise

Noise LIO (1 hour) dB(A)

70 (a) Leq (24 hr) = 65 dB(A) and

70 (b) Lm~ (2300· 0700) = 85 dB(A)

70 65

65

55

West Kowloon Reclamatioll Filial Report ~ EfA

Fixed Noise Source

(a) 5 dB(A) below the appropriate Acceptable Noise Levels shown in Table 3 of the Technical Memorandum for the Assessment of noise from Places Other than Domestic Premises, Public Places or Construction Sites and (b) the prevailing background noise level

depend on locations and construction

1. The above standards apply to uses which rely on opened windows for ventilation! 2. The above standards should be viewed as the maximum permissible noise levels at the externalfaeade. 3. Definitions of noise units and criteria are included in Appendix 4.2 of the Environmental Guidelines forPlanning in

Hong Kong. 4. The NEF contours for the new Chek Lap Kok Airport will be inserted when these are finalised.

Fixed Plant Noise

3.3 .13 At this stage of the proposed developments little is known about the details of plant that will serve the various areas or the designs of buildings in which it will be housed. Noise from such plant is assumed to be mitigated as necessary under the provision of the NCO.

RT·5148·0201 Final Report EfA September J997

Page3-J./ T:15148IREPORTlFlNALR-IIFINAL_ -IICHP3.DOC

C; C\

( '

~ .' I

(,.

c

o C:

c C' c

(;

l

c c

e, el c c

o c c

c c

C) o

c c (

1 '--.


It is not possible to predict noise levels from this plant at this time, but it is envisaged that adequate attenuation can be included in the design to achieve the required noise level in the relevant Technical Memorandum and the HKPSG, at the nearest NSR facades.

Traffic Data

3.3.14 Two-way traffic flows presented in Appendix B (A2) were used as the basis for the assessment. The flows were obtained from the traffic consultants remodelling. The proportions of heavy vehicles, light goods and private vehicles are shown. The proportion of heavy vehicles, includes all vehicles over 1525 kg unladen weight (i.e. including heavy goods vehicles, buses, container lorries, public light buses and coaches).

Modelling Methodology

3.3.15 Modelling was conducted in accordance with the Calculation of Road Traffic Noise procedure issued by the UK Department of Transport 1988 as stipulated in the HKPSG. The Road Noise® software model developed by WS Atkins was used in the assessment work.

(c) Tsim Slta Tsui West, Kowloon Station and WKPT

Emission Inventory

3.3.16 The most significant noise sources in the vicinity of the proposed development area are traffic flows along the WKE, PI and the realigned road D1. Local roads (e.g. Canton Rd, Dl2 and D13) are also significant sources. The very large (>5000 vph) traffic flows in WKE and PI dominate the potential noise emission sources. The land use plan for Tsim Sha Tsui West is presented with assumptions with regard to building layout and heights in Figure 3.13. The prediction points are also shown.

3.3 .17 A significant noise source is WKE which carries several thousands of vehicles per hour with 25% heavy vehicles. The realigned D 1 and Canton Road also carry sufficient traffic to bring about severe noise impacts in the area.

Modelling Results CfYZd Discussion

3.3.18 Results are presented in Appendix B (Nl). The scheme for the WKPT is based on the parallel planning study layout with modifications to achieve the noise criteria. The criteria are achieved using the layout in figure 3.13.

3.3 .19 The Kowloon Station layout is as approved by Government in 1995. The higher traffic figures lead to exceedance of the criterion at facades B, C, D, E, F, G, H, J, K, L, M, N, 0 and P by up to 7 dB (A), which represents about 14% of residential apartments of the whole development. Additional mitigation will be required if all the apartments are to comply fully with the HKPSG.

3.3.20 The scheme for sites 1l.8, 11.18 and 11.13 as shown in figure 3.13, has taken into account the findings of TR6 and the parallel planning study. An impervious road surface was assumed therefore no correction for low noise road surfacing was made. 1 m high podium edge barriers are assumed to be included along the edges of the podia.

RT-5J48-0201 Final Report EIA September 1997

Page3-IS T: 15148IREPORT1FlNALR-1 IFlNAL _-1 ICHP 3.DOC

West Kowloon Reclamation Final Report - EJA

3.3.21 The buildings in 1l.8, and 11.18 are predominantly single aspect blocks angled to face away from Canton Road, D I and D 12. These layouts were preferred on urban design grounds and perform much better in attenuating noise than the layouts proposed in the parallel planning study. The sensitive facades of the blocks are set as far back as possible on the podia so as to maximise the noise attenuation. Inevitably some facades overlook some roads.

3.3.22 The results show that traffic noise at low, medium and high level receptors in 11.8 is within the criterion whereas with the parallel planning study design levels were up to 6 dB(A) above the criterion for the receptors facing Canton Road.

3.3.23 At site 11.18 there are only exceedances of up to 3 dB(A) at facad~s A and E giving exceedance at approximately 8% of apartments. The flats so affected face D 12 and Ll4 and noise could be further reduced by moving these blocks to the centre of the site as indicated in Figure 3.13. This layout also improves on the performance of the parallel planning study design in noise terms and is preferred on urban design grounds.

3.3.24 The layout for site 11.13 adopts that proposed by the parallel planning study but exceeds the criterion by up to 1.4 and 2.6 dB(A) at about 5% of receptors on facades G and H respectively. This exceedance is not observed when single aspect blocks replace towers 4, 5, and 6. The school sites 11.14 and 11.15 are required to serve the area and the locations are chosen so as to minimise noise exposure. The highest traffic flows on the surrounding roads occur on SR5. Thus 11.15 is shielded from the heaviest traffic by 11.14. The side of 11.14 facing SR5 exceeds the criterion by 5dB(A). 11.15 complies with the criteria.

Mitigation

3.3.25 The high podia and developments above the Kowloon Station and WKPT on areas 11.1 and 11.2 respectively effectively attenuate noise from the WKE to tbe residential areas 11.13, 11.8 and 11.18 and consequently local roads are tbe target for mitigation. Direct mitigation such as kerbside barriers or low noise road surface was not considered by HyD during the course of this study on maintenance grounds. In tllis area barriers would have little effect assuming standard podium type development. The shortening of barriers to allow comer views, 5m away from junctions, as required by TD on road safety grounds also reduces the effect. In this area roadside barriers would not necessarily be that effective in front ofthe expected high podium designs.

3.3 .26 Regarding the prov.ision of roadside barriers, HyD had great concern and objected to such provision in tbe course of this study. However, EPD & HyD have agreed recently that roadside barriers/enclosures should be provided to new public roads in accordance with the findings and recommendations of EIA studies of new road projects.

3.3.27 Since the layout for tbe Kowloon Station (11.1) is approved and low noisesurfacing is not considered by HyD the criterion cannot be achieved at all blocks. Mitigation in the form of acoustic windows (Type I) and air conditioning as a last resort will be required if the apartments exceeding the criterion are to receive additional mitigation in line with HKPSG recommendations.


Page3-16 T:151481REPORI1FINALR-IIFINAL_ -IICHP3.DOC

Ci

C

C;

(~

C

o c. o c' c

n

c c

c c c

c C~

F\

Ci

Q

o

C:

C'

c

c o o e c c (

West Kowloon Reclamation Fillal Report - ETA

3.3.28 Concerning sites 11.8, 11.18 and 11.13, analysis (see also TR6) revealed that whereas the podium edge barriers were effective in isolating noise from DI and Canton Road for many of the low !evel receptors these failed to protect some facades at higher levels. Exceedance of the 70 dB(A) criterion were predicted from the mid floors to the top. Thus further reasonable elevation of the podium edge barriers will not allow full compliance. Therefore direct on-site mitigation measures in the form of single aspect buildings are proposed. In the event that this is not feasible, acoustic windows (Type I, as recommended in HKPSG) and air conditioners may be used as a last resort. School sites 11.14 and 11.15 are assumed to be orientated such that the classroom windows face south away from the busy roads. Assuming a standard design, this would place the school hall next to the road SR5. If the hall is built with a blank facade the design would comply with the criteria. Alternatively, Type I acoustic windows (HKPSG) could be fitted to the eastern facade as a last resort.

Effect of Mitigation on Developable GFA

3.3.29 Utilising the above Scheme, which includes some single aspect blocks it appears that the optimum reduction of the traffic noise will be achieved by extending the podia as near to the pavement as practicable, setting back some residential blocks on the podia, and further increasing the height of the podium barriers as far as possible. This can achieve the necessary compliance with the 70 dB(A) criterion, except for a low percentage of flats which would likely be exposed to noise which exceeds the criterion by a few dB (A). An alternative of a pervious low noise road surface laid throughout D 1, D 12, D 13 and Canton Road is unacceptable to HyD.

3.3.30 A combination of layout modification options will permit the development of the required GF A. If this is not acceptable, the GF A, which can be developed within the criteria without further mitigation, will be severely restricted to approximately five floors. Alternatively a low noise road surface can be laid or acoustic windows (Type 1) and air conditioning will be required (as a last resort) in order to achieve the required GF A within the recommendations ofHKPSG.

(d) Mongkok West, Sandwich Class Housing Site and Man Cheong Street

Emission Inventory

3.3.31 The most significant noise sources in the vicinity ofthe proposed development area are traffic flows along the WKC, Yau Ma Tei Interchange, WKE and P I. Local roads also have significant traffic flows. Much of the Mongkok West area has been designed in earlier studies to be shielded by GIIC sites from the new Yau Ma Tei Interchange noise. Mitigation proposed in those studies is retained in the model, such that the impact of the roads to the west is reduced. Non-sensitive multi storey buildings on the east side of 9.12, government car park, barriers at Ferry Street and the Cherry Street Upramp all contribute to the attenuation of noise at one or other of the sensitive receivers in the Mongkok West area. Substantial set backs behind the open space to the north and east also help reduce the effect

of traffic noise from the WKC. The high podium of MTRC site B (9.1) also acts as a barrier to the WKE and P I for those sites further east. All these elements are included in the model.

3.3.32 The Sandwich Class Housing Site (10.6) is surrounded by WKC, DI, DIO and the Central Kowloon Route (CKR) tunnel approaches with moderately high buildings (10.3 and 10.4)


Page3-17 T: 15 1 48\REPORT\FINALR-IIFINAL _-I ICEP 3.DOC

West Kowlooll Reclamatioll Filial Report - EIA

acting as buffers. More distant roads such as the WKE and the Yau Ma Tei interchange are also included in the model.

3.3.33 Man Cheong Street developments are surrounded by DI, DIO, Canton Road and DII as well as being potentially influenced by PI and the Yau Ma Tei Interchange. All these elements are included in the model.

3.3.34 The land use plan .for Mongkok West and areas to the south is presented in figure 3.14 which also shows the assumptions with regard to building heights and the traffic noise prediction points.

Modelling Results and Discussion

3.3.35 The results are presented in Appendix B (N2). The scheme for the Sandwich Class Housing Site has assumed a reduced aspect design presented in the revised interim EIA submitted by Housing Society in 1996. Although not optimum for site utilisation, this was acceptable to Housing Society, but the noise criterion is still exceeded at blocks 1 and 3 facing DI and DIO amounting to about 21 % offlats over the criterion by up to 3 dB(A). Thus further mitigation is required for full compliance.

3.3.36 The dwellings in Man Cheong Street developments will exceed criterion at all modelling points by up to 8 dB(A). With the partial enclosnre ofDI the noise is rednced to below or level with the criterion at point D, but remains over 70 dB (A) at A, B, C, E, F and G by up to 5 dB(A) (Appendix B, N2). This amounts to 25% exceedance. The semi-enclosure recommended as part of the final EIA mitigation measures has been included in the model. The semi-enclosure over road D 1 makes significant improvements, as predicted using the CRTN method, and is a very effective measure in controlling traffic noise. However, this has to be viewed against the significant noise from other adjacent roads such as Canton Road. Increases in traffic on other roads with no direct mitigation measures may therefore have as great an effect on Man Cheong Street as D 1. Whereas traffic management measures have been explored by the traffic consultants the majority of roads are important and the practicality of limiting flows or heavy vehicles is severely limited. Whereas the noise levels calculated in this study are higher than the Final ErA Report results it is noted that the barriers and semi-enclosures recommended in the WKRCT AR EIA Final Report Main Study Vol. 1 did not protect all flats. e.g. 1100 flats at Man Cheong Street required AlC and insulation to mitigate residual noise. Our best estimate is that approximately 100 more flats (i.e. total 1200) would require AlC and insulation to reduce residual impacts to the level achieved under the WKRCTAR EIA Final Report Main Study Vol. 1 recommendations. This increase is inevitable given the higher traffic flow but it is an exaggeration to say that this renders the barriers and semienclosures ineffective since these measures were never 100% effective in the first place. It would be fare to say that the flats requiring AlC and insulation to cater for residual effects will rise by approximately 9% to 10%. The increased quantity of insulation works (NIW) should be noted when carrying out the NIW study for Man Cheong Estate.

3.3.37 Thus mitigation additional to the proposed enclosure and low noise road surfacing will be required if these dwellings are to comply with the HKPSG.

3.3.38 The MTRC site B as shown in Figure 5.14 of the WKRCTAR EIAFinal Report Main Study Vol. I is approved. Prediction points C, D and E have exceedances of up to 4


Page3-18 T: 151 48IREPORTiFINALR-1 IFINAL _ -I ICHP 3.DOC

c c c C v,

c' e:, s

c o c~

c

C)

(

C

c

(

c c' (~

C t, CJ

o

C)

o o

c c c c c


dB(A) indicating 3% non-compliance. Additional mitigation IS therefore required to achieve full compliance.

3.3.39 There is no exceedance of the criteria at the school sites at 9.8, 9.9 or 9.13.

3.3.40 The scheme for Mongkok West public housing is based upon the latest version from the Housing Authority. Non-sensitive buildings, moderately high public facilities and the open spaces separate area 9.12 from the WKC. Flats with windows on facades H, I and M will experience noise exceeding the criterion by up to 2.5 dB(A). This represents about 4% of the development.

3.3.41 The upramp from Cherry Street has noise barriers to the north and south but these will only have a limited effect in protecting the additional housing proposed in 9.14. The reduced aspect design follows closely that proposed in the parallel planning study and minimal exceedance of the criterion of up to 1 dB(A) can be expected at facade I affecting only 14 units «1 %).

3.3.42 Elongated cruciform multi aspect blocks are approved for the PSPS development on 9.lD and 9.11. Given the current layouts significant non compliance of up to 4 dB(A) will occur in 9.10 at facades A and D representing 13% of units. In 9.11 the exceedance is up to 7 dB(A) at facades H, I, J, K, Land M and this will occur at up to 33% of flats. Additional mitigation is recommended and the contractor or developer of the PSPS site must submit an assessment report with mitigation proposals to the satisfaction ofEPD.

Mitigation

3.3.43 The GIIC uses on 9.2, 9.3, 9.4 and 9.5 and the high podium development at MTRC site B create a barrier to noise from the WKE for the areas to the east. Local roads and the WKC are therefore the main target for direct mitigation. HyD have indicated that low road noise surfacing is not acceptable for the low speed local roads and such a surface is already installed on WKC and will be on WKE and around Man Cheong Street.

3.3.44 The exceedance on road D 1 is due to the exclusive use of this road by buses during the morning peak hour. Given the short span of this nuisance the need to mitigate the noise can be seen as less imperative than for areas facing the main traffic corridors such as the WKC. Barriers are already installed on WKC. Local kerbside barriers will have limited effect due to the elevated WKC and the fact that much of the exceedance is at the upper floors. Such barriers are not considered practicable by HyD. Therefore where exceedances are predicted along D 1, in Mongkok and Man Cheong Street, the only remaining option is for acoustic windows and air conditioning, as a last resort, if full compliance with the HKPSG is required.

3.3.45 Although acoustic windows and air conditioning are recommended under the HKPSG as a last resort measure to address any residual impacts, the percentage of exceedance on some sites (9.1, 9.12 & 9.14) is small and therefore a possible alternative or preferred course of action may be to accept minor non compliances. However the exceedance on 9.10 and 9.11 is more significant and acoustic windows (Type 1) are recommended in this case.


Page3-19 T:15148IREPORl1FINALR-1IFINAL_ -IICHP3.DOC


3.3.46 Acoustic windows and air conditioning will be used at the Sandwich Class Housing Site (10.6).

Effect of mitigation on Developable GFA

3.3.47 The use of setbacks, non-sensitive buildings, GIIC uses, high podia, layouts and block types above will permit control of traffic noise. Whereas full compliance is not possible on most sites, the numbers of flats exposed to noise slightly above the criteria would be small except at Man Cheong Street and on sites 9.10 and 9.11. In the event that reduced aspect blocks (9.14) are not chosen the majority of apartments with views to the Cherry St upramp and the WKC will exceed the criterion by several dB(A). Thus only the lower (approximately seven) floors protected by the roadside noise barriers and podium barriers would be developable unless extensive use of acoustic windows and air conditioning was considered acceptable.

3.3.48 It is concluded th~t the proposed layout is effective in controlling traffic noise to an acceptable level. At this stage no additional mitigation measures are proposed to control the facade noise levels further except on sites 9.10 and 9.11. In this case and due to. the approval of the multi aspect design by Government the only remaining alternative is to adopt acoustic windows and air conditioning for those flats exceeding the criterion.

3.3.49 Acoustic windows and air conditioning used on cruciform blocks is preferred by Housing Society on site 10.6 since this will permit greater site utilisation and better block efficiency. Detailed designs will take full account of the noise constraints and a site specific EIA is in progress to ensure such designs meet EPD requirements.

(e) Tai Kok Tsui West, MTRC Site C, Wong Tai Street, Police Married Quarters and Nam Cheong Estate

Emission Invent01Y

3.3.50 The most significant noise sources in the vicinity of the proposed development areas are traffic flows along the WKE, PI and the WKC. District distributor roads (e.g. D7 and D2) are significant due to their proximity to'the residential developments. Another source of potential noise is the CRC god own and container working area at site 7.1. The land use plan for Tai Kok Tsui West is presented in Figure 3.IS. The assumptions with regard to building heights are shown, as are the noise prediction points.


3.3.51 Results are presented in Appendix B (N3). The scheme for the MTRC site C (8.4) is included. The base scheme does not achieve the criterion for facades CA, B, D, G, H, and I) with views to the WKE or facing road D7. These 4% of flats exceed the criterion by up to 8 dBCA).

3.3.52 Nam Cheong Estate will be protected by Sm high noise barriers at the kerbside on D6 and D2 Barriers at the estate boundary on the corner of D2 and D71D6 will be 6 m high. Barriers on D7 will be 4 m high. Low noise road surface will be applied to D6, D2 and D7. Despite these measures it appears that the criterion will not be achieved at all facades whereas the ground floor receptors at all prediction points are within the criterion. It is recommended that these noise problems be addressed in further detailed studies.

RT-5J48·0201 Final Report EIA September 1997

Page3-20 T:\5148\REPOR7IFINALR-IIFINAL_ -I\CHP3.DOC

c c c c ,

c'

C; j

C:

Ei

C C)

C:

c c l

c c

c· c; C (~:

E'

6

c

o C)

o

c c

(

West Kowloon Ree/amalioll Filial Reporl- EIA

3.3.53 Options to reduce noise by traffic management are limited (sec. 3.1) however resurfacing the northern section of the WKC with LRNS would have significant impact on flats nearer the WKC to the north (i.e. facade A) and all floors would benefit. Increasing the height of barriers will have some benefits for the lower floors only. AlC and insulation is recommended in the Final EIA Report. Installation of AlC and insulation to a greater number of flats than recommended in the WKRCTAR EIA Final Report Main Study Vol. I will address the residual effects.

3.3.54 No significant exceedance is predicted at the Wong Tai Street and the maximum noise level was 70.4 dB(A).

3.3.55 r,;" 'Y;.

[,'" \ " ,

The Police Married Quarters design has been agreed in liaison with the Plan D and the reduced aspect design is acceptable. However a standard cruciform design can also achieve the noise criteria if the proposed low noise road surface is taken into account.

3.3.56 The commercial element of development at 8.3 is assumed to have a regular parapet wall (barrier) along the edge of the podium facing D7. The buildings are distributed to provide as many views to the sea as possible but many facades view the roads; directly in some cases. The results ~how only minor non-compliance for site 8.3. Traffic noise at levels above floor 7 at facades A and B in tower I (approx. 9% of the development) will exceed the 70 dB(A) criterion but by only 1.5 dB(A).

3.3.57 The results for site 7.9 indicate no significant exceedances with a maximum of up to 70.4 dB(A) for the middle floors.

3.3.58 No exceedances are predicted at the schools.

CRC Container Yard and Cheung Sha Wan Wholesale Market

3.3.59 The activities at the Cheung Sha Wan Wholesale Market are not audible from the sites 7.9 and 8.3. However, the CRC god own and container handling facility is a potential noise impact to the Tai Kok Tsui waterfront developments. Liaison with the Marine Department indicated that the CRC facility does sometimes operate all night at peak times. Monitoring at accessible locations along the waterfront in the vicinity of the future developments 7.9 and 8.3 indicated that the CRC yards are fully active during the daytime but generally quiet at night. Monitoring indicated that the daytime and night time activities were insufficient to bring about any exceedance of the standards set in the Noise Control Ordinance (NCO, Technical Memorandum for the Assessment of Noise from Places other than Domestic Premises, Public Places or Construction Sites) assuming an Area Sensitivity Rating of C being an indirectly affected urban area. However should the noisy daytime activities extend beyond 19:00 hours, as is sometimes the case, it is likely that the NCO would be contravened for receivers at site 7.9 and possibly 8.3. The provisions of the Noise Control Ordinance will therefore control any noise nuisance from the CRC facilities at site 7.1.

RT-5J48·0201 Final Report EIA September 1997

Page3-2l T:15148IREPORTlF1NALR-1IFfNAL_ -IICHP3.DOC

Mitigation


3.3.60 The podium design will be sufficient to control noise at developments 7.9 and 8.3. No significant exceedance is predicted at the Schools.

3.3.61 At Wong Tai Street developments a low noise road surface will be laid at road D2 which is sufficient to control noise.

3.3.62 The PMQ site is further north on D2 and there are greater traffic flows however the road surface is sufficient to control noise and reduced aspect blocks or cruciform blocks can be adopted. Using standard cruciform blocks would not expose the flats (i.e. those facing D2) to noise above the criterion.

3.3.63 Nam Cheong Estate will experience traffic noise in excess of the criterion at some facades at the upper levels despite the introduction of noise barriers and low noise road surfacing. Further options for traffic management measures are limited (8.1). The only remaining option is to install acoustic windows and air conditioning to a larger number of flats if the HKPSG recommendations are to be achieved as recommend in the Final EIA Report. The Final EIA Report estimated 68 flats would be eligible for insulation. The revised estimates of flats exceeding the 70dB(A) criterion from this study indicates that an increased quantity of insulation works will be required for Man Cheong Estate.


3.3.64 The use of reduce~ aspect blocks is not necessary on any of the additional developments proposed in this study. Set backs, barriers, low noise road surfacing, non-sensitive buildings, GI/C uses, high podia and layouts above will permit control of traffic noise. Whereas full compliance is not possible on some sites the numbers of flats exposed to noise slightly above the criteria would be small and acceptable.

3.3.65 The layout for the MTRC site C is known to be under review, which will presumably take into account the revised traffic figures, however, this is unlikely to affect the GFA on site 8.4.

(f) Hing Walt Street/Yen Cltow Street, Wltolesale Market and Port Back Up.

Emission Inventory

3.3 .66 The most significant noise sources in the vicinity of the proposed development area are traffic flows along tl,e WKE, WKC, PI, and roads D4, D5 and D6. WKC will be the greatest source because the rest of the area has the advantage of being shielded from WKE by the wall of development proposed for rail noise control at the CDA Site on area 4.27, as recommended in the parallel planning study (WKRRDDP). A low noise pervious macadam road surface was assumed for expressways WKE and WKC (as far as 300m north west ofNam Cheong Estate). Other fixed sources of potential noise are the Cheung Sha Wan Wholesale Market (5.1) and the Port Back-up Facilities (4.21, 4.22 and 4.23). The LAL railway under the WKE is also a potential noise source but this is shielded from the residential developments by the podium, hotels and commercial towers at the CDA on 4.27. The CDA is not required for control of traffic noise from the WKE.

RT-5148·0201 Final Report EIA September J 99 7

Page3-22 T:15148IREPORnFINALR-llFINAL_ -JlCHP3.DOC

Ci

C

c c

c::

o c; c

. C-· ,

C (

C

c c (

c C C) E' Cj

Q

8

c:

c C'

G

o o o 8

c c c (

West Kowloon Reclamation Final Report - ETA

3.3.67 The land use plan for Hing Wah Street I Yen Chow Street is presented in Figure 3.16. The assumptions with regard to building heights are shown as are the noise prediction points. The decking proposed over D2 in earlier options is now discarded.


3.3.68 The results are presented in Appendix B (N4). The scheme for Cheung Sha Wan West public housing is based upon the latest version from the Housing Authority. Nonsensitive building&, a car park and commercial facilities are arranged along road D2. Fourteen storey (SAB) single person units are placed above the car park.

3.3.69 The GI/C uses currently shown on the layout plans, adjacent to the WKC in the Housing Authority plan are only 30 to 35m high and insufficient to attenuate noise from the WKC. All facades overlooking the WKC would exceed the criterion by up to 5 dB(A). The introduction of PSPS or HOS single aspect blocks investigated in TR6 was supported in principle by Housing Authority and these are again introduced as an option to increase population and control noise. With these in place only facades P and Q exceed the criterion by up to 2 dB(A) due to noise from the WKC. The corner flat of the single person units (A) also exceed the criterion by up to 4 dB(A) due to noise from the local roads D5 and D2. However the total exceedance would amount to less than 2% of the whole development.

3.3.70 Further detailed consideration needs to be given to the feasibility of using this land adjacent to WKC for PSPS housing. It could be suitable PSPS or for HOS purposes. Should there be scope for rezoning, a feasibility study of these options will need to be prepared by HD, taking into account the site's location and area available, environmental constraints, and the adjacent public rental housing layout. It would therefore be premature to confirm its suitability as a PSPS site at this stage. This is a possible PSPS site and its suitability for public housing (i.e. either PSPS or HOS), requires further detailed investigation taking into account the site's location and area, the anticipated environmental conditions and mitigation measures available, and the layout of the adjacent Cheung Sha Wan West public housing estate.

3.3.71 The Schools (4.17 and 4.18) experience most noise from the local roads which cause the criterion to be exceeded at the prediction points. Likewise the Magistrates Court will be subject to traffic noise from the WKC. The exceedance is by less than 3 dB(A). The Wholesale Market is sufficiently far from the sensitive receivers not to affect them.

Mitigation

3.3.72 The options for direct mitigation of traffic noise in this area are limited. Roadside barriers have been opposed by HyD and it is considered impractical to retrofit barriers to the WKC. The benefits of applying a low noise road surface to the WKC north of Nam Cheong Estate to a point near D4 would remove the non-compliance at the schools. This would also reduce the exceedance at the public rental hannony blocks, but not sufficient for compliance. Low noise road surface on D2 would also benefit the non-complying facade A on the single person blocks and the Magistrates Court.

3.3.73 Indirect measures are however feasible and the previously indicated GI/C uses in site 4.15 are therefore recommended to be replaced with higher SAB PSPS and this is supported by

RT·5148-0201 Final Report ETA September 1997

Page3-23 T:15148IREPORT\F1NALR-11F1NAL_ -IICHP3.DOC

West Kowloon Reclamation Final Report ~ EIA

the Housing Authority. Facade A of the single person units could be fitted with Type I acoustic windows, leaving the small number of flats at facades P and Q as an insignificant area of non-compliance. Likewise the Schools could be fitted with acoustic windows (Type I) and air conditioning if a low noise surface cannot be adopted on WKC.

3.3.74 The impact of the traffic using the port back up uses is included in the model. The static noise sources and on site traffic movements have been separated from the schools and residences by a broad band of buffer developments in the form of high godowns (4.1, 4.3, 4.20 & 4.26), GIIC facilities (4.19, 4.24 & 4.33). Full compliance can be achieved at the schools by use of a low road noise surface or type I acoustic windows as specified in HKPSG. One outstanding issue is the Magistrates Court being fairly close to the area 4.23 which is zoned for container related uses. Given that the intervening adjacent site is a multi storey car park, most noise from 4.23 would be attenuated. The majority of the law court site is shielded by the multi level car park. All activities at the port back up uses would ultimately be controlled under the NCO.


3.3.75 The use of set backs, non-sensitive buildings, GI/C uses, and high podia is less advantageous in this area due to the noise from the elevated WKC. In this case the use of the SAB blocks in place of the as yet unprogrammed GIIC uses will actually increase the GFA for the area by adding much need extra accommodation in the SAB blocks. The benefits of single aspect designs for this heavily trafficked area have already been adopted for this site by HA in the form of SAB single person units. The addition of the PSPS or HaS blocks will allow >98% compliance for the public sector housing.

3.3.76 It is concluded that the proposed layout is effective in controlling traffic noise to an acceptable level. In the absence of the SAB blocks mitigation measures such as the use of non-sensitive uses will control noise from road D2 but cannot deal with the elevated WKC. The recommended low noise road surfacing has no implication for the GFA but will improve compliance with the noise criteria. Given the small proportion of flats exceeding the criteria with the recommended layout no other additional measures are proposed to contr91 noise. Acoustic windows and air conditioning will however be needed for full compliance at the Schools and the law courts if the WKC and D2 are not surfaced with a low road noise surface.

(g) Mei Faa, Former and Current Shipyards.

Emission Inventory

3.3.77 The most significant noise sources in the vicinity of the existing developments at Mei Foo proposed development area are traffic flows along the WKE and the roads serving the Port Rail Terminal (PRT).

3.3.78 The land use plan for the PRT and surrounding areas is presented in Figure 3.17. The assumptions with regard to building heights are shown as are the noise prediction points.

3.3.79 The former shipyards are now under redevelopment and the relocated facilities are more than 200m from the nearest sensitive receivers to Mei Foo. In addition there are high (six storey) shipyard office buildings overlooking the relocated yards which form an excellent

RT·5148-0201 Final Report EIA September 1997

Pagel·24 T: 15148IREPORTiFINALR-IIFINAL _ -/ICHP l.DOC

c c c. C C'

e

C C)

C

c o

c c c c c

c c { -\ :'

c c

e o

o c c

c)

o c c c

c

~~~~---~.~--

West Kowloon Reclamatioll Final Report - EfA

additional noise barrier. The bus depot (3.7) is separated from other sensitive receivers by distance and by high buildings (go downs) such that impacts will be minimal.


3.3.80 The results are presented in Appendix B (NS). The road layout around the PRT will be shielded from the Mei Foo estate by the WKE and Kwai Chung viaduct structures. The impact of the WKE on Mei Foo and the increased traffic on the nearby roads is to bring about exceedances at point A, Band C at all levels (10% of the development) of about 4 dB(A).

(h) Port Rail Terminal

3.3.81 According to the design and preliminary assessment of the PRT the operational noise impacts are mitigated by acoustic covers to the rail fan and cargo handling areas at the rail head. Noise from the LAR is likely to be audible at Mei Foo receivers, despite the proximity of the WKE due to the different characteristics of road and railway noise. However, the LAR EIS has recommended the provision of trackside barriers in the section fronting Mei Foo· to mitigate this impact. CT8 and its related back-up areas to the immediate west and north of the PRT are likely to create significant noise concerns, and they will dominate noise at night when the masking effect of the surrounding traffic noise subsides. During the day the WKE carrying heavy traffic at high speed will be the dominant noise source. Other industrial developments in the vicinity also have the

. potential to cause noise impacts, including the sewage treatment works, a refuse transfer station and a shipyard. All the above developments will be influencing factors either directly or indirectly affecting the sensitive receivers at Mei Foo Sun Chuen.

3.3.82 Potential noise sources from the operation of the PRT include:

Areas within the podium (covered areas)

• • • • • • • •

• • • • •

train movement loading and unloading of the containers tractor movement sirens and horns human communication via loudspeaker ancillary electrical and mechanical (E&M) equipment train movement and wheel squeal on the approach track (see text below) locomotive operation (see text below)

Uncovered areas

tractor trailer movement gantry crane operation tractors in the parking area maintenance activities; and ancillary E&M equipment

3.3.83 Based on conservative assumptions, the noise levels at Mei Foo due to wheel squeal are predicted to be 10 dB(A) above the assessment criterion. and up to 10 dB(A) higher than the likely future ambient noise level. An "environmental cover" has therefore been

RT-5148-0201 Final Report ElA September 1997

Page3-25 T:15148IREPOR71F1NALR-1IF1NAL_ -1ICHP3.DOC

--------------------

West Kowloon Reclamation C~· Final Report - EIA

·included in the Preliminary Design Study which will act to mitigate wheel squeal effectively. The r~il approach to the PRT will also be covered, and the combination of these two covers will serve to mitigate wheel squeal noise to acceptable levels. Details of the acoustic requirements for these structures will be studied in the forthcoming EIA of the West Rail (WKR).

3.3.84 For other sources of noise, quietened operation with noise mitigation measures including noise screening structures, low-noise motors for the gantries, and exhaust silencers for the diesel locomotive, is predicted to result in an overall reduction of noise emissions by greater than 10 dB(A). Shunting and diesel locomotive will be the dominant noise source, and potential exceedances of the 55 dB(A) night-time criterion of over 10 dB(A) can be anticipated. The provision of the "environmental cover" and limitations on the movements of gantry cranes and tractors within the rail fan area at night will make it possible to reduce these noise levels to below the night time criterion, in order to ensure that significant noise impacts are unlikely, even at night.

3.3.85 At the detailed design stage it will be possible to obtain more definitive equipment noise data and to refine the noise prediction assumptions, and to specify the acoustic requirements for the rail approach cover and the environmental cover.

Mitigation

3.3.86 The options for direct mitigation of traffic noise in this area are limited. Roadside barriers and low noise surfacing have already been installed on the K wai Chung viaduct and. northern WKE and P I. Options for traffic management are limited (8.1).

(i) Noise Impacts Summary

3.3.87 Whereas there are some severe noise impacts throughout the development areas, the mitigation schemes proposed can accommodate the 70 dB (A) criterion for road traffic noise. The mitigation measures are summarised in section 3.7.

3.4. Water Quality

3.4.1 The impact of the construction phase of WKR developments on water qnality is assessed in section 3.6. Construction phases of development at the waterfront have the ability to produce very intrusive impacts, be they from construction runoff and drainage, workforce sewage arising or general construction work. Sites farther from the waterfront are less likely to impact on the marine water quality.

(aJ Background Wate~ Quality

3.4.2 The main influence on water quality inshore near the reclamation is poor flushing capacity and very high pollution loading from sewage and industry in the hinterland. There is consequently difficulty in achieving the Water Quality Objectives for the Victoria Harbour Water Control Zone (VHWCZ) (Phase I). Suspended solids, bacterial counts and nutrients are particularly high.

3.4.3 Since the completion of the WKRPUDS the container terminal CT8 has closed off the channel between Stonecutters and the mainland, further reducing flushing capacity of this

RT-5148-020J Final Report EIA September 1997

Page3-26 T:15J48IREPORTIFINALR-JIFINAL_ -JICHP3.DOC

c E C,

"

o c)

o c

o o ()

c c c. c

c c

c c;

8 G

o o

c c~

o C) C) ¢=\ I -, "--/

c c c

c

West Kowloon Reclamation Final Reporl- EfA

stretch of water. The completion ofNerth West Kewleen Intercepter Sewer has diverted flews frem north west Kewleen to. Stenecutters fer treatment. Whereas improvement in the water quality to. achieve the WQOs is dependent en the cempletien of the werks for the Nerth West Kewleen Sewerage Master Plan, the declaratien ef the VHWCZ will ensure that no. uncontrelled discharges are established en the West Kowloon Reclamatien. All industries established on the WKR must cemply with the TM to. the WPCO.

3.4.4 The main changes brought abeut by the revisiens to. the WKRPUDS recemmendatien as drawn up in the ODP are to. replace approximately several hectares ef industrial land with pert back up uses. All such activities will be centro lied by the WPCO and in as much as they may give rise to. sewage and discharge of liquid waste ef any kind, they weuld need to. cemply with the requirements in the relevant Technical Memerandum fer the Victeria Harbeur Water Centrel Zene (Phase 1). Sewage arising weuld need to. be directed to. the nearest sewer and cemply with the Standards fer Effluents Discharged to. Drainage and Sewerage Systems, Inland and Ceastal Waters. Hewever the quantities ef such liquid waste weuld be much smaller from the pert back up uses than fer the industries. Thus petential impacts are reduced.

3.4.5 One eutstanding issue is that ef surface drainage. Potential impacts may arise from uncentrolled surface runeff which may entrain centaminatien from the paved areas of the sites. Petential seurces ef centaminatien include runeff from centainer de-stuffing, spillage of fuel er lubricating eils, centainer repair activities, spilt eil and diesel and general dust and debris.

3.4.6 The epen nature ef mest ef these sites makes the pessibility ef significant runeff likely and seme of the runeff at least will be centaminated. Once centaminated by any site related activities this petentially centaminated runeff is also. subject to. centrel under the WPCO.

Mitigation

3.4.7 Sites will require stermwater drainage and such drainage shQuld be fitted with petrol intercepters to. retain centamination en-site. Such interceptors will be required to be maintained and cleared by the eperaters. The centents ef the interceptors should be dispesed efas chemical waste (see sectien 3.5).

3.4.8 Centainer repair and destuffing areas sheuld be sited such that accidental runeff due to. inclement weather will be entrained by the drainage. All selid wastes shenld be promptly dispesed ef so. as net to. allew nnnecessary runeff from purifying er petentially texic selids dnring heavy rain.

3.4.9 The Container Depot Owners Asseciatien is currently deriving a cede of practice en Operational Guidelines for Centainer Depots and it is recemmended that this code be adepted fer the sites en the WKR (Appendix C, C2).

3.5. Waste Management Strategy

3.5.1 The fellewing Waste Management Strategy is based en quantitative assessment efwaste generatien frem the WKR as far as infermation has allewed. Where quantificatien has not been pessible qualitative assessment has been made. Optiens fer waste handling,


Page3-27 T:15148IREPORnFINALR-1IFlNAL_ -1ICHP3.DOC

(a)

3.5.2

3.5.3

3.5.4

(b)

3.5.5

3.5.6

West Kowloon Reclamalioll Final Reporl- EIA

treatment, and disposal locations have been developed in consultation with EPD, and AFD.

MUllicipal Waste Mallagemellt

Municipal Waste includes mainly household and domestic waste, street wastes, bulky wastes, commercial waste from markets, shops, restaurants, hotels and office, industrial wastes (excluding chemical wastes) and unusable construction wastes (not acceptable at public dumps) for which there are no alternative methods of disposal. For the purposes of strategy development for the WKR, construction wastes are reviewed separately.

Municipal waste arises in the development area from three categories of development:

• public and private housing development; • commercial and industrial development; • MTR and KCR station, Port Rail Tenninal (PRT), Cheung Sha Wan Wholesale

Market (CSWWM) and public cargo working areas (PCWA).

The current strategy for management and disposal of municipal solid waste in the Kowloon, Kwai Tsing and Tsuen Wan planning areas is for waste collected by USD, RSD and private collectors to be transferred at one of two transfer stations at Kowloon Bay or West Kowloon. Waste from Kowloon Bay Transfer Station is transported in containers by road to the SENT and NENT landfills and from the West Kowloon Transfer Station (WKTS) by barge to WENT landfill. The Kowloon Bay Transfer Station was commissioned in 1990 with a nominal capacity of 1800 tonnes per day (TPD). West Kowloon Transfer Station is scheduled to be commissioned in 1997 and will have nominal capacity of2500 TPD.

MUllicipal Waste Arisillg

Municipal solid waste (MSW) arising from development in the study area at 20 II has been estimated on' the basis of average per capita domestic waste generation rates for Kowloon District as a whole by EPD.

Waste arising forecast totals for the study areas are shown in table 3.3. The estimations on various waste arising can be made reference to the waste generation rates shown in Section 6 of the "Monitoring of Municipal Solid Waste 1993 and 1994 Hong Kong".

Table 3.3 Waste Arising in West Kowloon

Population MSWTPD Ultimate population (Domestic) less than 120,000 <210 Employees at full development (Commercial and 98,439 211

Industrial) Waste arising from CSWWM (TR3) 40 Total Waste Arising from the WKR Development 450 Total Additional Waste from WKR raised population 70

3.5.7 The West Kowloon Transfer Station design capacity is for 2500 TPD of waste, delivered by both public and private collectors. The actual capacity of the station is over 3500 TPD due to the requirements for reception peaks of 305 tones per hour. In the early years of

RT-5148-020J Final Report EIA September J 997

Page3-28 T:15J48IREPORT1FINALR-JIFINAL_ -JICHP3.DOC

c c: c c -,

c (.)

G

o

c

c' o c c c c c c c c

c C,

'"

c r

E;

c o

o o C)

c c c c c


operation mainly commercial and industrial waste will be delivered to and transferred via the WKTS. As municipal waste arising increases in the West Kowloon region (Sham SImi Po, Shek Kip Mei, Cheung Sha Wan, Lai Chi Kok and Mei Foo) and the transfer station handles gradually increasing volumes of waste collected from Tsuen Wan and Kwai Tsing, priority will be given to disposal of publicly collected waste at the WKTS. Privately collected (commercial and industrial waste) waste will be diverted directly to landfill.

3.5.8 MSW arising due to the additional population in the study area together with waste arising from the CSWWM is estimated at 110 TPD in 20 II and can be accommodated within the planned capacity of WKTS.

3.5.9 Other developments including the Regional Stadium will produce relatively small one-off arising for collection and incorporation into the waste stream. Larger one off arising may originate at the CSyvWM due to condemned produce (spoilt foodstuffs). At the Port Rail Terminal a buffer or holding area can be provided for storage and to facilitate collection of spoilt goods/cargo. No significant quantity of waste which would adversely affect operation of the WKTS is anticipated.

3.5.10 The large volume of commercial and industrial waste arising in Kowloon as a whole should be further considered when the balance of domestic/commercial waste in the Kowloon Point development is quantified. However at this stage relevant information is not available for Kowloon Point.

(c) Cheung Sha Wan Market

3.5.11 Management of waste arising at the CSW market has been considered in TR3. Deficiencies in the current phase 1 provisions were identified and proposals for an improvement in phase 2 were made. Additional transfer arrangements may be required for certain wastes.

3.5.12 The essential requirement is to avoid accumulation of waste at the RCPs which creates unwholesome, unsuitable conditions, not consistent with a modern market complex. By provision of a waste compaction system operating on a continuous basis, with efficient monitoring, audit and enforcement, such conditions as prevail on a regular basis in phase I can be avoided. Two systems are feasible, static compactors and mobile compactors or refuse collection vehicles (RCVs). A static compactor system would require two units, one operational and one standby. Waste wonld be compacted into containers for transfer to either the WKTS or directly to one of the three strategic landfills. Three standard ISO containers would be required each day.

3,5,13 A mobile compactor system, would require one dedicated RCV to transfer waste directly from the RCP to the WKTS. Five or six trips per day would be necessary. However, the easy road access, short travel distance and low turnaround time at WKTS would be such that waste would not be accumulated in the RCP chamber in significant quantities to create problems while the RCV was in transit.

3.5.14 The static compactor system would allow transfer of waste directly to the landfill site or WKTS by road or by barge with consequent environmental benefits, however operational and contractual constraints at the WKTS would preclude integration of the system with that of the WKTS contractors operations. Maintenance and cleaning of containers would

RT-S148-0201 Final Report EIA September 1997

Page3-29 T:IS148IREPOR11FINALR-1IFINAL_ -1ICHP3.DOC

West Kowloon Reclamatioll Fillal Report - EIA

also be required and equipment to discharge the containers would need to be provided at the landfill or transfer station.

3.5. I 5 Provision of a dedicated RCV is the recommended option, however if AFD privatise cleansing and waste disposal at CSWWM the option of static compactors and containerised waste transfer could be included in the tendered options. It is recommended that a purpose-designed RCP be incorporated in the Phase 2 design to facilitate environmentally acceptable container handling or RCV loading.

3.5.16 HKPSG recommends that for road safety reasons, new RCPs should be planned to allow head-in and head-out movements of refuse collection vehicles (RCVs). The gross site area requirements depend upon the detailed location but an area of not less than 294m2

(with a minimum width of 14m) is required in the case of island or corner sites. The RCP site requirements for CSWWM will depend on access and egress limitations and the type of RCV. Some options are illustrated in Figure 3.18.

3.5 .17 Although reversing movements of RCV s should normally not be allowed for road safety reasons, due consideration should be given to the space constraints in CSWWM. In CSWWM back-in iilld head-out movement of RCVs could be considered for RCPs since

C:

C

C

c. C·

o c:

the RCP can be located in the area of the market with relatively low vehicular and C pedestrian flows. In this case, a smaller site with an area of not less than 220m2 (11m frontage and 20m deep), as shown in Figure 3.18, will suffice. However, the selection of a smaller facility is not ideal and a larger space would be preferable for RCPs. Detailed C specification will be included in the CSWWM phase II tenders.

3.5.18 Wastes will also arise from the container related uses at the Port Rail Terminal and the CSWWM II facility. The container facilities at CSWWM will also require a buffer and holding area for spoilt goods as at the PRT. Wastes will include maintenance wastes such as paint scrapings, rust and wastes from refurbishment operations. Greater quantities will arise from the I/O development at CSWWM. Paint residues and oily waste are regulated under the Waste Disposal (Chemical Waste) (General) Regulations and must be disposed of at one of the chemical waste disposal facilities such as the CWTC on Tsing Yi. Other wastes will be disposed of to landfill via the WKTS.

3.5. I 9 In order that waste control both in I/O and container facilities are managed well there may be some advantages in dovetailing the waste disposal operation from the whole of the proposed CSWWM phase II facility and phase I market. However these advantages are offset by the difficulties in access and egress from the four separate components in the market complex (phase I market I phase II market I container operation I 1/0 development). Waste from the container and 1/0 facilities will eventually be transported directly to landfill whereas market waste will go to WKTS. WKTS could accept the container facility and I/O waste in the early years of operation as outlined in section 3.5.7.

(d) Residential and Commercial Development

3.5.20 Other developments including Cheung Sha Wan West, Tai Kok Tsui Waterfront, Mongkok West and Tsim Sha Tsui West provide opportunity for integration of waste management systems and recycling facilities into the built form thus reducing the need to transfer waste at public RCPs. It is recommended that all new developments include waste collection, transfer and disposal facilities.

RT-5148·0201 Final Report £IA September 1997

Page3-30 T: 15148IREPOR11FINALR-IIFINAL _ -lICHP 3.DOC

c

o o c; E) (

(

c c c

c

c:

8

C,

o

C;

o o

o c c c c c

West Kowloon Reclamation Final Reporl- EIA

3.5.21 Refuse collection within the WCR Stations and WKPT will be KCRC's responsibility. Waste will be stored in the integral refuse chambers and collected by private contractors for disposal at either WKTS or the SENT landfill. With the opportunity to integrate waste facilities into the design at an early phase the requirements to transfer waste at one of the four public RCPs can be eliminated. Similarly provisions can be made at the Regional Stadium and MTRC Stations.

3.5.22 Chemical wastes produced by industry and other activities are regulated under the Waste Disposal (Chemical Waste) (General) Regulations (WDCWGR). Wastes are collected and delivered to one of the licensed chemical waste disposal facilities such as the CWTC on Tsing Yi and a system of notification is in place to control and track these operations. Provisions for storage of chemical waste and to facilitate the collection from industrial developments should be incorporated into the design at an early stage. Goods mustering activities may give rise to occasional quantities of chemical wastes for disposal and contaminated broken packages may arise from goods damaged in transit. The materials should also be subject to the provisions of the WDCWGR.

(f) Construction Waste

3.5.23 During the construction phase large volumes of construction waste will be generated requiring management and disposal. The strategy for management and disposal of all wastes arising from execution of individual projects will need to be based on the principle of segregation and re-use on site followed by disposal to reclamation, public dump or landfill as appropriate.

3.5.24 Construction of the WCR in a tunnel, as indicated in available information will be largely by cut and cover. No accurate estimate is available for bulk excavation, however somewhere in the region of200,000 m3 of surplus dredged sand fill is likely to arise given the preliminary alignment. With appropriate handling the sand would ideally be stockpiled (if uncontaminated by non-inert materials) for use in the adjacent Kowloon Point Reclamation when, and if this proceeds. This is clearly subject to programming constraints and availability of sites for temporary stockpiles. There is currently no available site. However, shonld a suitable site become available, the nuisances from transporting excavated materials can be reduced as indicated above.

3.5.25 It is not anticipated that bulk excavations will be carried out in the underlying mud and any limited quantities of mud which may arise will be disposed of at landfill.

3.5.26 Excavation of basements to buildings located on land reclaimed by public dumping could give rise to quantities of mixed materials requiring screening prior to disposal at public dump or landfill. However, there are no public dumps in the WKR.

3.5.27 Other major infrastructure projects, including Port Rail Terminal and intersections on the West Kowloon Expressway Kowloon Station, WKPT, and CSWWM, will generate significant quantities of excavated material for disposal, subject to programming constraints. This material could also be stockpiled for later incorporation in the WKR or Kowloon Point Reclamation. However, this is not likely to be possible given space constraints and no public dumps are planned in the WKR area.

RT-5148·0201 Final Report EIA September 1997

Page~-3.I T:15148IREPORTiFINALR-IIFINAL_ -IICHP3.DOC

West Kowloon Reclamation Final Report - EfA

3.5.28 Where surplus excavated material is to be exported from WKR to public dumps this should be carried out by marine transfer if at all possible. During development of WKR, public dumps are programmed to be available in the TKO and Tuen Mun area 38. It is recommended that a barge loading point be provided under one of the early infrastructure contracts to facilitate transfer of suitable material to one or both of these public dumps which are accessible by barge and which can be equipped with offloading facilities. It is therefore recommended that barging points be included at Tuen Mun Area 38 or Tsuen Kwauarea 137 and that the relevant departments (Port Works Division for TM38 and Development and )\irport Division for TKO 137), consider the possibilities of providing reception points for much of this waste arriving from WKR by barge.

3.5.29 A purposely built, Government controlled and operated loading point on WKR should be designed and operated to minimise environmental impact by incorporating screening and dust suppression. A potential suitable location, roughly central to the WKR, has been identified at the edge of planning area 8.2. However, it is emphasised that this IS a preliminary suggestion requiring consultation with all relevant departments.

3.5.30 Disposal of other construction wastes arising as a result of construction of structures and buildings is governed by the EPD policy on disposal for construction waste. The principles established maximise re-use of materials on site and segregation of wastes to ensure that the minimum quantities are disposed of to landfill and that the maximum is directed for disposal off-site to reclamation by public dumping. All construction waste should therefore be sorted on site into inert and non-inert materials.

3.5.31 Non-inert materials such as wood and other materials including glass, plastics, steel, and metals should be disposed of at landfill. Other inert materials like soil, sand and rubble are to be separated from non-inert materials and disposed of at public dumps.

3.5.32 In addition large quantities of site fencing, scaffolding and timber for the building work will be generated and require disposal at landfill via the WKTS. Such waste will require segregation for re-use where practicable since refuse transfer stations do not normally accept construction waste.

3.5.33 Paint residues, lubricants and other oily wastes are classified as chemical waste under the Waste Disposal (Chemical Waste) (General) Regulations and special controls are imposed to regulate storage, labelling, transport and disposal at the Chemical Waste Treatment Centre. Construction sites must register individually as chemical waste producers to comply.

(g) Waste Management Strategy

3.5.34 Wastes arising in WKR are recommended to be exported from the area by sea either via the WKTS to landfill or by barge to Public Dump. Excavated sand fill should be incorporated in WKR or the adjacent reclamation (i.e. Kowloon Point) as far as possible. This strategy will minimise the quantity of waste to be transported through the urban area for disposal but opportunities are likely to be limited by the lack of available space for stockpiling and the uncertainties regarding timing.

3.5.35 The opportunity to incorporate integrated waste management facilities in the residential and commercial developments including refuse chambers and off-street collection points will reduce the need for street level collection and sorting of refuse at RCPs. Dedicated

RT·5148·0201 Final Report E1A September 1997

Page3-32 T:15148IREPORT1FINALR-IIFINAL_ -IICHP3.DOC

c c

c

o

c

o

o

c c c c (

c

fJ g

C

c c c~

C:

o o o

c c (

c

West Kowlooll Reclamation Final Report - EIA

waste disposal facilities will be required for the CSWWM. The key elements of waste management strategy for West Kowloon include:

• Domestic waste is collected primarily by USD and disposed at the WKTS. • Commercial and industrial wastes collected by the priVate sector are disposed of

initially at WKTS and in later years increasingly diverted to SENT landfill. • Waste from CSWWM disposed of at WKTS. • Chemical wastes produced by industry and other activities disposed of at the

CWTC on Tsing Yi. • Sand excavated from major infrastructure projects such as the KCR to be

stockpiled for re-use in Kowloon Point Reclamation or transferred to public dump; preferably by barge.

• Excavated materials and construction waste suitable for public dump to be transferre~ to public dump by barge.

3.5.36 Consideration should be given to provision of a centralised barge loading facility in Area 8 to facilitate transfer of suitable construction waste to public dump.

3.6. Construction Impacts, Constrnction Phasing and Environmental Monitoring & Audit

3.6.1 The construction phase of the development can produce the most intrusive impacts, be they from noise, dust, or atmospheric emissions from construction equipment. Although transient, these can cause disturbance to work, speech, leisure and sleep. However, because of the nature of the sources there is usually considerable scope for mitigating the impacts.

(a) Development Phasing

3.6.2 The development phasing discussed in section II of the WKRCTAR ErA Final Report Main Study Vol. I is critical to the extent and intensity of construction impacts. Areas of adverse impacts and potential non-compliance with the noise and air criteria arising from the noise, air, water and waste impacts according to the current development program are assessed and discussed below. Recommendations on phasing were proposed in TR6 to mitigate potential impacts and the monitoring and audit methods have been further detailed to provide an Environmental Monitoring and Audit Manual (Appendix C, C I), which specifies the environmental monitoring and audit (EM&A) requirements for the construction phase of the development and redevelopment areas. EM&A is essential in order to ensure that any environmental impacts resulting from the development proposals meet government legislation, standards, and guidelines. The auditing process will both establish procedures for checking that mitigation measures have been adopted and are effective; and provide a means of checking compliance with environmental objectives, recording anomalies and documenting corrective action.

3.6.3 The development across West Kowloon Reclamation will be carried out in various phases by different authorities. Therefore at this stage it is envisaged that the individual development authorities, be they Housing Authority, Housing Society, MTRC, KCRC or private developers, will be able to use the manual as a reference document to determine the monitoring and audit requirements for each site, if necessary.


T:15148IREPORT\FINALR-IIFINAL_ -IICHP3.DOC

(b) COllstructioll Impacts

Noise


3.6.4 Precise predictions of construction noise require a detailed knowledge of the type and numbers of plant to be used, detailed methods of working, and inventories of plant are required to enable a detailed assessment to be carried out. Indicative figures regarding anticipated noise levels can be generated from generic plant inventories. Whereas this was not possible at the TR6 stage some of the uncertainties regarding construction phasing and eventual land use patterns in the various development areas have been ironed out so that it is now possible to make some useful estimates.

3.6.5 Under the NCO, construction noise permits would be required and this is the main method to control construction noise such as it would affect NRSs near to the development sites. Since the submission of TR6 the Technical Memorandum on Noise from Construction Work in Designated Areas has been issued. Most of the study area is outside the designated areas but parts of Cheung Sha Wan, notably the Cheung Sha Wan West Estate and Nam Cheong Estate, are within the Kowloon Designated Area (Plan No./EPDINPIKLN/-OJ). Controls in designated areas are more stringent and the noise criteria to be achieved are set significantly lower.

3.6.6 Potential noise impacts for various sites are calculated based on typical suites of noisy site equipment using the methodology given in the Technical Memoranda on Noise from Construction Work other than Percussive Piling and Construction work from Percussive Piling (Appendix B, CJ). The potential sources of noise impact will arise from:

• general earth works • percussive piling • podium building works • tower construction above podia

Air Quality

3.6.7 The principal impact on air quality impacts during the construction of the WKR developments will be on dust concentrations. Some S02 and NOx will be produced from diesel-powered equipment and vehicles involved in the works, but these will be readily dissipated and should not reach significant concentrations.

3.6.8 Activities contributing to construction dust include excavation and earthworks, loading/unloading of friable materials, aggregate stockpiles of materials, concrete batching and finishing, and vehicle movements on unpaved haul roads. Dust generating activities will include but not necessarily be limited to:

• • • • •

RT-5/48·020I Final Report EIA September 1997

site levelling and excavation works handling and stockpiling of excavated spoil vehicle movements on unpaved haul roads concrete batching processes other general construction works

Page3-34 T: 15 I 48IREPORT\FINALR-I !FINAL _-I ICHP 3.DOC

(i

c'

o c' c

c

o

o (

l (

(

c

c c c~

C C' C~i

Q

o c o o

c~

8 C)

o o o c c c

c

3.6.9

3.6.10

3.6.11

3.6.12


These activities may all give rise to considerable dust concentrations and the standards to be met on those in the Hong Kong Air Quality Objectives (HKAQOs). The Air Pollution Control Ordinance (APCO) places statutory limits on typical air pollutants and the maximum allowable concentrations are not to be exceeded (Table 3.1).

Potential air quality impacts for various sites are calculated based on typical suites of machinery and equipment on areas equivalent to those in the ODP. Emission factors are derived from USAEPA AP-42. These factors have been input to the Fugitive Dust Model (FDM) to estimate the potential to exceed the AQO at sensitive receivers (Appendix B, C2).

Water Quality

As with air and noise it is also difficult to predict the likely water quality impacts from all the construction activities. The major sources of potential water quality impacts will include:

• construction runoff and drainage • general construction activities. • sewage from on-site construction workforce

All such activities will be controlled by the WPCO in as much as they may give rise to site runoff. Discharge of liquid runoff from sites would need to comply with the requirements in the relevant Technical Memorandum for the Harbour Water Control Zone. Sewage arising would need to be directed to the nearest sewer and comply with the Standards for Effluents Discharged to Drainage and Sewerage Systems, Inland and Coastal Waters.

Construction Waste

3.6.13 Waste arising from construction work will typically comprise

• • • •

excavated material construction waste chemical waste general refuse

3.6.14 The waste may typically cause nuisances in the form of dust and odour but providing it is segregated, stored, transported and disposed of in line with the Waste Disposal Ordinance (WDO), Waste Disposal (Chemical Waste)(General) Regulations and other recommended guidelines no significant adverse impacts need be anticipated. Construction waste is addressed in section 3.5.

(c) Tsim S/za Tsui

Phasing

3.6.15 Section 11 of the WKRCTAR EIA Final Report Main Study Vol. 1 has scheduled the completion of residential areas 11.8 and 11.18 for early mid 2000. These residential areas will therefore form the earliest sensitive receivers. Their construction has potential


Page3·35 T:15148IREPORTiFINALR-IIFINAL_-IICHP3.DOC


impacis for sensitive receivers between Jordan and Austin Roads. The construction of the WKPT (11.2) and the remainder of the southern developments (11.5, 1l.!3,) have potential to cause nuisances to the early development (11.8, 11.18) residents between 2000 and 2006.

3.6.16 Section II of the Final EIAReport has scheduled the completion of residential areas 1l.! (phase 1) for early in 2001. These residential areas will therefore form the next sensitive receivers in this area. Subsequent construction of the remainder of the Kowloon Station development (11.1), the WKPT (11.2) and the remainder of the southern developments (11.5, 11.13, 12,9 etc.) all have potential to cause nuisances to the phase 1 development residents between 2001 and 2006. Thereafter only phase 7 of site 11.1 will be constructed which will impact on phase 4 (2004 to 2008).

Noise

3.6.17 Estimates of the noise from the construction of 11.8 and 1l.!8 (Appendix B, Cl) indicate that general construction activities would cause the recommended daytime guideline of 75 dB(A) to be exceeded at the residences between Canton, Austin and Jordan roads. Recommendations are made in the EPD Practice Note for Professional Persons PN 2/93 on general construction noise and these have been widely adopted in the construction industry for control of daytime noise. Night working is predicted to exceed the criteria by up to 20 dB(A) and would require substantial additional measures to reduce noise to levels prescribed in the Technical Memorandum (TM) on Noise from Construction Work other than Percussive Piling. Percussive piling will cause intense nuisances in this area. Construction Noise Permits would be required for any working during restricted hours.

3.6.18 Potential noise impacts of the later stages of the Kowloon Station developments will exceed the daytime guidelines and the night time standards at the sensitive receivers in phase 1 and the above voluntary and statutory requirements will also apply to this area.

3.6.19 The impact of the WKPT on Kowloon Station phase 1 and the developments at 11.8 and 11.18 will exceed the daytime guidelines and the night time standards. TMs on Noise from Construction Work other than Percussive Piling and Percussive Piling will apply. If there is a requirement for night work the grant of CNP will require the use of extensive noise control measures which will best be established at the detailed design stage.

Air Quality

3.6.20 Dust will be the most widespread pollutant from the developments in Tsim Sha Tsui West area described above. Calculations (Appendix B C2) indicate that the intensity of construction has the potential to cause the hourly limit (500 ug/m3) and the daily limit (260 ug/m3) to be exceeded at all sites due to the limited buffer distances available.

Water Quality

3.6.21 Water quality impacts from construction in the Tsim Sha Tsui West area due to potential construction runoff and drainage, general construction activities and sewage from on-site construction workforce are not very likely, due to the distance of most of the sites from the waterfront. The impacts of the sites adjacent to the waterfront at 1l.!4, 12.8 and 12.11 will depend upon the quality of the receiving water which will be strongly

RT·5148·020I Final Report EIA September 1997

Page3-36 T:15I48\REPORTlFINALR-IIFINAL_ -IICHP3.DOC

c c C ----;;

C -.,'

6

c: C

c: C

r c'

c c c (

c c/

o

c

C\

o o o e c c

c c


influenced by waterfront activities and the progress of any Kowloon Point Reclamation works. Any significant discharges will be controlled by the WPCO (see above).

(d) Mongkok West

Phasing

3.6.22 Construction of the different areas in Mongkok is designed to occur simultaneously so as to minimise impacts: However, completion of the GIIC facilities is recommended before initiating occupation of the neighbouring residential and school sites.

3.6.23 The Housing Authority site (9.12) is scheduled to complete by late 2000. MTRC-ODA Site B is scheduled for completion by mid 2002. Thus construction impacts at 9.12 will prevail for more than a year after completion.

3.6.24 GIIC facilities on areas 9.2 - 9.5 should also be given priority. The GIIC buildings and MTRC Site B serve as a noise barriers to areas 9.8 - 9.10. Consequently, it is recommended for the G/IC facilities to be constructed by 1999, prior to the completion or occupation of the residential sites, followed by the completion of the remaining sites in Mongkok West by the year 2000. .

3.6.25 The shape, orientation, and height of the G/IC facilities should be sufficient to enable them to function as a protective wall, defending the residential and school areas from noise along the Yau Ma Tei Interchange, West Kowloon Expressway and PI. Based on assumptions from Section 4 of the WKRCTAR EIA Final Report Main Study Vol. 1, the height of the buildings are about 25 to 35 mPD on average. If the development of sensitive areas is completed and occupied before GIIC facilities, residents and schoolchildren would be unprotected from traffic noise emanating from the Yau Ma Tei Interchange, West Kowloon Expressway, and PI. In addition, noise pollution would be further exacerbated with the construction of the G/IC buildings adjacent to the sensitive receIvers.

Noise

3.6.26 Whereas estimates of noise from individual projects may not exceed the recommended levels, estimates of the noise from the construction of all sites simultaneously indicate that general construction activities would cause the recommended daytime guideline of 75 dB(A) to be exceeded at all developments as far as Ferry Street. The fast track residences on 9.12, once occupied, would also be affected by the later finishing projects. Close adherence to the recommendations made in the EPD Practice Note for Professional Persons PN 2/93 on general construction noise would be essential to avoid unnecessary impacts and need to be strictly observed in this area in order to control daytime noise to the recommended limits.

3.6.27 Night working is predicted to exceed the criteria by up to 25 dB(A) and would require substantial additional measures to reduce noise to levels prescribed in the Technical Memorandum (TM) on Noise from Construction Work other than Percussive Piling. Percussive piling would cause intense nuisances in this area and to the residences to the east of Ferry Street. However, within the development area, piling activities on the MTRC CDA, PSPS and private development (9.14) will be completed well before

RT-S148-0201 Final Report EIA September 1997

Page3-37 T: IS148IREPORT\F1NALR-1IFlNAL _ -1ICHP3.DOC


3.6.28 Potential noise impacts of the later stages of the MTRC site B Station developments should be controllable during the daytime guidelines but the night-time standards at the sensitive receivers in 9.12 will be over the limits. Statutory requirements will also apply to this area.

3.6.29 Noise impacts from the construction· of the Sandwich Class Housing Scheme on the Man Cheong Street and other nearby developments indicate that the daytime recommended level of 75 dB(A) can be met during general building works but there will be exceedances during site formation and foundation works. Percussive piling would cause intense nuisances in this area and possibly to the residences to the east of Ferry Street. Nonpercussive piling methods are recommended. Construction Noise Permits would be required for any working during restricted hours.

Air Quality

. 3.6.30. Dust will be the most widespread pollutant from the developments in Mongkok West and the Sandwich Class Housing site. Calculations and dispersion modelling (Appendix B, C2) indicate that the intensity of simultaneous construction has the potential to cause the hourly limit (50.0. uglm3) and the daily limit (260. uglm3) to be exceeded at all sites in the new development and beyond as far as Ferry Street and Man Cheong Street, due to the limited buffer distances available. Mitigation measures are proposed in Appendix C, C 1.

Water Quality

3.6.31 Water quality impacts from construction due to potential construction runoff and drainage, general construction activities and sewage from on-site construction workforce are not likely to occur in this area due to the distance from the water front.

(e) Ta; Kok Tsu; West

Phasing

3.6.32 In general, it is good policy to construct residential buildings and school facilities simultaneously as 11 single phase, after other major infrastructural works, as they will be the most sensitive to noise. Presently, the blocks that contain these buildings are assigned to be completed together by early 1999. It is recommended that special attention be given to ensure the early completion of specific buildings within these blocks which serve as noise barriers. These buildings include the Indoor Recreation Centre and Tai Kok Tsui Traction Substation (sites 7.13 and 7.10., respectively), the commercial/retail. buildings on site 8.4, and the structure intended for the additional podium space on block 8.3 will all be key noise tolerant structures and should be in place before the occupation of the residential elements of the sites.

3.6.33 The Indoor Recreation Centre (7.13) and Tai Kok Tsui Traction Substation (7.10) act as effective noise barriers, protecting school buildings on sites 7.11 and 7.12 from traffic noise emanating from the West Kowloon Expressway.

3.6.34 The residential buildings in block 8.3 relies on the additional podinm space (used either for noise mitigation or waterfront retail) to ameliorate traffic noise from Road D7. Residents of site 8.4 will benefit from the commercial structures, located immediately


Page3-38 T: 15148IREPORIIFlNALR-11FINAL _ -1 ICHP 3.DOC

c c c C~ (. '--

r\ ~j

c c E\

c) C: o c

c (

c c' .C:

C C' (]

8 o c' o o c

o (j

C)

c c c c c

West Kowloon Reclamatioll Final Report - EIA

adjacent to the West Kowloon Expressway, with due noise reduction. It is recommended that these structures be given priority during construction phasing to ensure their completion before the occupation of residential housing and school units.

3.6.35 Construction on areas 7 and 8 is recommended to take place simultaneously. In the event that the waterfront development is slower there will inevitably be impacts on the MTRC site C. No phasing alterations are recommended at this time but it is advised that buildings acting as noise barriers on sites 7.10, 7.13, 8.3, and 8.4 be fully constructed before the residential and academic facilities are occupied.

3.6.36 There are also potential impacts from the construction of the Police Married Quarters (PMQ) and the CDA site 6.1 on Wong Tai Street housing.

Noise

3.6.37 Estimates of the noise from the construction of all sites simultaneously indicate that general construction activities would not cause the recommended daytime guideline of 75 dB(A) to be excee.ded at the nearest sensitive receivers in the Wong Tai Street! Cherry Street area. Should the MTRC site C residences be occupied before the site 8.3 then remaining construction of the private development (8.3) will lead to exceedance of the 75 dB(A) by a considerable margin. In either case adherence to the recommendations made in the EPD Practice Note for Professional Persons PN 2/93 on general construction noise is desirable and these will need to be strictly observed in this area in order to control daytime noise to the recommended limits if 8.3 is delayed after 8.4. These recommendation should also be adopted in the construction of the PMQ (7.15). Night working is predicted to exceed the criteria and would require substantial additional measures to reduce noise to levels prescribed in the Technical Memorandum (TM) on Noise from Construction Work other than Percussive Piling. Percussive piling would impact on the residences to the east, however within the development area piling activities on the MTRC CDA, and private development (8.3) will be completed well before occupation of the faster tracked blocks. Construction Noise Permits would be required for any working during restricted hours.

Air Quality

3.6.38 Dust will be a potential nuisance although the separation from the developments at 8.3 from Tai Kok Tsui and Wong Tai Street is significant. Calculations and dispersion modelling do not indicate that the intensity of construction on sites 8.3 and 7.9 has the potential to cause ·the hourly limit (500 uglm3) and the daily limit (260 uglm3) to be exceeded at existing receivers although the impact on fast-tracked MTRC CDA site C residences could be significant if 8.3 is delayed. The construction of the MTRC CDA sites A to D is already predicted to expose residences in the Wong Tai Street area to excessive dust. The additional works for the PMQ will aggravate this already undesirable situation and this site must also be controlled to suppress dust. The background levels of dust in the area are however already very high and it will be very difficult to ensure full compliance with the AQOs in this area during the construction of all structures on this area of the reclamation. Good site control using the recommendations in Appendix C, C I will therefore be especially important.

RT-5148-020/ Final Report EJA September 1997

Page3-39 T:15148IREPORT1FINALR-/IFINAL_ -/ICHP3.DOC

West Kowloon Reclamation C .. ' Final Report - EIA

Water Quality

3.6.39 Water quality impacts from construction due to potential construction runoff and drainage, general construction activities and sewage from on-site construction workforce are more likely at this area due to the waterfront location.

3.6.40 All such activities will be controlled by the WPCO in as much as they may give rise to site runoff. Discharge of liquid runoff from sites would need to comply with the requirements in the relevant Technical Memorandum for the Victoria Harbour Water Control Zone (Phase 1). Sewage arising would need to be directed to the nearest sewer and comply with the Standards for Effluents Discharged to Drainage and Sewerage Systems, Inland and Coastal Waters.

(f) Hing Wah Street/Yen Chow Development Area

Phasing

3.6.41 The existing phasing schedule seems reasonable since it groups sensitive buildings for construction. However, it is recommended that buildings in 4.27 be fast-tracked also given that they will perform a vital role in protecting the residential area from railway noise. The demand for the type of development proposed is established but the speed of development is uncertain.

3.6.42 In the event that the CDA (4.27) cannot be completed before initiating the occupation of neighbouring residential, law courts and academic structures (4.15, 4.17, 4.18 and 4.19) any measurement of noise will almost certainly record significant exceedance of the noise criteria due to the combined effects of traffic, railway noise and construction activity. In this case the CDA will cause significant noise impacts on 4.15 etc. during construction but this must be balanced against the eventual community benefits of noise reduction and substantial commercial facilities.

3.6.43 Of the building structures set for completion by 2000, it is recommended that sites 4.1, 4.4,4.6,4.7,4.16,4.20,4.24 and 4.26 be completed before initiating occupation of the schools (site 4.17 & 4.18). These non-sensitive buildings surround and shield the school facility from the West Kowloon Corridor, Fat Tseung Street, Road D5 and nearby port backup facilities (scheduled for completion before 1998). Residents on site 4.15 would also benefit from the partial noise screen, provided by buildings on site 4.9, from the West Kowloon Corridor. Noise levels would be diminished further with the added shielding provided by structures on site 4.27, blocking traffic noise from the West Kowloon Expressway, which has no barriers at this location, although the barrier effect is not required for compliance with HKPSG at 4.15.

3.6.44 No alterations to the phasing schedules are proposed at this time, but it is recommended that the high structures acting as noise non-sensitive uses listed above be constructed before the completion of noise sensitive units.

Noise

3.6.45 Noise from the CDA (4.27) site will not exceed the recommended levels at Nam Cheong Estate except possibly during piling. Noise from the larger Housing Authority sites would however exceed the daytime recommended level at Nam Cheong by a few dB(A).


Page3-40 T.·15148IREPORTIFINALR-IIFINAL _ -I ICHP3.DOC

c

c

o c

c c

C)

c c (

(

c

C';

C

o c~

o o c C:

e o o C) G

c c

c c

West Kowlooll Reclamatioll Final Report - EIA

Estimates of the noise from the construction of all sites simultaneously indicate that general construction activities would cause the recommended daytime guideline of 75 dB(A) to be exceeded at Nam Cheong.

3.6.46 The fast track residences on 4.15, once occupied would also be affected by the later finishing projects .. Close adherence to the recommendations made in the EPD Practice Note for Professional Persons PN 2/93 on general construction noise would be very desirable and these will need to be strictly observed in this area in order to control daytime noise to the recommended limits. Night working is predicted to exceed the criteria by up to 35 dB(A) since this area is designated and work at night would require substantial mitigation measures to reduce noise to levels prescribed in the Technical Memorandum (TM) on Noise from Construction Work in Designated Areas. Percussive piling would cause intense nuisances in this area. It is, therefore, recommended that all piling be completed on all sites well before occupation of the faster tracked Housing Authority blocks and that non percussive piling be used so as to reduce impacts at Nam Cheong Estate. Construction Noise Permits would be required for any working during restricted hours.

Air Quality

3.6.47 Dust will also be a significant pollutant from the developments in Cheung Sha Wan West Calculations and dispersion modelling (Appendix B, CC2) indicate that the intensity of construction has the potential to cause the hourly limit (500 ugfm3) and the daily limit (260 ug/m3) to be exceeded at all sites in the new development and beyond as far as Nam Cheong Street due to the limited buffer distances available.

Water Quality

3.6.48 Water quality impacts from construction in this area are not very likely due to the distance of most of the sites from the waterfront. The impacts of construction site drainage, general construction activities and sewage from the construction workforce can be minimised by ensuring discharges are made via the surrounding sewerage system. The site adjacent to the waterfront at the CSWWM (5.1) will have the greatest potential impact. .

3.6.49 Any discharges will be controlled by the WPCO in as much as they may give rise to site runoff. Discharge of liquid runoff from sites would need to comply with the requirements in the relevant Technical Memorandum for the Harbour Water Control Zone. Sewage arising would need to be directed to the nearest sewer and comply with the Standards for Effluents Discharged to Drainage and Sewerage Systems, Inland and Coastal Waters.

(g) Port Rail Terminal

Phasing

3.6.50 The existing development programme calls for the completion of the PRT (site 2.10) by 2001 and site 2.1\ by 200!. This program seems reasonable given that the region is generally of mixed industrial use and poses no immediate distnrbances to sensitive receivers in the vicinity. The Mei Foo residential area, located directly across the West Kowloon Expressway beyond site 1.4, may be impacted if activities on sites 2.10 and 2.11 are not controlled so as to protect Mei Foo.


Page3-41 T: 15148\REPORTlF1NALR-11F1NAL _ -11CHP 3.DOC


3.6.51 It is recommended that the podium or other development above the Port Rail Terminal be fully constructed before initiating operation of the Port Rail Terminal. Due to the level noise expected from activities in the Port Rail Terminal sidings, the noise enclosures recommended in the preliminary ErA of the PRT are needed for proper noise attenuation during operation. Timely completion of the enclosures, before commencement of operations is necessary to protect Mei Foo residents from excessive impacts from site 2.11.

Noise

3.6.52 Noise from the PRf construction activities is unlikely to exceed the recommended levels during daytime at Mei Foo unless very intensive development is undertaken with greater than normal intensity of plant. Estimates of the noise from the simultaneous construction of all PRT areas indicates that noise would be at approximately the recommended daytime guideline level of 75 dB(A). Nevertheless close adherence to the recommendations made in the EPD Practice Note for Professional Persons PN 2/93 on general construction noise would be very desirable in this area in order to ensure nuisances are kept to a minimum. Construction of the WCR will be much closer to Mei Foo and would give rise to day and night time noise in exceedance of the recommended levels.

3.6.53 Night working is predicted to exceed the criteria and such work would require substantial mitigation measures to reduce noise to levels prescribed in the Technical Memorandum (TM) on Noise from Construction Work other than Percussive Piling. Percussive piling may cause nuisances in this area but the noise levels are not predicted to exceed the 85 dB(A) criterion at Mei Foo and piling is likely to be permitted, except on holidays. Construction Noise Permits would be required for any working during restricted hours.

Air Quality

3.6.54 Dust from the PRT developments is not predicted to have significant effects on Mei Foo. Calculations and dispersion modelling (Appendix B, C2)indicate that the intensity of construction does not have the potential to cause the hourly limit (500 uglm3) and the daily limit (260 uglm3) to be exceeded due to the large buffer distance. Nevertheless dust suppression measures should be undertaken as a matter of good site management in line with Appendix C, C I.

Water Quality

3.6.55 Water quality impacts from construction due to surface water runoff and drainage, general

c) c

c

o o

C:

o o

construction activities and sewage from on-site construction workforce are not likely at Ci this area due to the distance to the harbour.

Mitigation

3.6.56 Mitigation measures are proposed for all construction impacts in the EM&A Manual (Appendix C, Cl).

RT-5J48-020J Final Report EIA September 1997

T:15J48IREPOR11FINALR-JIFJNAL _ -J ICHP 3.DOC

l

c l

c c

c

c; r f\

Ei

C:

C:' f) '----

o

C·1 /

e c c

(

c


(II) Environmental Monitoring & Auditing:

3.6.57 Monitoring can be most concisely defined as the systematic collection of data through a series of repetitive measurements. It involves the measurement of environmental parameters during project construction and the early period of operation, as well as the identification of any changes in these parameters which may be attributed to the project. The EM&A process ensures that proactive mitigation measures are adopted to avoid the occurrence of adverse environmental impacts. The Environmental Monitoring and Audit Manual is presented as Appendix C, Cl.

3.6.58 Environmental audit provides the verification of practice and certification of data and is the process of:

(i) verifying that all ·selected levels of !be parameters measured by the environmental monitoring programme are within the agreed limits or levels during project construction;

(ii) determining and recommending any necessary remedial measures, for which environmental monitoring forms the basis; and

(iii) organising and interpreting the environmental monitoring data to establish the record of change associated with a project.

3.6.59 Action Level is a reference value which indicates !bat deterioration in environmental quality is significant and that urgent corrective action is required.

3.6.60 Limit Level is a reference value to be used as an early warning of a deterioration in environmental quality. Attainment of this Level shall stimulate the increase in frequency of monitoring and the undertaking of investigation of the cause and possibly remedial action if appropriate.

3.6.61 The EM&k Programme will consist of a schedule of monitoring and auditing of designated environmental parameters in the locality of West Kowloon Reclamation in order:

(i)

(ii)

(iii)

(iv)

(v)

(vi) (vii)

RT-5148·0201 Final Report ElA September 1997

To provid.e a baseline database of "ambient", or prevailing background, conditions. To monitor and interpret conditions with respect to acceptance criteria during construction and initial operation in order to provide an early indication that any of the environmental control measures or construction practices are failing to achieve the required standards. To provide data to determine the effectiveness of any mitigation or control measures implemented through changes in working practice undertaken if acceptance criteria are exceeded. To provide a database of conditions after construction for !be assessment of the extended effects of construction and for the post-project audit. To provide an early indication if any of the environmental control measures or environmental design assumptions might fail to achieve their objectives during operation. To assess compliance with contractual and legislative environmental standards. To assess the validity of the, action and limit levels (AL levels) set for the event/action plans.

Page3-43 T: 15148IREPGR71FINALR-1IFINAL _ - JlCHP 3.DGC

West Kowloon Reclamation Final Report- EIA

(viii) To ensure that only acceptable environmental impact impinges upon nearby sensitive uses and receivers with the aim of minimising adverse impact upon the surrounding environs.

3.6.62 For West Kowloon Reclamation it is anticipated that Environmental Monitoring & Audit (EM&A), will be required with respect to potential dust, marine water quality and noise impacts. The EM&A Manual has been prepared in liaison with EPD.

Dust

3.6.63 A system of dust monitoring and. auditing of the construction of West Kowloon Reclamation developments will be established to ensure that construction takes place with a minimum of adverse impact on nearby sensitive receivers and in compliance with the Air Quality Objectives for Hong Kong. Locations for monitoring are presented in the EM &A Manual.

3.6.64 The objectives of the EM&A of dust monitoring are:

(i) (ii) (iii) (iv) (v)

(vi)

to determine the essential environmental background and control data; to collect the data necessary to monitor significant impacts; to evaluate' the quality and significance of data; to compare the measured effects with the acceptance criteria; to identifY any measures necessary to mitigate unacceptable effects (event/action plans); and, to report the details of the above on a regular basis.

Table 3.4 AL Levels for Total Suspended Particulate (TSP)

• +

X

Parameter 24-hour Average TSP Action Level 200 Limit Level 260

Hong Kong A ir Quality Objectives and Contractual Standard Baseline (92) +30% EPD guideline level

1-hour Average TSP 350 500'

3.6.65 An analysis and summary would be completed for exceedances of AL levels. Reasons for exceedances, a description of actions taken in the event of exceedances and any follow-up procedures related to earlier non-compliance would be included. Event/action plans implemented in the event of non-compliance with AL level would be dictated by recommendations p'rovided by EPD. Baseline is chosen arbitrarily to set an example only.

Noise

c) c;

c

C:

C~

o 3.6.66 A system of noise monitoring and .auditing of the construction of West Kowloon

Reclamation developments will need to be established to ensure that construction takes (~ . place with a minimum of adverse impact on nearby NSRs and in compliance with the Noise Control Ordinance and its associated Technical Memoranda. Construction Noise C' . Permits will inevitably be required for some projects. Locations for monitoring are presented in the EM & A Manual.


Pag~3-44 c

T:15148IREPORTIFINALR-IIFlNAL_ -IICHP3.DOC

(

c c' c' C

( '; j

c o C:

./

c G

o CJ

o

(

c (

c c

3,6,67

West Kowloon Ree/amatioll Fillal Report - EIA

Noise monitoring will be undertaken before the commencement of the Works until the completion of the Works:

(i) to determi!)e essential background and control data; (ii) to collect sufficient data to ensure that prediCted impacts and environmental

standards are not exceeded; . (iii) to evaluate and report on the noise levels measured and their significance; (iv) to identifY any measures necessary to mitigate unacceptable effects; (v) to provide data to determine the effectiveness of any mitigation measures which

may be sought through changes in working practice, plant and equipment, location of plant and equipment; acoustic screens and barriers etc.;

(vi) to protect the nearby NSRs from unacceptable noise impact.

Table 3.5 AL Levels for Noise Measured at NSRs duriug Construction

Period Weekdays Evenings Night-time 0700 to 1900 Hours 1900 to 2300 Hours 2300 to 0700 Hours

Snndays and General Holidays

Aeq(30 min) Aeq(S min) Aea(5 min)

Action Level when one documented complaint 18 received Limit Level 75T

dB(A) 60/65170 dB (A) 45/50/50 dB(A)

* **

reduce to 7.0 dB(A) for schools and 65 dB(A) during school examination periods. to be selected based on area sensitivity rating.

3.6.68 All data recorded in each period would be presented in both tabular and graphical format for presentation on a regular basis. An analysis and summary would be completed for exceedances of AL levels, reasons for exceedances, a description of actions taken in the event of exceedances and any follow-up procedures related to earlier non-compliance. Event/action plans implemented in the event of non-compliance with AL levels would be dictated by recommendations provided by the EPD.

Marine Water Quality

3.6.69 A system of marine water quality monitoring and auditing of the construction of West Kowloon Reclamation developments will be established as necessary to ensure that the projects take place with a minimum of adverse impact on marine waters and the associated environs. Monitoring locations would be based on the details of a background monitoring programme carried out before the commencement of works in the EM&A Programme.

3.6.70 The EM&A programme will be carried out using the control station approach USlllg monitoring sites selected in and around the site:

(i) (ii) (iii) (iv) (v)

RT-5J48-0201 Final Report ElA September 1997

to determine the essential environmental background and marine water quality; to collect all data necessary to monitor significant impacts; to evaluate the quality and the significance of the data; to identifY any measures necessary to mitigate unacceptable effects; to determine any extra monitoring necessary to assess the effectiveness of the mitigation measures; and

Page3-45 T:15148IREPORTIFINALR-IIFINAL_ -IICHP3.DOC


(vi) to ensure that construction is .undertaken in the most environmentally acceptable way and in such a manner as to cause as little nuisance as possible to the general pubic or any sensitive users;

(vii) to provide an early indication if any of the environmental controls, measures or environmental design assumptions might fail to achieve their objectives during operation;

(viii) to access compliance with the Environmental and Pollntion Control Requirements; and

(ix) to issue reports on the above procedures on a regular basis.

Table 3.6 AL Levels for Marine Water Quality during Construction

Parameter Dissolved oxygen (mg!l) Turgidity (NTU) Suspended (surface, middle & bottom) (depth averaged) Solids(mg/l)

(depth averaged) Action Level Surface & middle 95% - isle of baseline data 95% - isle of

1% - isle of baseline data, or and 120% of upstream baseline data and midway between 5% - isle of control station's Tby at the 120% of upstream baseline data and limit levels. same tide ofthe same day. control station's SS Bottom at the same tide of 1% - isle baseline data, or the same day. midway between 5% - isle of baseline data and limit levels.

Limit Level Surface & middle 99% - isle of baseline 99% - isle of 4 mg/I except 5 mg/I for FCZ 130% of upstream control baseline 130% of Bottom station's SS at the same upstream control 2 mg/I tide of the same day and station's Tby at the

specific sensitive receiver same tide of the water quality requirements same day. (e.g. required suspended solids level for concerned sea water intakes).

3.6.71 All data recorded for each period would be presented in both tabular and graphical format for presentation on a regular basis. An analysis of the data would be provided, including a summary of exceedances of AL levels, reasons for exceedances, a description of actions taken in the event of exceedances and any follow-up procedures related to earlier noncompliance. Event/action plans implemented in the event of non-compliance with AL level would be dictated by recommendations provided by EPD.

Summary

3.6.72 Construction impacts have been assessed in the light of; revised construction phasing. Mitigation measures to control impacts are proposed and this information is taken forward into an EM&A Manual (Appendix C, CI) which has been derived in liaison with EPD.

3.7. Conclusions and Recommendations

3.7.1 The assessment has confirmed the main issues for all sites as the close proximity of

c c

c:

o

C)

o c C\

.

o o C)

c

heavily· trafficked roadways to potential sensitive uses and the resulting noise and air (

RT-5148·0201 Final Report E1A September 1997

Page3-46 T:15148IREPORTiF/NALR-IIFINAL_ -I ICHP 3.DOC c (

c

c (.

c o o

c 8

o o o

c c (

c

3.7.2


quality impacts. Other environmental issues, including waste management water quality and construction issues are also of concern. Mitigation measures are summarised in Table 3.7. The table presents approximations of the % compliance achievable with different types of mitigation (proposed in this and earlier studies) for broad comparative purposes only. It is hoped that this demonstrates how the criteria (for noise) can be achieved by a cascade of different mitigation measures.

Air Quality

Industrial Impacts

3.7.2.1 Mitigation ofthe air quality impacts has been achieved by the inclusion of podium type design and setback from the highways. None of the residential or other air sensitive receivers is located in areas likely to be affected by the presence of future industrial emissions. Industrial land uses have been reduced significantly in comparison with earlier proposals.

Tsim Sha Tsui West

3.7.2.2 Moderate traffic intensity and the adequate provision of breezeways are advantageous and detailed modelling indicated that air quality objectives will not be exceeded by traffic emissions at the facades of the residential developments. Industrial sources are too far from the area to be a significant impact. Industrial and traffic emissions are not predicted to exceed the AQOs at any of the air sensitive receivers.

Mongkok West

3.7.2.3 Due to the scale, distance and low intensity of existing industrial emissions to the east and unlikely incl~sion of heavy fuel burning indnstry in the vicinity, industrial emission modelling indicated that air quality near ASRs in this area will not be seriously affected by industrial sources. Modelling has indicated that whereas there may be some minor exceedances of AQOs at ground level near the major highways, the AQOs will not be exceeded at any of the residential developments or schools.

Tai Kok Tsui West

3.7.2.4 Housing is not located close to WKE. Consequently traffic noise and vehicle emissions are not as intrusive as for other study areas. Air quality will not exceed AQOs at the· residential developments or schools. Recommendations are made to locate the AlC intakes for the Indoor Recreation Centre as far from the WKEIPI interface as possible and above 25 mPD in order to assure air quality in accordance with the HKPSG.

Hing Wah StreetlYen Chow Street

3.7.2.5 Industrial sources in Lai Chi KokiCheung Sha Wan have been modelled and do not present any constraint to this area. Modelling indicates that no exceedance of the AQOs


T:15148IREPORTlFINALR-1IFINAL_ -1ICHP3.DOC

West Kowloon Reclamatioll Fillal Report - EIA

is anticipated at height up to 105 ml'D. A small area of the former shipyard site will require careful location of air conditioning intakes and is therefore constrained but not so as to prevent development. Detailed air quality modelling for traffic emissions this area did not indicate any significant problems.

Cheung Sha Wan Shipyards

3.7.2.6 Air quality at certain heights in the vicinity of the old Cheung Sha Wan Shipyards site will exceed the AQO given the current level of industry in the area. Thus an open window design would expose occupants at some levels above 50 mPD to poor air quality. Mitigation will be required for this site and central air conditioning with careful choice for the location of air intakes is recommended to be included at the detailed design stages. This is similar to mitigation in site development proposals already under consideration by Government. The relocated Shipyards are separated from sensitive receivers by buffer distances in excess of those recommended in the HKPSG. No impacts are anticipated.

Port Rail Terminal

3.7.2.7 Emissions from traffic associated with the PRTwill be distant from Mei Foo Sun Chuen due to the 150m wide environmental setback. Construction will need to be controlled using EPD guidelines as with the other major infrastructural projects in the area.

3.7.3 Noise

3.7.3.1 Noise mitigation has been recommended in many areas from this and previous studies and many such measures are now in :place, however there are limits to the feasibility of modifying or adding some types of mitigation. Noise control has, therefore, relied on a cascade of mitigation measures which are chosen on a site specific basis due to local constraints.

3.7.3.2 Direct noise mitigation measures such as barriers have been proposed in earlier studies and these are retained. Additional curbside barriers are not considered feasible by HyD on maintenance and safety grounds. Barriers at the boundaries of sites are not favoured on planning and urban design grounds although non-sensitive uses in some locations are considered feasible. Both curbside barriers and barriers at the boundaries of sites would add little extra noise mitigation where high podia are used. Low noise road surfacing is laid and is included in the future specification for some roads in the vicinity of existing sensitive receivers. However, HyD have indicated that further use of this type of surface is not to be recommended due to limited durability and performance.

3.7.3.3 Mitigation measures proposed include the juxtaposition of non-noise sensitive buildings and the use of reduced and single aspect buildings. Non-sensitive buildings have been proposed as mitigation in earlier studies and in the current plans from Housing Authority. Reduced and single aspect buildings are proposed in the parallel planning study (WKRRDDP) final report and these are also included. Further use of reduced and single aspect buildings is proposed as an alternative to the use of indirect mitigation


Page3-48 T: 15148IREPORTIFINALR-1 IFINAL_ -I1CHP 3.DOC

C:

c;;

CI c e:;

o

o c) C

C'

o o c) o c

c c (

c

r c

o c~

c

c

8 o o C) o c c c c c


measure in the form of air conditioning and acoustic windows, which may only be used as a last resort according to the HKPSG.

3.7.3.4 The combination of indirect and direct measures is in most cases sufficient to achieve compliance with the noise criteria at the majority of sensitive receivers. The mitigation measures such as the barriers and low noise road surface are included but opportunity to modifY these measures is limited. Where residual impacts remain on a small percentage of receivers, acoustic windows and air conditioning are proposed as the last resort. Table 3.7 indicates the degree of compliance achieved by each of the cascade of mitigation measures.

Tsim Sha Tsui West

3.7.3.5 A reduced noise scheme, involving careful choice of podium design, some single aspect blocks (as proposed in the parallel planning study, WKRRDDP) and orientation of blocks away from major roads, showed that the HKPSG 70 dB(A) LlOlhr criterion can be achieved for all developments. The use of a low noise road surface is not appropriate according to HyD but this could further reduce noise levels (Table 3.7).

Mongkok West

3.7.3.6 Traffic noise mitigation from the Yau Ma Tei Interchange (YMTI) relies to some extent on the GI/C facilities. Traffic affecting the school sites is also potentially significant. The cruciform designs for the PSPS developments will require the use of acoustic windows and air conditioning to achieve the traffic noise criterion. The MTRC site B has minor exceedances. The recommendation is that the additional residential accommodation, in the north-east of the area (9.14), be composed of reduced aspect buildings in line with the recommendations from the WKRRDDP parallel planning study. Non-sensitive buildings are placed between the major noise sources (WKE, PI, YMTI) in order to provide a barrier to the traffic noise.

Tai Kok Tsui West

3.7.3.7 Flows of traffic on D7 lead to some noise exceedance for the MTRC developments but not for the Tai Kok Tsui waterfront development proposed in this study. The water front development is protected by the non-sensitive commercial uses fronting D7. Residential towers are also partially shielded from WKE by the sub-station and recreation centre. Schools have sensitive facades shielded from WKE and comply with HKPSG.

3.7.3.8 In addition to potentIal traffic noise impacts, the location of the CRC site to the north may give rise to significant impacts particularly if night time operations are allowed. However at this stage CRC does not often operate at night and noise levels at such times are low (~<55 dB(A». Such impacts will be controlled by the provisions of the Noise Control Ordinance and the Teclmical Memorandum controlling noise from places other than Construction Sites.

RT-5148-0201 Final Report EJA September 1997

Page3~49 T: 15148IREPORlIFlNALR-IIFINAL _-I ICHP 3.DOC

West Kowloon Reclamation (';) Final Report- EIA

Hing Wah Street/Yen Chow Street

3.7.3.9 The main traffic noise impacts on this study area emanate from the West Kowloon Corridor and Roads PI, D2, D5, D6 and D7. Iterative designs by Housing Authority progressively introduced mitigation in the form or non-sensitive single or reduced aspect buildings to control traffic .noise impacts at the proposed residential sensitive receivers but residual impacts due to noise from the WKC remain. Noise can however be reduced to below the criteria if single aspect buildings are extended to form a barrier to noise from the WKC. Housing Authority have supported this type of development as it could potentially form another PSPS residential area.

3.7.3.10 Providing a low noise road surface to the WKC north ofNam Cheong Street and D2 in this area would reduce noise further and allow compliance at the Schools and Magistrates Court.

3.7.3.11 The port back-up areas are separated·.from the sensitive receivers by high godowns and other non-sensitive GIla facilities and noise from these services is well separated from all the NSRs, except the Magistrates Court. A special design, possibly including single aspect or a blank or non-sensitive' facade for the law courts should be considered. However, the noise from the port back-up uses would ultimately be controlled by the provisions ofthe NCO.

Port Rail Terminal

3.7.3.12 The design of the PRT is yet to be·finalised but the plan which the consultants have been required to include indicates environmental covers which will enclose the rail fan and sidings and reduce environmental impacts to an acceptable level, particularly with respect to noise.

3.7.3.13 The development above the sidings is proposed to contain the container related facilities displaced by the PRT. The scale ofthis development has potential environmental noise impacts, although the high podium' and facilities up to 60m above the rail sidings is likely to mitigate these impacts to acceptable levels.

3.7.4 Water Quality

3.7.4.1 Water quality impacts have been assessed in comparison with the assessment made in the WKRPUDS study, bearing in mind that the Victoria Harbour WCZ (phase I) has subsequently been declared. The major improvement to the water quality in the West Kowloon area wjll be achieved by the completion of the works under the North West Kowloon Sewerage Master Plan. None of the modifications to land use imposes any significant additional impact on water quality. In order to control the entrainment of oily or other site runoff from the port back-up uses, it is recommended that petrol interceptors be required on the drainage of the port back-up sites. Control of any significant contaminated discharge from these sites would be achieved under the provisions of the WPCO.

RT-5148-020 1 Final Report EIA September 1997

Page3-50 T:15148IREPORTlFINALR-11F1NAL_ -1ICHP3.DOC

c ()

C) c

o c~

G

c c

c\

c c c c

c l,

,

C

o c G

o c

C)

o

c c c c c

3.7.5 Waste Management Strategy

West Kowloon Reclamation Final Reporl- EfA

3.7.5.1 A Waste Management Strategy based on quantitative assessment of waste generation from the WKR is proposed and options for waste handling, treatment, and disposal locations have been developed in consultation with EPD, and AFD covering municipal waste, market, chemical and construction waste.

3.7.5.2 Wastes arising in WKR are recommended preferably to be exported from the area by sea either via the WKTS to landfill or by barge to Public Dump. If this is not possible, removal by road to the WKTS must be the option. Excavated sand fill should be incorporated in the adjacent reclamation (i.e. Kowloon Point) as far as possible so as to minimise the quantity of waste to be transported through the urban area for disposal.

3.7.5.3 It is recommended that opportumtles to incorporate integrated waste management facilities in the residential and commercial developments should be taken. This should include refuse chambers and off street collection points which will reduce the need for street level collection and sorting of refuse at RCPs. Dedicated waste disposal facilities required for the CSWWM are specified.

3.7.6 Construction and Environmental Monitoring

3.7.6.1 Construction impacts have been evaluated and assumptions concerning the detailed methods of working have enabled assessment be carried out. Indicative figures regarding anticipated noise levels have been generated from generic plant inventories. Significant construction noise impacts are anticipated based on the preliminary phasing proposed in Section 11 of the Final EIA Report. Recommendations on construction site mitigation, monitoring and audit as well as phasing are proposed to mitigate potential impacts.

3.7.6.2 EM&A is essential in order to ensure that any environmental impacts resulting from the development proposals meet government legislation, standards, and guidelines. An EM&A manual for the construction phase of the development is presented in Appendix C, C3 for reference by individual projects which justifY the need for EM&A.

RT-5148-020 1 Final Report EJA September 1997

Page3-51 T:15148IREPORnF1NALR-1IFINAL_ -IICHP3.DOC

Table 3.7:

11.18

11.14 (School)

(School)

11.1

Station


Environmental Impact Mitigation Measnres

intakes away from roads

LocateAlC intakes away from roads


LocateAlC intakes away' from roads


Location and Orientation+Blank facade

and . Orientation+Blank facade

Type I+AlC


No exceedance

No exceedence

WKRRDDP

This study

This study

Page3-52 T:15148IREPORTIFINALR-IIFINAL_ -I ICHP 3.DOC

c'

c

o c G

c CJ

()

c c c

c c C:

C'

c. o C) C·.'·

..

o o o

C

c c

c

Tei West

Cheong St

9.1

MTRC Site B

9.8

9.10


onCKR ventilation stack emissions


+Setback (modified WKRRDDP)

RAB

Windows (TI)

Acoustic Windows

LNRs+ Semi Enclosure J>CUUISlIC Windows &AlC

Acoustic Windows+AlC

(Type 1) & AlC

(Type 1) & AlC

100%


P/This Study

Society lElA 96

This Study

Page3-53 T: 15148IREPORl1FINALR-JlFlNAL _-I ICHP3.DOC

9.13

9.14

RT-5148-020I Fillal Report EIA September 1997

as

;. Orientation

RAB

Modified ·.WKRRDDP

Page3-54

100%


This Study

T: 15I48IREPORTlFINALR-I \FINAL _ -I ICHP 3.DOC

c

o c o o c

o

c\ o c c c

c

~--,

(

(j

CI

()

(I

C:

c CJ

c c

( "-.

c

4.15

PRT

BackUp

intakes as far from roads as' possible

Interceptors

Commercial (virtual wall) Building

or LNRs to local roads

or LNRs to local roads

covers work areas and rail fan


toLAR

PRTEIA

Abbreviations: Final EIA Report: WKRPUDS: WKRRDDP: LNRs: BF: AlC: PMQ: PRT: NB:


Focused EIA on Roadworks West Kowloon Planning and Urban Design Study West Kowloon Reclamation Review of Detailed Design Parameters Low Noise Road Surface Blank Facade Air Conditioning Poljce Married Quarters Port Rail Tenninal Study column indicates source of mitigation measures

Page3·55 T:15148IREPOR71FINALR-1IFINAL_ -IICHP3.DOC

~.

tlJ:

* * Meteorological Chimneys

Stations

831000 .823000

822000

821000

.820000

.. 819000

818000

832000 833000 634000 n35000 636000 837000 823000

• • , ,

, , " ,

- - - - - - - - - - , - - - - - - - - - - - - f!'~.1 - - -. " • . ,

_ _ _ _ _ _ _ _ _ _ J _ _ , Hin - - - - - - - ~ - - - Yen

• •

• .' , , , . • • .... ' -'. \. I

, '" Cl-reung Sha Wan

N

--1-I "" I I t - -.- - i - - - - - - - - - - - - r - - - - - - - - - - - , - - - - - - - - - - -

•

•

•

• • • •

\ . ,

.... .' •

•

• ,\ . , . , . ,

, . ,

~ ... - - ; - - ~ - : - - - - - - - - - ~ - - - -! - - - - - - -

• I • I!

, , ,

.... .' • * -'C I • , ,

, 'Tai Kok 1s '. Wesl, , ----------~------------r----··------ ------------r-----------~-----------

, ,

• \If King's Park

I I I I I

----------~------------~-----------~------------~-----------~-----------

, , , - - - - - - - - - - , - - - - - - - - - - - - r - - - - - - - - - - - , - -

• Chimn'ey Localion ' * Meleor,ological Slalioh

Royal O~servalory

* - - - - - - - - , - - - - - - - - - - -

* Sla~ Ferry

822000

821000

820000

819000

818000

.817000 831000 832000 833000 634000 835000 836000

817000 837000

Locations of Chimneys, Development Sites and Meteorological Stations 'TI:O •• ITC., OCVC,.DPMtHT DCP~RTJo£NT .....

DEVELDPMENT OrnCE

Drawtnj No. 1liUl"e No.

3.1

[) eL) eL)

I"

9 9 e) d) ()

e) (I)

9 ~~ rl J (rJ

c) Cll r )

531000 523000

; 537000 r--...::::::::::==:::::r----T"""'T-------Ir-----r---:----,,..=:::::----:-'---, 623000

032000 033000 034000 0:)5000 036000

822000

821000

820000

819000

818000

J'" , , N

-1'-I 200 I

- - - - - -- - - - ~ - - - - - - - - - >"~ -------~(-~~-- ----+-----, r§l ,,/:

~ :~~# : .. , ,

- -- - - - - -- - ~ --_ _ _ _ _ _ _ L _ _ _ _ _ _ _ _ _ _ _ ~ _ _ _ --- ?r---------~---------c--(/~-- I ' ,

Q ,

1 I I I

----------~------------i----------- ------------i-----------~---------·~-

o "'0 o

, , - - - -- - --- - ~ --- - --~-- - - -~,

1 ~ , , ... , " , , , , ,

------ ----- ~--v-- ---- -o~

(\

, ~ I I ,

I I

o o

, I ,

I ,

o o

- - - ., ----------: -~v- --

,

, , ----------~---------~-

"'0 o , - i - - - - - - - - - 7 -

"'0 o

822000

821000

820000

819000

818000

817000 831000 832000 833000 834000 83~000 836000

817000 837000

Nolo : BacKaround SO, level (40 ug/m') ... a. Includeq Waxlmum 1- hour SO, AQO value i. 800 ug/m .

Predicted i-hour S02 concentration (ug/m3 ) from industrial sources at 40m above ground DEVELDPMENT OFrJCE

DreWUl.i No. nrure No.

;:... .. 8::11000

823000

822000

821000

820000

819000

818000

6::12000 B:J:JOOO 0::14000 0:15000 0::16000 837000 82:1000

Qo \ o , ,

, ..... ,

N , .

-1'-, '0 , , ,

- - - - - - - - ., - - - - - - - ---~----- . - - ., - - - - - - - - - - - - r - - - - - - - - - - - ., - - - - - - - - - - -

, 100

, , , ,

__________ .J __ ,

, , - - - - -- - ~ - - - - - - - -

, , ,

--~ .. 7-- ----0 - - ~ - - - - - - - - - - - ~ - - - - - - - - - - --I I . I

I' I I ., I I , , ,

I I \1 I I

----------j------------l-----------,------------l-----------j-----------.L ,.

: ~& : ,

-------~V-;----~~------~----Cfi ~~-----------~~----- ----------, ,t/----:. ,I "" I , I t:l S.

.. ~ o~

So - - - - - - -- ~ - - - - - - - - - - ~

, I I I

- - - - - - - - - - ., - - - - - - - - - - - ~ r - - - - - - - - - - - ,--

,.

822000

821000

820000

819000

8\8000

817000 8::11000 832000 833000 834000 8::15000 836000

817000 637000

Nole : Backiround so, level (40 ug/m') wa. Included Uaxlmum 24-hour SO, AQO value I. 350 ug/m'.

Predicted 24-hour S02 concentration (ug/m 3) from industrial sources at 40m above ground KO\lLOON DEVELDPMENT ornCE

Dra"l'l'1ll& No. n,w-e No.

9310,00 923000

832000 033000 03.\000 O~5000 836000 937000 923000

822000

621000

200

- - - - - - - - - - , -- -

, , __________ ..1 __

.,

N

+ 01 I I " --0- --~-~ -----------, -----------

IQ I I

'L~ I I

, 200 '

822000

: .~~------+------, ~~ ,

'", ' 00

821000

,

620000 -o--------~--------~--~-----------K)'!>OO,

",' 0c!>

-----~------ ------,

----,----------~ 820000

619000

616000

617000 631000

Note:

o o

c:> "c:> ,

- ~ - - - - - f'\: - -r -~ , / \J ' '0 '

o -

, ------------,----

632000 633000

Background SO, level (~O ug/m') "a, Include1 Waximum I-hour SO, AQO value I, 600 ug/m.

, , , --~ --rc----- ----------~----------.~ 619000 , -, 0 , _ 0

, 0

,0 "

, -----,--

634000 635000

"'0 o ,

i - - - - - - - - - - - 616000

636000 617000

6;37000

, Predicted i-hour S02 concentration (ug/m 3) from industrial sources at BOm above ground

KOVLOON DEVELOPMENT OFFICE

Drawm.t No.

831000 6:32000 0:J3000 03~OOO 035000 636000 837000 823000 823000 ~~--~==~~~-------------'--------------'--------------r--------------'---~------~-'

N

+ , , , ,

822000 . - - - - -, - - - - - ~ -- --- - - - - , - - - - - - - - - - - - r - - - - - - - - - - - ., - - - - - - - - - - - 622000

Q

I I ,

621000 - - - - - - - - - - j - -, -------~------- - -- -0- -~ - - -- - -- - - -- ~ - -- - -- - -- - - . 821000 , .

, I o I ,

820000 ----------,------------,----------- ------------r-----------,----------- 820000

:~'\ <£" ~lt"J Lso:

819000 "--------v~ ----~-------~ -----------~-I , ,

I"' I I

I ,

, 618000

, I ,

- - - - - - - - - - ., - - - - - - - - - - - - r - - - - - - - - - - - ., - -

617000 631000 632000 633000 634000

Nole Backiround so, level (40 ug/m'l wa, Included Maximum 24-hour SO, AQO value I, 350 UK/m',

o I I It"J

819000

I So , --------.,----------- 816000

635000 636000 817000

837000

Predicted 24-hour S02 concentration (ug/m 3) from industrial sources at 60m above ground KD'J\..OON DEVELOPMENT OF"rICE

Draw1l:1i Ne,

3,2d

~)

7 (? (? () r

() (I)

~) ~) (I)

c~; (r 6 9 (I)

(r S) (r y c) r

(I'

801000 8~0000

82~000

802000 0::1:lO00 O:J4000

: 'JOO....-;-~ ,0 ~,;\

'" o o

035000 008000

N

-1-, ,

<:F' 0 - - - - - - - - - r - - - - - - - - - - - , - - - - - -

''j; <:P 0 00 ., '" ~

~.]o , 0

o

" , , , , ,

607000 62::1000

822000

821000 _ _ _ _ _ _ _ _ _ _ J _ _ _______ L __________ _ J'_ _ _ _ _______ L ___________ J __________ _

821000

.' ,

820000 r--,..------V cP

, ,-Q

, ----------r-~--------- 820000

, ----,-------------------- --r~-

"

819000

',0 ,0

0, o

-~-~-Ao----010

V,-, I' , 0 I

, , 818000 - - - - - - - - - - ~ - - - - - - - - - - - - r - - - - - - - - - - - i - -

B 17000 801000

Hole: 8::12000 800000

Background SO, leyel (40 ugjm') W03 Includeq loIex!mum I-hour SO, AQO value i. 800 ugjm.

0::14000

I

I I ___ L ___________ J _________ _

8::15000

1'0 o

- - - - -- - - ,

806000

819000

818000

817000 8::17000

. Predicted 1-hour S02 concentration (ug/m 3 ) from industrial sources at 80m above ground Km/LOON DEVELlJPMENT OFFICE

DraW1ll& No, n,W"tI No.

c----------------------·------"--'-----~---------------'

? 6

I I C)

Cl~) C[j

CI)

(I)

(I)

9 (I)

Cr C) d) (I)

2) cl ()

ci () ) ~)

) ~I c

-

631000 832000 033000 034000 035000 836000 637000 823000 623000 ~"-'--~==~~~--------------~------------'--------------'--------~----'-~--------~i~

622000

621000

620000

619000

618000

@{ tOO ,

, - - - - - - - - - - ~ - -

- - - -- - - - - - ~ - -

.. ,

N

-} ,

'<3 : : \::i 0. I I

~ , , , l~::.;.;--1-50. -~ - - - - - - - - - - - - ~ - - - - - - - - - - - ~ - - - - - - - - - - -~ ....... , I I

;-----..--' ,

, , , _ _ ~ _ _ _ _ _ _ _ _ _ _ _ L _ _ _ _ _ _ _ _ _ _ _ ~ _ _ _ _ _ _ _ _ _ _ _

----------i-----------,----------~

, , , , ---------~--~--------__________ ~ ____________ L ___________ J_

, " '

: UO~

, So , , , , , ,.

- - - - - - - - - - , - - - - - - - - - - - - j - - - - - - - - - - - , - - - - -- - - - - , - - - - - - - - - - -

822000

821000

820000

819000

818000

617000 831000 832000 833000 834000 835000 836000

817000 837000

Nele Back£reund so, leyel (40 ug/m'l wa. Included Maximum 24-hour SO, AQO yalue i. 350 ug/m'.

Predicted 24-hour S02 concentration (ugjm 3) from industrial sources at BOrn above ground ',,'

DEVELDPMENT OFFICE

Dra"ll'1ll& No. n,ur8 No.

3.2f

~ ~ () (1)

(I)

1, c) (I)

~) (I)

~) ? I~ )

)

)

y ()

~) ~) o

1

(i

1 CJ

-

B31000 B23000

822000

821000

620000

819000

818000

832000 833000 U34000 835000 836000 'B37000 823000

, - - - - - - - ~ - - , - - - - -

o o

'" , , ,

N 100

- - - - - - - - - - - i - - - - - - - - - - - , - - - - - - - - - - -

, , , I I I I

__________ J __ _______ ~ _ _ _ _ _ _ _ _ _ _ J _ _ _ _ _______ ~ ___________ J _______ __ . __

o , ,

-,--- --------.-----------

, ~" , , , , _______ ~ ____ :0 ____ \j

, , d

, , ,

, , ___________ L __ _

- - - - - - - - - - , - - - - - - - - - - - - I - - - - - - - - - - - , - -

--~--\'-- -'dr.,,-, , , '

"0. '

O~ <00

, _______ J _________ l.

"0. '

°h' : , : , , - - - - - - - - ~ - - - - - - - - - -

/0.: o

822000

821000

820000

819000

818000

817000 .,~ ____________ ~ ______________ ~ ______________ ~ ____________ ~-L ______________ ~ ____________ ~ 817000

837000 831000 832000 833000 Nole :

Backiround so, level (40 ug/m'l wa. lncludeq M .. ximum l-hour SO, AQO value i. 800 ug/m .

834000 835000 836000

Predicted :1-hour SO 2 concentration (ug/m 3) from industrial sources at 100m above ground No. ",me No.

') 2a .J. b

831000 823000

o 832000 633000

o

035000

,.

0! :

836000

+

. e37000 823000

622000 ~)Q ' ___ \n, ____________ ~ ___________ ~ __________ _ , - - - -- - - - - - , - - - - - - - - - - ,

-j---- 622000

, , 621000

'-__ ,-".. _______ J __ _ _ _ _ _ _ _ ~ _ _ _ _ _ _ _ _ _ _ J _ _ _ _ _ _ _ _ _ _ _ ~ _ _ _ _ _ _ _ _ _ _ _ J _ _ _ _ _ _ _ _ _ _ _ 621000

620000 __________ ~- __________ ~----8~-~.

, \

,,;)\) ~

, , , 819000

__________ J ____________ ~ ___________ J __

, , , 616000 - - - - - - - - - - , - - - - - - - - - - - - i - - - - - - - - - - - , - -

617000 631000 632000 633000 634000

Nol. : Background SO, level (40 ug/m'l ¥f" Included Maximum 24 -hour SO, AQO value I. 350 ug/m'.

620000

, 0' _______ .I().L. __ - - - --, ." - - ~ - - -- - - - - -- -

UO~ .

: So

619000

, - - - - - - - - , - - - - - - - - -:- - 816000

635000 636000 617000

637000

Predicted 24-hour 302 concentration (ug/m3) from industrial sources at 100m above ground

DEVELlJPMENT OrF"lCE C1J Cj ~----------------------------------------------------------------------------------------------

Dra'Wina No. nt:ure No.

3.2h

n o o [J C) o o o C) o o

P b I o , ,

b ,.

o o lJ i

Ci !

c) ('-) .J I

,

o

w

§ ~ .., '"

818 500 N -

818 N-

/

818 000 N -

817 7~ N

'" ace.y

/

/

-

·.w

~ /

J /

-

~ .., '"

/ /

/

/ /

I w 0

'" '"

Highest

/ 'J

/

/

1 hour

- -

I w

g on

~ All podium 30mpO

---/ Commercial

- --1 COtnmerdal

I w o

'" "

Traffic Emissions - Tsim Sha Tsui West Concentrations (ug/m3 ) at 1.8m above ground level

'" / \ /

v

)

I w

§ '" .., '"

QJ1 School

o 2~ 50

C\~, -----------------------------~ ________ _'I"'~----

I w o '" N

'" .., '"

\ };

..7'\ I I I . \\ f

~ 18

.,/

8 Traffic nod"

- 817 750 N

DTa'll'1D.a: Nc. ~No.

100

·G--------~----------------------------------------~------------~

o CJ

C\ . ../

o o

Tai .. sa. TMd TaimSha t .. 1 laimShaT ....

Vmlc.1 NO; Coneftltntlon.t VI Vert1nl NO. ConerntntJon at Vl Vil'f"tlnl NO ConCft'ltnltlon.t VJ

H~ , Cone. m H~ , Conc m H~ , Cone.( m

10m 200 10m 1.3 10m 1.3

20m ISS 20m 127 . 20m 142

30m 131 30m 10. 30m I2S

<10m II. <10m 101 <Om 112

sOm 104 >Om 97 >Om 103

60m 97 60m .3 60m 97

70m " 10m 19 70m .1

'Om 19 'Om .. .Om •• 90m •• 90m .. 90m .. 100m .. 100m .. 100m •• -

o o

T'-3UTaui Vet"tIaIl N Cenc:entntJow ... v'"

Hei Cone. 10m 136

CJ 20m 125 30m. 116 .... 101 $Om 103

o - "6Om V1 70m 93 10m 19 90m ..

C3 100m 16

o j

o . _ .. -T ..... SbaTMd

VertiCIII NO Conamtntlon at V5

CI He; , Conc(""'m'l

10m 125 20m 120 30m 114

o <10m 106 >Om 103 60m 97 10m 93

CJ . .Om 19

90m .. 100m 86

o Dra'llrUol No. ncun No.

Decrease lD. Traffic Emissions with Height - Tsim Sha Tsui West 3.4

CI ~--------------~~--------------------~------------~------------~--~

) .!

o o C) ()

C)

o c)

Cl

o o o o o o o CJ C) (I

c'

=-:: \ 0

0 0

0 N

'"

-835 000 E

~

z -0 -'" -..... -'" .- z - ----~

..;a- ---- ----- --- ---... .., ~ CI ~

, • .--g -- -

0

'" .....

'" to

Highest 1

---

-z

is '" '" to

-

- -

Traffic Emissions - Mong Kok West and Yau Ma Tei

-z o '" N

'" to

-

hour N0 2 Concentrations (ug/m3) at 1.8m above ground level

----

--02-- --zS'2I--- --

- -02---

-- -- -

500 E

.!Sa

z z e Traffic nodes 0 0 0 '" OJ iower/block numDer.l 0 .....

'" '" to to

Scale DraY1:l& No. n.ur. No.

-. -0 '" .. 100 .1.)

o--------------------------__________________________ ----__ ~ ___________ ~ __ --~

0 0

--

0 Mong Kok WeaclYau Ma Tel VertlCIII NO C.n~tnUon at VI

HCllzht Cone_ ml

('" 10m "5 20m "0 30m 144

, 40m 136

('I i 50m 127

I

_ 121 , 70m 112

I 'Om 106

(: 90m 101 100m 97

Cl I Mon, Kok WesllYau M. Tel

I V~rt.h21 NO Con«ntr.tlon at Vl

I Hel~t Conc:.( ml

10m 204 C) 20m 1'0

I 30m 159 40m 142

I 50m 127 , C) I

_ 118

10m 10' , ,Om 101

I 90m 95

0 I 100m 91

Ci Mong Kok W.UYau M.a Td VertlCIII NO Concentl'1lUon .t VJ

,Height Cone.( ml

I 10m 170

C) I 20m 157 30m 138 40m 123 50m 114 _

104

C) 10m 99

'Om 93 90m 89 100m ..

0 Mona: Kok W..cIYaaa Ma Td

0 Vm.lnINO Concmtnatl_ .t V4 H~ Conc.("Q/m

10m 167 20m 146

0 30m 133 40m 125 50m 116 _

110

0 70m 103 ,Om 97 90m 93 100m '9

0 Mona Kok W.tIYau M. Tel Ym.lnINO ConC'C1lt ... Uon at V5

0 HOI , Cone. IJ.2Im

10m 206 20m 16' 30m 140 - 127

0 50m III _

10' 10m 101 80m 97

C) 90m 93 100m '9

r~', ~ ~

.u:.,- Cao-uIl.ant.. lTv tan.1 U4.

C!

Mon. Kok WallYau M. Tel Vn'tlCIII NO. Concnltrstlon at V1

Hcuzht Cone.( ~Rlm ) 10m :!lO 20rn 180 30m 16$

40m 150

sOrn 138 60m 129 70m !21 80m ! 12 90m 108 100m 101

Decrease in Traffic Emissions with Height - Mongkok West and Yau Ma Tei

Monl Koli. W-UYau Ma Tei V""lnl NO Conemtnltlon at V6

HcuUII Cone.f m) 10m 163 20m 153 30m 14()

40m 129 50m 120 _

112 10m 106

'Om 103 90m 97 100m 95

Mon. Kok W.uy.u M. Tid VettlOilI NO Conemt"'tion at V1

Henmt Cone. WlIm 10m 257 20m 180

lOrn 148 40m 129 50m 116 60m 108 'TOm 101 HOm 90m 100m

97 93 91

Mona Kok West/Ya" Ma Td Vertical NO Concentnatlon.t V9

He; l Cone. m ;IOm 212 20m 17lI 30m 159

.4Om 142

50m 129 _

120 '10m 110

"Om 104 190m 99 100m 97

Mona Kok Weal/Y ... MA Td Vertlal NO Concentrstlon at VIO

Hci2ht Cone.( 10m 200

,20m 176

30m 155 40m 138 50m 125 ,_

II. '7Om 110 180m 104

190m 99

1100m 93

MIHal KeNt WotlY ... M. Tel V~k.1 NO, Conrmtnation .t V11

,Hcl , Conc.{Llwm 10m 195

I 20m 176 ; 30m 157 :' 40m 144

50m 133 , _ 121

70m 112

'Om 106 190m 101 ; 100m 97

---!~'TC':FWrofN' OEVtl.Of'MEJiT OEP...,r:mm.rr Dro.1Jl.Ili No. ~ I!!I HONG KONG

KOWLOON DEVELOPMENT OmCE 3.6

o· 0 z z z z

-' g 0 8 0 oO oO

0 .... oO N

0 N 0 0 0 N N N

750 E - '" '" '" '"

C' /

0 / / / / / ..,....

/ / / / / -C' I / -/ .f'

..,....

/ /

C! / ,~ ./ . / ./ ./ <!. ./ .;..

} ,,-

./ /

V>

C) 8 DO t /1 /r# V>

/ \ C) / / ..;

834 500 E - ~ / II V>

0 / f'}.,<:i¥' ..,....

..,.... ,-

.. / 0 ~

C!

CJ ~ /' ~ ..,

\1 on

"-./ Site 8.4

\

0 ./" '- -0 '\

Site 6.3

./ '% /

0 / / V>

/ 8

Ci I

,,-

0 834 000 E - 000 E

0 w

Cl z z z e Traffic nod= :: 0 0 0 0 0 '" 0 m To .... "~/block num,be~ '" '" N 0 .... 0 0 0 0>

Ci N N N

'" '" '" '" _/

~ Traffic Emissions - Tai Kok Tsui Scale Drawtna No. ngure No.

DEI"""""" C; Highest 1 hour NOz Concentrations (ug/m3

) at l.8m above ground level , "" " '" 3.7

'-

(:

CI

C~I

Ci

o o -o Cj

Cl ['I ~

o o o

o o o CJ o

Vft"llcal NO, ConCftl.tntlon at VI Hcnttu Con<. m

10m 185 20m 170

30m ISS 40m - 142 ,Om 131"

60m 121-10m III

'Om 106

90m 101 100m 0"

Tai Kok Taul~· Vertlal NOt COllrmtntlon at VJ

Hei t Conc:.(p,w'm"'l 10m 266 20m m 30m 187 40m 159 SOm 138 60m 123 10m 114 80m 90m 100m

T.IKokI...."

104 .. OS

Vertical NO, CItnCftltntlDft at V<4

HciRht Cono. 10m 25' 20m lIS 30m III 40m IS7 >Om 13' 60m 123 10m 114.

80m 104 90m .. 100m 03

r.i Kok Taul Vmlcal NO! Conernlr.Uon at V6

Heithl Cone, uRim ) 10m 168 20m 163 30m 153 ~ 142 som 133 60m 121 10m 114 80m 106 90m .. 100m 9S

o

Decrease in Traffic Emissions with Height - Tai Kok Tsui

rai Kok raul Vertical NO, Concentn,ion at Vl

Heldtl Cone. aim) 10m 151 20m 1'" 10m 135 40m Il3 sOm 116 60m lOB ~ 103

'Om 90m 100m

Tal KokTaad

07 93 ..

Vrrdcal NO COIICftltntion at V! Hcildn Cono. m

10m 246 20m 214 30m 187 40m 16' >Om 148 60m 13> 10m 123

'Om 114 90m 106 100m 10J

No. ncur. No.

3.8

O----~---------__________ - ________ ~ ______ -----.J

p p P (" I

(-\

t I~

r> ~." )~

I

~' r, Ie-I~·

r) I t~ ,

o o o o CJ

o o CJ

~ . ./'" .V)

. '" I 't, 1,,0 '"

'0'].\'0· / , \

\

-\ \

\ \

\ \ \ .J \ ",/

"ar-e

- p- -Ort Backop

--

- -350-' -300-·

- -

-

--

-

- - - -- -- -

-- ---

- --- --- - - --- - ---- -<aa_ --

\

Traffic. Emissions - Hing Wa St/Yen Chow St Highest 1 hour N02 Concentrations (ug/m3

) at l.8m above ground level

c;---------------------

- - -- ---- -

\

I I

\

--

Scale

"

-\

/

8 Trof~c nodGe

\ [!] T owe~lock number.!

~ '"

Dra"ll"lIll No.

'"

No.

3,9

o o o

o o o o

o o o o

o Cj

o Ie

Hi,.. w. StIY eft Chow sc. Vertical NO, Concenlnl!on at Vt

Hc::uzht Conc.( 21m) 10m 210 20m 172 ]Om 146 40m 12. lOm ". 60m 104 10m 99 ,Om 9J 90m 89 - ..

Hi", W. SU"i_ Cbow St Vertlc:sl NO ConcentnUon at Vl

Hci Conc.( m 10m 261 20m 204 30m 40m lOm 60m 10m

'Om 90m 100m

I.' ''''' 123 112 10] .7 .]

••

HlAc w. StIY _ ClMw St Vn1Jnl NO, Concmtr.tJon .t V""

Hci8ht Cone. m 10m ,.7 20m III 30m '" 40m III lOm II. 60m 104 10m 99 'Om 9] 90m •• 100m ,.

Hi", w. St./Y _ Cbow Sf.

VcrtJOII NO~ Concmtn.tlon at VJ Hentht ~(WlIm

10m :76 20m ~Il

30m 110 40m '" lOrn 127 60m ". 10m 106

10m 101

90m 9l 100m 91

HiDe W. SUY_ C .... St Vertical NO COftC'mtnliolt at V5

Hei Cone. 10m lS9 lOrn 212 30m 172

- 144 lOrn III 6Om. 110 10m 101 10m 9l 90m 89 100m .. -

Hint: W. St./Y _ (:bow Sf. Vmlnl NO, ConCftltntJOfI at V6

HClllht Conc.(iJJZ/m-') 10m m 20m ll]

30m 200 - ,.7 lOrn 142 60m III 10m II. 'Om 104 90m 99 100m 9J

DraY1nl No.

Decrease ill Traffic Emissions with Height - Hing Wa St/Yen Chow St 3.10 \ \

\[);----------------------------_--..:.=---------,----_._--------------'

" I

)

J

J

J

J

j

150-

- 200-

--250-

\

- -_S;t~'~ 250 - - - -_ DOS -- ~ -

Lei Chi~O~O,;c ~01tt'"'" _ _ _ --. -- - -- -- --- -- -

-- - - ~. - -=- -".

---_-,S- -.-ii2-,.-.- _ _ _ _ -

- -450-~--- 4-00' - _J-"'5 L.cl!)' Pg,d<

- -- - - _ 3010 . - _ 350 - - Sit. 2. 'on - Other Us .. (CR) - -- --

\ Traffic Emissions - Port Rail Terminal at Mei Foo

Site 2.21

<j> RTS ~

't>o <"

Highest 1 hour N02 Concentrations (ug/m3) at l.8m above ground level

Boatyards

\ KOWLOON DEVELOPMENT O,FICE

Seal_

\

\

'00

\ Drawtna No. P'I.rure lio.

3. I 1

el\-______ ---:-: __________ ~ __________ --/ I

c c o ( \

/

I) \.._)

c'

o o o o o o o o

::.... ..

-PM't R..iI T_inal .t M_ F_

Vertical NO~ COft""tration at Vl He; Can<. m

10m 197 20m 119 30m 171 40m 167 SlIm IS' 60m 142 10m \31 80m \21 90m 1\4 100m 108

Decrease in Traffic Emissions with Height - Port Rail Terminal at Mei Faa

P...c.RaUTcnni_lalM. F. VertJCIII NO. COrt«ntl'lltiOfl at VI

Hcillht Conc.( LLalml

10m 199 20m 187 30m 174 40m 163 SlIm ISO 60rn 138 10m 129 10m 12D 90m 114 100m 106

C£VEl.OPWOIT OEPAR1"WENT KONe

OFFICE

Dra.Yln& No. P'1cUro No.

3.12

c~· --------------------------------------------~------------~----------------~

0

0 0 C)

0 0

0

0

0 ~ All podium 30mpD

p 0 I F) 0

b LJ tl I~

b I t) 1J 0 ~ I

C~I J.c.r CouW.\&zlta LI4.

r c/

Commercial

Commercial

Layout Plan and Noise Modeling Points - Tsim Sha Tsui West

LOS

LOS

Commercial

SITE '1.6

DEVELOPMENT O'TlCE o 2S 50 100

o

e Traffic nodes

m Tower/block nUl'T'lbtU''3

® Prediction points

DrI.Y1n& No. ~No.

-. ]-' .:l . .:l

S) c) ~! ~I

C? ~)

I [' ~I

[' 'l Ci

~I

Ll ~I

C) -J [I)

c) c\

1

\ C1

') ~I '--)

,I ;( :( ,-)

-

I I

~ '~r

\ I

,I 9 i =) "'r c~7:U .... ) ..... Layout Plan and Noise Modeling Points - Mong Kok wes,

-

and Yau Ma Tei

\

1\\

!

Scale

KOWLOON DEVELOPMENT OFFICE o

e Traffic nodes

CD Tower/block numbers

A Prediction potnb

Drll"ll'1.nl No. 'P'1(Ul''' No.

100 3.14

~.~--------------------------------~I~----------------.~--------------~ )

o

-

II Ii ,

Layout Plan and Noise Modeling Points - Tai Kok Tsui

DO DD

e Trdfflc node!!

m Tower/block numb~rs

@ Prediction POint3

i "'"""0""":0."'''"00 '<>'<RM>IT prlllWUlJ No. ncur- Ho.

3.15 DEVELOPMENT OFFICE

o

- POrt Backup

8

POrt BOC:kup

s~: Layout Plan and Noise Modeling Points - Ring Wa StjYen Chow St

DEVELOPMENT

!loale

02>'"

e Traffic nodee

m jawor/block numbers

® PredIction point:!!

Dra1r1lli No.

100

No.

3.16

"f"": ________ ----:-___ ~-__ • ____ ~ ('-

Cr ~,., ~)

t! ~\ I r-l I'-~

o I

I p: ~~ I

~j

~] i

Ci I

Ie ,I I I

I e', I :C!

- -'

® Prediction points

-' Site 1.4

DOS

k Perk Stage \\I Loi Chi Ko

sae 2.100 'Other Uses (CR)

Site 2.21

RTS

Layout and Noise Modeling Points - Port Rail Terminal at Mei Foo

La; Interchange '.

Industrial (8)

(8)

-Other Uses

s;\e 2..2.8

\

\

,,"'"

o

CROSS SECiloN THROUGH RAIl.. SIDI'NGS

Seal" No. rl.gure No.

o~IIII2S~' =.·o··-,bo """""

3.17

c------------------------------------------------------------------------------~

o o

c' c c! c) C~!

C'

c' C) C) o C) C) CJ

C) C) (I

c (

E

'"

LJ'"GENp

TIT RCV

E

27m

o ---_/ o

8.5m ) E

7.5m

14m

(1

Area tnot may be rese,...,ed for storage and other ancillary use

r roctor Itrailer

Refuse coilection vehicle

Caft"_tlanal ROI

(9m 11 3m)

13m

o

Cross" Site Area: 294 m!

Cross Site Areo: 405 m l

(I) Class A Site for Conventional RCV only (head in/head out)

(III) Closs B/C Site for Conventional and T rector /Trailer RCV (head in/head out)

Minimum Site Req1.lirements for Refuse Collection Points

E '" '"

Metres 10

I

E '"

(3ml , 6.5m

11m

o

o I

1 ,

27m'

0 TIT RCV

(10m x Jm)

S.Sm l E

Cross sa" Area: 220 m:

12m

Gross Site Area: 405 m:

(II) Class A Site for Conventional and Tractor/Trailer RCV (head in/head out)

-

L--_]J r/T RC'J

(10m II 3m)

(IV)Class A Site for Conventional and Trector/Trailer RCV (bock in/head out or drive through)

10 I

20 I

la-~-·'~-KO~LOO:-O:.aJll,l!IIT O'~C! .....

30 I

400 MetreS

I

3. I 8

c C'

j

G

C

c e g

o C) c o c'

o o o ()

o c c c c c

4.

4.1.

4.2.

4.3.

4.4.

4.5.

4.6.

4.7.

CONCLUSIONS


The planning work has built on a very considerable body of pre-existing work including the West Kowloon Reclamation Planning and Urban Design Study (WKRPUDS) which had already identified the fact that to increase population levels it would be necessary to incorporate specific mitigation measures for environmental protection.

From that base the West Kowloon Development Statement (WKDS) built on WKRPUDS by placing greater emphasis on the need for urban renewal whilst the Territory Development Strategy (IDS) illustrated future pressures by postulating higher territorial populations as well as higher populations on the West Kowloon Reclamation itself.

Other studies and design briefs which have informed the WKRCT AREIA have included the Study of Port Back-up Land and the West Kowloon Reclamation Review of Detailed Site Design Parameters.

A large number of specific development proposals have been made based on the above body of work, many of these are at an advanced stage of planning and in some cases are already under construction. Examples of the former are the Mong Kok West Public Rental Housing Scheme, the Cheung Sha Wan Wholesale Market Phase I and the Cheung Sha Wan West Public Housing Estate, of the latter are the MTRC Kowloon Station site and some of the MTRC derived development sites.

Further important constraints are imposed by the infrastructure, both in place and planned. A very large proportion, including the West Kowloon Expressway, the Airport Railway, the Public Cargo Working Area, many of the ground level roads, the main drainage culverts, most surface drainage infrastructure and the sewerage were already in place, whilst most of the rest was either under construction or at a very advanced stage of design.

It is clear from the above that any modification ofthe basic planning for the reclamation has to be approached with care as many decisions already made might be compromised. This consideration constitutes one of the primary constraints to the present study.

The roads on the reclamation had been designed to accommodate previously expected developments as well as expected traffic generated elsewhere. Changes in reclamation developments were bound to have some impact on traffic patterns and hence on the road network. The original network was constrained by space and as a result had little scope for absorbing significant traffic increases without design specifications. Nonetheless this was seen as a potentially "modifiable" constraint in that junctions could be widened, traffic routing could be changed and, if necessary, grade separation could be introduced.

4.8. As can be seen in Section 6 of the WKRCTAR EIA Final Report Main Study Vol. I, a great number of small modifications have been proposed in order to accommodate the changes which would be brought about by the land use changes. The modifications almost invariably deal with the traffic in an acceptable manner on the reclamation. There remain however a number of problems in the hinterland. These problems already exist, especially

RT-5148-02/01 Final Report-EfA September, 1997

Page 4-1 T: 15148IREPORT1FlNALR-I IFINAL _-I ICRP4. DOC

4.9.

4.10.

4.11.

4.12.

West Kowloon Reclamation Fillal Report ~ EfA

about by the traffic generated by the changes WKR. Indeed the influence of WKR on these areas is minimal at best; the evidence for this being that the Nathan Road Corridor is already seriously congested during peak hours.

The impact of the additional population put forward by this study on traffic generation amounts only to around 2% of the total traffic generated on WKR. As traffic is one of the major generators of adverse environmental impact it is clear that this aspect of the study is not greatly affected thereby. Section 4 of the Final EIA Report includes many site specific conclusions and they are not repeated here, however, it is clear that environmentally the reclamation on whole is acceptable subject to very careful design of the developments, including such things as building orientations, incorporation of barriers, location of air intakes etc. It is also clear that the environmental limitations on WKR are not so much defined by the population but by the limitations of layout and the juxtaposition of land uses such as roads and residential areas. These limitations cannot be removed but they can be dealt with to a significant extent by the use of imaginative design.

The Outline Development Plan deriving from all of the above considerations can accommodate some 1-17,616 people. This compares with the 86,500 defined by WKRPUDS or the 58,000 which would be the limit ifno environmental mitigation were put in place.

A number of aspects outside the scope of this study will impact on the results of the present study, the most important being the future of the Western Corridor Railway proposals and the timing of the Central Kowloon Route. The former will impact on the planning itself in areas such as Yen Chow Street and in the vicinity of the West Kowloon Passenger Terminal and will also affect transportation and road matters. The latter will affect the strategic aspects of the reclamation's major roads. The present study has attempted to cater for these and other uncertainties as far as possible by retaining a degree of flexibility. It is inevitable, however, that the definition of these items will change some aspects of the conclusions of the present study. This study should therefore be seen as the datum or basis for examination of any further changes.

The Outline Development Plan resulting from the need to increase the population levels on the West Kowloon Reclamation, taking account of other known variables such as the wholesale market development, is a feasible one which meets the requirements of the brief but which, by increasing population levels, places greater pressure on space and on infrastructure. This greater pressure can however be dealt with within the provisions of the Hong Kong Planning Standards and Guidelines, making use of measures such as single or reduced aspect housing.

RT-5J48-02/0J Final Report-EIA September, 1997

Page 4-2 T: 15 J 48IREPORT1FINALR-J IFINAL _ - J ICHP4.DOC

c c'

e 8 e o o o

o C) o o c

c

(

('i

() '-

c'! C! Cj

CI ()

C C!

C

C' c) ( i

/

c/ c) C) o o

L;

C

LAND USE SCHEDULE FOR WEST KOWLOON

RECLAMATION

ApPENDIX A

(\ (\ (\. (\ ~ I n .~ 000

~.E~~dix A: Land U~.Schedule for West Kowloon Reclamation

SileRef Densi~ hea Zanin Plot U,e Band ha Ratio

~ ____ 2 3.53 G HYD DEPOT, WSD DEPOT, LPG STORE & GOODS . _-------.... _- . VEHICLE PARKING

.-

-----.------Ou(c~ GOODS VEHICLE PARKING 1.2 0.74

1.3 2 0.21 DUCR CR USES

1.4 2 13.56 DO DISTRICT DIS

--2.1 ~-. 0.21 G PUMP HSE

._-2.2 2 1.1 au CR CR USES

2.3 2 0.7 G GOODS VEHICLE PARKING ·

2.4 2 1.26 G WEIGHBRIDGE & POLICE COMPOUND

2.5 2 2.51 OUCR CR USES

2.6 2 0.14 IC ESS

· 2.7 2 0.63 G C & E DEPTCPD

2 .• 2 3.65 OUCR CR USES

2 .• 2 0.25 G BUS TERMINUS

2.10 2 4.0 OUCR MIS LORRY PARK 1,400 PLACES

OU_" pORT !3AI~}ERMINAL 2.11 .. . _--- ~. ~5.2

2.12 2 0.19 OU TRACTION SUBSTATION

2.13 2 0.04 OU PFS

2.14 2 0.15 IC ESS

· 2.15 2 2.7 OUCR CR USES .. .

2.19 2 0.5 OUCR CR USES

~- foTs-- . 2.20 G SEWAGE PIS

~--.- -~-~ 1.79 ____ . Q~-- f---- REFUSE TRANSFER STATION

_ ... _---~-- ou"CR)

. ---- --CRUSES----------~·-

2.22 2

(i) ',-......... n n , . o o r\ () (1)

.,._-' ".;I "--' (J)C) (') 1) (\ I)

\.. -- / . ,

I I , _. .. -- ... Building Height --

GFA Socio-economlc Characteristics Notes 'sQm) Population Emp[oymen I Towers Storeys Units/Store MPD Plan D Bands

<30 <30 N21.1S,N21.6, N2.17 & N21.8 -----_._-.

. < 30 < 30 N21.15,N21.6, N2.17 & N21.8

<30 <30 N21.3

"'a "'a "'a Ma "'a N21.2

<30 <30 N.~1.11

<30 <30 N21.12

<30 <30 N21.14

<30 <30 N21.13 ROUTE 3 EMERGENCY RESPONSE CENTRE .

<30 <30 N1.1 & N1.3

<30 <30 N1.2

<30 <30 N2.1

<30 <30 N2.2,N2.3 & N2.5

<30 <30 N2.4

<30 <30 N3.1. N3.2, N4.1(P>, N4.2, N4.3, N4.4, N5.1, N5.2, NS.3(P), NS.4, N5.5, NS.6, NS.7

._. ~3Q __ ._. __ :::!Q- -_ .. -

~, . -_.-. -- . . ~~5.3(~, NS.1, N6.2, N6.3,!'l7 .1,

~ .. . . __ . N?~?:,-!'!7·3,_N.1.4

<30 <30 N15.1{P)

-_. - _ .. _ .. - --- - _ . <30 <30 ~15.1 l"L .•

.. - <3o __ . ___ . ~~.--.- !i1~!. _

.-~--- .. ~--- ------ _ .... . ~.------ .. -- . --_.- -_ . . --~ .. -. _._. __ . -- ----- ----------- -----~--.---- ----<30 <30 N14.1 & N14.2

LD/ODP/REVISE10.XLS : 22/0411997

Site Ref

2.23

2.24

2.25

2.26

2.27

2.28

3.1

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

4.1

4.3

n !' (\

Den~1} ~)! Band h.

2- 0.38

2 3.38

2 1.1

2 0.23

2 0.5

2 1.85

2 5.88

1 1.02

1 0.19

1 0.11

1 4.35

1 1.52

2 2.14

,- 0.'

2 0.64

2 1.01

2 1.54

2 1.32

2 0.6

2 1.29

2 1.56

2 0.47

(" \

Zonin Plot U" RsUo

G WATERBOAT DOCK

I. 2.5 BOATYARDS

I. 2.5 MARINE ORIENTEDI PORT RELATED INO USES

G CARPARK

I. 2.5 FERRY STAG. PT

OU(eR) CRUSES

G REGIONAL STADIUM

G SEWAGE PIS

Ie E55

E HAKiNG WONG n.

ID 12.0 INDUSTRIAUOFFICE

ID 12.0 INDUSTRIAUOFFICE

OU BUS DEPOT

IA) 8.0 INOUSTRIAUBUS TERMINUS

IA) 8.0 INDUSTRIAL

IAL 8.0 INDUSTRIAL

LO LOCALO/S

OUCR PORT BACKUP

OU CR PORT BACK UP

OUCR PORT BACK UP

Ie) '.0 GODO\NN

Ie 11.2 GODO\NN

(' o 00 o

I I

PI.nD'~:JNOi" --'.

Build!~Height - - -- ------------_ .. _- -------_._. GFA Socio-economlc CharaclerisUcs 'sQm) Population Em laymen! Towers Storeys Units/Storey MPD

<30 , N15.3

,

84500 1127 <30 <30 N15,4

27500 367 <30 <30 N15.5 & N15.6

<30 <30 1 PUBLIC LANDiNG STEP

12500 167 <30 <30 N1S.7

<30 <30 N14.3 & N14.4

<30 <30 N21.1 ACCOMMODATE 20000 SPECTATORS

<30 <ao N11.1

<30 , NB.4

<80 <80 NB.3

522000 16000 <80 <80 N8.2

182400 6290 <80 <80 NB.1

<80 <80 N12.1 P

72000 2057 <80 <80 N12.1(P)

87200 1920 <80 <80 N9.3

80800 2309 <80 <80 N9.2

nJa nJ. nf. nJ. nf. N9.1

<30 <80 N11.5 & N11.6

<30 <80 N11.4

<30 <80 N11.3&N11.2

124600 - 83 <80 <80 N10.1~1&N10.3 I

52640 3. <80 <80-- N10.2 'I


o (j n o o o (j)(]) (]) () (\ © n ')

(~I (', (---', r r (:1 J o o o /

_. Site Ref Densi Nea Zonln Plot Use

Band ha Ratio

4.4 2 0.92 G SEWAGE PIS & SCREENING PLANT

4.5 2 0.63 LO LOCALO/S

4.6 2 0.35 IC TELEX

4.7 2 0.48 G 8.0 GOVTOFFICE

4.9 2 0.6 G UCCOMPlEX TYPE ·C" IRC

4.12 2 0.95 La LOCALOIS

4.13 2 0.52 G SEWAGES.P.

4.14 2 0.47 La LOCAL OIS

4.15+ 2 5.3 RS PUBLIC RENTAL 1.61 PSPS PSPS

PSPS PSPS RETAIL

4.16 2 0.39 G'C NCC "

·4.17 2 0.72 E PRIMSC

4.18 2 0.79 E SEC. SC

4.19 2 0.55 G MAGISTRACY

4.20 2 1.7 IC 8.0 GODOWN

4.21 2 0.81 OUCR PORT BACKUP



4.24 2 __ ""--- G CARPARK

~.25 2 =c·-0.23_ .. _ La LOCAL 01$

4.26 2 1.26 IC 8.0 INDUSTRIAL

(i) '._-" n !")

'~ --_/ o o ("', 0 '-_ .. / ,

Bulldin Hel ht GFA Socia-economic Characteristics ~sQm) Population Employment Towers Storeys Units/Storey

ofa "'a ofa

38400 1324

of. "" 0,"

ofa ofa "" 18500 636 RESIDENTIAL H.1.20

2 14 RESIDENTIAL 6 SP SAB 1500 4 20+ RESIDENTIAL 6 (SAB)

B820 304

136000 91

-100800 67


(DC])

MPD Plan D Bands

<30 <80

ofa ofa

<30 -<80 -<40 -

ofa ofa

<30

ofa -107 <100

<80 -

<30 <80

<30 <BO

<BO <BO

<80 <80

<30 <80

<30 <80

<30 <80 __

<30 <80

"" ofa

<80 <80

I) ()

Notes

N16.1

N16.2 and N16.3

N16.2

0) '\L~_I

N16.3 (INCLUDE A CLINIC)

N17.2 (INCLUDE A MARKET)

N17.4

N18.4

N1B.5

N17.1, N17.2. N18.1, N1B.2, N18.3

n ,i) '-........,./ '

1 CYC, 1 SCE, 1 CAH. 1 URBAN HOSTAL FOR SINGLE PERSONS, 1 HOUSING FOR SENIOR CITIZENS, AND 1 KINDERGARTEN

N16.5 P DAY NURSERY

N16.5 P)

N16.5

N16.4

N10.4

N10.5

N13.1 & N13.2

N13.3 & N13.4~P)

N13.4(P) -

N16.4(P)

N13.5

(\

Site Ref -~ __ ~ Oensi!y"Area -- ZOflin - Piol Use GFA Socio-economicCharacteristic5 ~ - _ ---~-r------ ---------- Noles -~. -- -----_-------~_~~~_: .~~: ~ --- --T . Buildin He! hi -- =i ----

Isand ha) Ratio s m Po ulation Em 10 men! Towers Slore s Unlls/Store MPD Plan 0 Bands

4.27 2 3.5 COA 5.4 HOTEL 84000 840 2 24 w 28 HOTEL N19.1(P). N19.2(Ph.!!!9.3lPJ & 19.4 . RETAIL 20000 690 3 PODIUM

OFFICE 85000 2931 3140FFICE nla 72-120 70~120

BUS TERMINUS

TOTAL 169000 __

4.28 2 0.19 LO LO DIS nla nla N16.5(P)

4.33 2 0.2 G WSDIDSD/ASO DEPOT <80 <80 N10.1 P) -

5.1 220.9 au VJHOlESAlEMKT 13675 <8030-80 N20.1 INDUSTRIAUOFFICE 140000 4828 & CARGO WORKING AREA

6.1 2 1.089 CDA 7.5 RESIDENTIAL 79641 3226 722 RESIDENTIAL 8 80 <80 C1.4# FORMING 50% QFACDA 1.50 RETAil 5947 205 2 PODIUM DEVELOPMENTINCLUDINGTHE

TOTAL 8S588 ADJOINING AREA OUTSIDE THE STUDY AREA

6.2 2 0.68 00 DISTRICTO/S n/a n1a n/a n/a n/a C1.2

7.1 2 3.14 OU GODOVVN, 31400 21 <.30 <30 CS.2 CR USES ASSUME1S00SaM~R

7.2 2 1.00 G USD DEPOT <30 <30 CS.1{P) REPROVISIONING OF SAl YEE ST USD DEPOT

7.3 2 0.23 IC ESS <30 <30 C5.1 Pl

7.4 2 0.13 G UNDESIGNATEO <30 <30 C7.1

7.5 2 0.17 G MARINE POLICE BASE <30 <30 C7.2

7.6 2 0.21 IC UNDESIGNATED <30 <30 C7.3

7.7 2 0.24 IC MTRC PlH <30 <30 C7.4 _ -~ ---

7.8 2 0.34 G WSD PlH <30 <30 C7.5

7.9 2 0.69 Rl 6.50 RES 44850 1836 125 RESIDENTIAL 8 72-92 100 C7.6 .- - - -2 33 RESIDENTIAL 8 SINGLE ASPECT UNITS ON TOP FLOOR

1.0 RETAIL 6900 238 OF EACH TOWER

7.10 2 0.31 IC TRACTIONSUBSTN <30 - CS.6 AIRPORT RAILWAYTKTTS

7.11 2 0.S3 E ~RIM SC <30 <30 C8:4

7.12 2 0.66 E SEC SC <30 <30 C6.3


('\ n (\ (\ o o Ii \..~--"

n '~_"..J CD n n o C) 00 (J)(JJ ("\ ()

/ - fl n ,,\ ,

(I, (" (\.

SileRef

7.13 _. __ .... _-

7.14 -

7.15

7.16

7.17

?18

7.19

7.20

8.1

8,2

8.3

8.4·

BS

B.6-

.... _------. 8.7

('

"'"

f'. 0'l \ ' \LJ

Zoning Plot rDensi J

Band hal--- Rallo

r.----2 0.67 G

-- -- -2 1.14 G

2 0.48 LO

2 0.35 G

2 4,1 DO

2 1.78 LO

2 0049 LO

1 0 .• G 5.50

2 1.15 DO

2 0.59 LO

1 4.28 Rl 6,0 1.0

1 6.62 GOA

1 1.69 GOA

-1 1.10 GOA

-- w ____ ------~ ~--.-- ---

0.19 _ OU - --

000

U"

IRG

WI< REG. O. B., DlV POLICE STATION & DISTRICT HQ

LOCAL DIS

SEWAGE PIS

DISTRICT DIS

LOCAL OIS

LOCAL DIS

POLICE MARRIED QUARTERS

DISTRICT DIS & TAl KOK TSUI PIER

LOCAlO/S

RESIDENTIAL RETAIL

RESIDENTIAL

RETAIL OFFICE

PUBLIC DIS INDOOR SP CPX BUS TERMINUS

TOTAL

HOTEL RETAIL TOTAL

OFFICE RETAIL PUBLIC DIS BUS TERMINUS TOTAl.;

PIER

m \-...L_'

GFA :.qm

i'--"" ,--j n

\ .J no ----' ./

Buildin Hei hi Socjo-economlc Characteristics Po ulallon Em 10 men t Towers Storeys

('\ 0 ,,-.-'" OCD f'""'\ ,'--, ! 1 ' ) ',-- ~/

rr:l '<-_.!

n '- '

Noles Units/Store MPD Plan 0 Bands RESIDENTIAL

<30 <30 C6:2-

Iao- - -1400 2 21 PHQ/OFFICE "/a ~-

3 PODIUM

-nla nla nla !lla nla C1.1

<30 <30 C2.4

nla nla nla nla nla C2.1

nla nla nla nla nla ca.s

nla nla nla nla nla C7.7

44000 2218 5 29 PMQ/RESIDENTIAL 6 RAB 80 C2.3 880 FLATS

nla nla nla nfa nla NOTE: SITE AREA DOES NOT INCLUDE A PIER 2 LANDING STEPS

nla nla nla nla fila C7.9

256800 10354 17 31 RESIDENTIAL AVG • 85·110 100 w 140 C7.8 (CYC) 42800 1476 2 RETAIL GOVT DB2

169950 6744 1 18 RESIDENTIAL 6 RAB 75 <80 C6.1 SITE "CM 2314 FLATS 13 21 RESIDENTIAL 6 RAB /8

3 25 RESIDENTIAL 6 RAB /8 13000 448 4 PODIUM 3000m' FOR LOCAL RETAIL 28000 966 1 16 OFFICE nla 1 DAY NURSERY,

I INDOOR SPORTS HALL 7800 1 SCE, 1 DCCE & 1 HOME HELP CENTRE 7500 PUBLIC TRANSPORT INTERCHANGE ---

226250 -_ ..

62000 614 2 13 HOTEL nla 51 <80 {OF_Y'lHICH 47520 IS DOM~. 2600 90 2 PODIUM _ C3.1 SITE "0", 1100 HTL RMS 64600 -- - . 0,74 WKR1HT~~M . •... -- --- ••• w.

83000 2682 3 17 OFFICE nla 75 <80 ••• w.

C4.1 SITE "A.M

1900 66 2 PODIUM -- -3900 -- -- -- .- -------~--... _- _. ---

-- . "--88800 ., ---_ .. - - -~--- ----------- ---------_._ ... __ . ----- -------------- . ----_.- ---_ .. ._- - -- -- -------- --------- _. --_ .. - _.

c------- --- --- ~~q ...


,f)

(r-'\:

Site .Ref_ Densi!y tre~. - ZonlnL ~I-Use GFA Soclo-econo,!!ic Characteristics . Noles ._ ~. =P j . I I BoHd;., Hel,ht I I I

Band hal-- Ratio 'sQm) Po ulallon IEmplovmenllrowers Storeys UnilsfStorev MPD Plan D Bands

9.1· 1 6.65 - COA RESIDENTIAL 220050 8556 620 RESIDENTIAL .!Ll~/8 75 <80 83.1 622 RESIDENTIAL STRAm,S 7 25 RESIDENTIAL S

RETAIL 47500 1638 1·3 PODIUM EXCL. (1 MARKET & 1 Rep INCLUDED) BASEMENT)

PUBLIC OIS 8900 BUS TERMINUS -MARKET 1100 -- -

TOTAL 277550 ~~ -

9.2 1 0.6 G IRe <40 <80 84.1 4Rep & 1 MARKET

9.3 1 0.46 G CARPARK <40 <80 84.2

9,4 2 0,49 G HA,CAH,FSC & UNDISIGNATED <80 - <80 54.2 (P & <i.3(P) (MSCE & seE)

9.5 2 0.39 Ie Nce <80 <80 S4.3!pl DAY NURSARY & eye

9.6 2 0.14 Ie ESS <30 <80 84.5

9.7 2 0.27 LO LOCAL OIS n/a nla n/a nla n/a 84.4

9.8 2 0.6 E SEC se <30 <BO 83.5

9.9 2 0.64 E PRIMARY SC <30 <80 ,,8,,3"'.4'-__ _

9.10 & 9.11++ 1 3.8 RS ·7.0 RESIDENTIAL PSPS 13177 420 RESIDENTIAL 10 75 <80 S2.4 & S3:.~2~i[==-================1 2 22 RESIDENTIAL 1 KINDER~ARTEN

1223 RESIDENTIAL 10 75 <100

RETAIL 4350 150 2 PODIUM

9.12+ 1 3.4B RS *7.0 PUBLIC RENTAL 11200 4 36 RESIDENTIAL H,1 , 20 107 <100 S2.1 , 1 DAY NURSERY, 1 SCE. 1 DCCE. 1 17 RESIDENTiAl SDSH 1 CAH, 1 HOME HELp CENTRE,

RETAIL 5500 190 1 URBAN HOSTEL FOR SINGLE PERSONS, 1 HOUSING FOR SENIOR CITIZENS

9.13 2 0.62 E PRIMARY se <30 <100 S2.3

9.14 1 1.45 R1 7.5 RESIDENTIAL 107986 4354 B 37 RESIDENTIAL 6 (RAB) 115 1.eOO,,-__ ~S,,1.,,2 _______________ 1 i 1.0 RETAIL 14500 500 2 PODIUM

19.,6 2 2.66 La LOCAL O/S - n/, n/' n/, n/' ./, 81.1(P &-~'-5 -

!9.17 2 0.04 OU PFS <30 <80 Sl.1 P ! ---- - - - ------ ----------

(\ r'""'. , ' (' (\ , Q (","" ~ ...... j (\

'_.--1 n "-., ....


o (") '- .. ,/

(j n '-j (JO(J) CD QJ () f) o n , ' f')

(~, \' ,/\

_. S!te.Ref

~·18 ..

9.19

9.22

9.24

9.25

9.26

9.27

9.28

10.1

10.2

10.3

lOA

10.5

10.6

10.8

10.9

10.10

10.11

10.13

10.16

10.17

L..-

(' ,~ , 1)

Densi!y Arel!._ Zonlnjl Plot hOI 8and Ratio

2 _ QAL _ G t--2 1.2 DO

2 0.06 Ie

1 2.34 G

1 0.13 G

1 0.01 G

1 0.13 G

1 0.58 G

2 1.32 G

2 0.086 IC

2 0.62 G

2 0.61 G

2 0.54 LO

2 0.8 Rl 5.50

2 1.45 LO

2 0.47 LO

2 0.17 DO

2 2.S DO

2 0.22 IC

2 0.13 G

2 2.12 G

n ' ..... ~. n -/

() ~- CD n n () o

Buildin Hei ht Us. GFA Socia-economic Characlerislics

'"m PODulalion Emolovment Towers Storeys

CARPARK

DISRICTO/S "'a "'a TAl KOK TSUI MTRC VENTILATION BUILDING

PCWA&AD8DG

MARINE LlC OFF

WATER SEL KIOSK

SEWAGE PIS

MARINE DEPT SHIP INSPECTION. & TYPHOON MOORING

YAUMATEI POLICE STATION & POLICE VEHICLE POUND

PUMPHOUSE AND SUBSTATION

CARPARK

MKT,IRC,RCP

LOCAL 0/5 "/a ",a

RESIDENTIAL 44000 1774 3 38 RESIDENTIAL

2 PODIUM

LOCAL 0/5 rua rua

LOCAL 0/5 rua "/a

DISTRICT 0/5 ",a rua

DISTRICT OIS "/a "/a

TELEX "/a rua

'tY'KE PIH -COACH PARK & MIS CAR PARK INCORPORATE A DELIVERY POST OFFICE AT GIF


00 CDC]) (j) n (\ \:".,_.1

n ,f)

Ipl~n D 8and .~o!~.s - -

Units/Storev MPD s

--- - -_ . <30 ----~ ~--- ....

"'a "'a - 51.6

- -<30 .-

<30 1-.

SF .3(PJ 1 LANDING STEP

<30 - 517.7

<30 517.8

<30 S17.9(P)

<30 S~P) 1 LANDINO STEP

<80 55.1

<30 <80 55.3

<30 <80 55.4

",a "'a "'a 55.6

6 (RAB) 120 100 55.5

"/a "/a "/a S6.1(P)

"/a "/a "/a S6.'UP.1.

-- - -_ .. -- -"/a "'a "'a 57.3

"/a "ta "/a --~~2 ..

"/a <30 57.1 -<30 S8A

<30 _ ... . ~80 58.1 -- - 1------ . . --_. - .. -

__ Buildin Hei!l.1!1 Sile Ref Oensily ~~_ Zoning, Plot Use GFA Socio-economicCharaclerislics Noles

Band hal Ratio :sqm) Population Employment Towers Storeys Units/Storey MPO Plan 0 Bands

10.18 2 1.55- DO DISTRICT DIS n/a nfa nfa n/a 5B.2

10.19 2 2.56 G peWA <30 _ S17.3(PL

10.20 2 0.44 GIIC GIIC <80 56.2

10.21 2 0.16 Ie ESS <30 ____ .::_::_=~::_::_=_tS~B~.';:::============::._:: !!J.:. __ ~--==--= L _____ j3.54 __ ~ COA __ RESIDENTIAL 547026 17000 1630-55 RESIDENTIAL 2-B 140-374 !~-.J:~Q!~§.!i1 «(DA'{~iURSERY-,CYC-CUMSTU!!Y/--

READING ROOM, seE & 1 HOME HELP CENTRE ALSO)

RETAIL 89550 3087 3 PODIUM OFFICE 264450 9118 330-800Ff1CE

AVG ROOM SIZE 107 sa M PPF ASSUMED 3.32

HOTEL 189000 1776 3 30 - 45 HOTEL AVG RM SIZE 78.75 sa M PUBLIC OIS 17000 2400 EST HTL ROOM, 0.74 WKRlRM BUS TERMINUS CROSS BORDER TRANSPORT TERMINUS TOTAL 1107026

11.2 1 6.4 CDA 4.60 RESIDENTIAL 296250 11945 831 RESIDENTIAL 8 111.200.125·200 S10.1,S10.2.S10.3(P)& !!!'.!QORPORATING 3.54 (C 3 31 RESIDENTIAL ~~ S9. H!'l.!. S9.2~, S~l, S9.4(,P ,)'--___ _ 11.3 531 RESIDENTIAL 47MB) DAYNURSERIES&NCC -

OFFICE /HOTEL 50000 1097 1 50 HOTEUOFFICE THE MIX OF COMMERCiAl DEVELOPMENT OFFICE 150000 5172 4 30·40 OFFICE IS RECOMMENDED BY PLANNING DEPT. RETAIL 26400 910 3 PODIUM ~~R REVIEW OF DETAIL SITE

__ BUS TERMINUS DESIGN PARAMETERS). TOTAl 522650

11.5 1 0.58 LO LOCALO/S n1a n/a n1a n/a n/a S13.1

11.6 2 0.6 C 8.0 HOTEL 29578 296 1 14 HOTEL n/a 75 115 OFFICE 13622 470 1 14 HOTEUOFFICE RETAIL 4800 166 3 PODIUM

11.7 2 0.78 LO LOCALO/S n1a n/a n/a n/a n/a 813.3

11.8 2 0.49 Rl 5.0 RES 24500 9as 334 RESIDENTiAl 4 (SAB) 114 100 1.0 RETAIL 4950 171 3 PODIUM

11.9_ 2 0.31 LO f----- LOCAlO/S _!la n/a n/a !lla n/a S9.2 _.

11.13 _--=='1 0.85 Rl 6.5 RESlDENTIAL 55250 2228 37 RESIDENTIAL 4 117 100._ =~s~,i2.i2=::-============ . 3 34·35 RESIDENTIAL 8

1.0 RETAIL 8500 293 3 PODIUM GOVT 081 ,

11.14 _0.52 E PRIMARY SCHOOL <30 - . ___ Sg_3,~13.2 ___ .. __

11_15 __ 0.52--- E- -'PRIMARYSCHOOL -- --- .. - <3Q __ . ,_._ ..• __ - ---.- --- ____ . --- __ .

11_16 1 LO LOCALO/S n/a nfa n/a n/a -··_··--··S12.1- ---,,- -


(\ (' ,('\ 0(i 00 00 (] n n o o n(J) mOl It), () (') :I, '

(j r')

1\ (' (\. n 1'. .r'\ \ ... -" () n

'-/ o CD 1\ '~--j

n . , ('\ \_.,/ o i\ em o [J Q) rT':J (j

',_._ ,I n ()

I Buildin!1 HelQht Site Ref Densi -~!f--- Zoning Plot U,. GFA Socio-economic Characteristics ~oles

Band Ratio , m Po ulatlon Em 10 men I Towers Storeys Units/Store MPD Ptan 0 Bands RESIDENTIAL .- .. - -

?.:.13 2 0.67 G IRe <30 <30 CS.2 - --- ."._-- ----_ ... _------

~-- Iao-- --- - -_ .. __ ... .. . _.- _ ...... -~--.~--------.-.-. L!±. ___ ,_, ___ ~-- .:!J..±. ___ . _G_. __ '---- WK REG. O. B., DIV POLICE 1400 2 21 PHQ/OFFICE <SO

STATION & DISTRICT HQ 3 PODIUM --

-7.15 2 0.48 LO LOCAL OIS nla nJa nla !l'a nla e1.1 ..

7.16 2 0.35 G SEWAGE PIS <30 <30 C2.4

7.17 2 4.1 DO DISTRICT OIS nla nla nla nJa nla C2.1 - --

7.18 2 1.78 LO LOCAL OIS nla nla nla nla nla CB.S

7.19 2 0.49 LO LOCAL OIS nla nla nla nJa nla C7.7

7.20 1 O.S G 5.50 POLICE MARRIED QUARTERS 44000 2218 5 29 PMQ/RESIDENTIAL 6 RAB BO C2.3 880 FLATS

S.l 2 1.15 DO DISTRICT DIS & TAl KOK TSUI nla nla nla nJa nla NOTE: SITE AREA DOES NOT PIER INCLUDE A PIER

2 LANDING STEPS

S.2 2 0.59 LO LOCAL OIS nJa nla nla nla pIa C7.9

B.3 1 4.28 Rl 6.0 RESIDENTIAL 256800 10354 17 31 RESIDENTIAL AVG B 85·110 100 ·140 C7.8(CYC) 1.0 RETAIL 42800 1476 2 RETAIL GOVT DB2

8.4* 1 6.62 eDA RESIDENTIAL 169950 6744 1 18 RESIDENTIAL 6 RAB 75 <SO CS.l SITE ~C" 2314 FLATS 13 21 RESIDENTIAL 6 RAB IS 3 25 RESIDENTIAL 6 RAB)/8

RETAil 13000 44B 4 PODIUM 3000m2 FOR LOCAL RETAIL OFFICE 28000 966 1 16 OFFICE nla 1 DAY NURSERY,

I INDOOR SPORTS HAll PUBLIC OIS 7800 1-. 1 SCE, 1 DCCE & 1 HOME HELP CENTRE INDOOR SP CPX 7500 PUBLIC TRANSPORT INTERCHANGE BUS TERMINUS

TOTAL 226250 1----. -...

8.5* 1 1.69 eDA HOTEL 62000 B14 2 13 HOTEL nJa 51 <BO OF WHICH 47520 IS DOM~. RETAil 2600 90 2 PODIUM _ C3.1 SITE "0", 1100 HTL RMS -TOTAL 64600 9:?~ ~B'!-!T~B~ __ .---- - ._. --_.- -_., . ... - -- -_. -,--_. ..

8.6* 1 1.10 eDA OFFICE B3000 2862 3 17 OFFICE nla 75 <60 C4.1 SITE "A" -- .. _-.. --RETAil ,gOf) 66 2 PODIUM --PUBLIC DIS 3900 -- -._--- -- ---_._.- -- ... _-_ .... ---_ .. - -BUS TERMINUS ---TOTAl: 88800 ----- -- - -- -- .. - --

- ._._. - ~- -- -- . B.7 0.19 OU .. -- -- -- - ~~Q ...

.

LD/ODP/REVISE10,XLS : 22104/1997

Site .Ref_

9.1*

--

9.2

9.3

9.4

9.5

9.6

9.7

9.8

9 .•

9.10&9.11++

9.12+

9.13

9.14

9.16

9.17

1"""-""1 (' I'

Area-- Zonin.-a= !Plot _~use Densi!y hal' Band

1 6.65 CDA

C-'

1 0.6 G

1 0.46 G

2 0.49 G

2 0.39 IC

2 0.14 IC

2 0.27 La

2 0.6 E

2 0.64 E

1 3.8 R5

1 3.48 R5

2 0.62 E

1 1.45 R1

2 2.66 La

2 0.04 au

r (\

Ratio

*7.0

"7.0

7.5 1.0

/j '._./

RESIDENTIAL

RETAIL

PUBLIC OIS BUS TERMINUS MARKET TOTAL

IRC

CARPARK

HA,CAH.FSC & UNDISIGNATED

NCC

E55

LOCALOIS

SEC SC

PRIMARYSC

RESIDENTIAL PSPS

RETAIL

PUBLIC RENTAL

RETAIL

PRIMARYSC

RESIDENTIAL

RETAil

-

LOCAL OIS

PF5

/"'1\ \ I .... ,/ n

~-/ o

Building Height

Un!tslStorev LPD . --GFA Socia-economic Characteristics !'Iot~~ _ , m Po ulalion IEmolovmentlTowers Store s Plan 0 Bands

220050 8556 6 20 RESIDENTIAL 6 RAB 18 75 <80 S3.1 6 22 RESIDENTIAL 6 RAB 18 7 25 RESIDENTIAL 8

47500 1638 1..3 PODIUM EXCL. {1 MARKET & 1 RCP INCLUDED) BASEMENT

8900 - - .... - -- -, .. --- ..

1100 .- -277550

<40 <80 S4.1 4RCP & 1 MARKET)

<40 <80 S4.2

<80 <80 S4.2 P & 4.3 P) (MSCE & SCE) -

<80 <80 S4.3!!:,) DAY NURSARY & CYC_

<30 <80 S4.5

"/a nta "/a "/a "/a S4.4

<30 <80 S3.5

<30 <80 $3.4

-13177 4 20 RESIDENTIAL 10 75 ~- S2.4 & S3.2

2 22 RESIDENTIAL 1 KI"!.DERGA~TEN 12 23 RESIDENTIAL 10 75 <100

4350 150 2 PODIUM

11200 4 36 RESIDENTIAL H.l,20 107 <100 S2.1, 1 DAY NURSERY, 1 seE, 1 DCCE, 1 17 RESIDENTIAL SDSH 1 CAH, 1 HOME HELP CENTRE.

5500 190 1 URBAN HOSTEL FOR SINGLE PERSONS, 1 HOUSING FOR SENIOR CITIZENS

<30 <100 S2.3

107986 4354 8 37 RESIDENTIAL 6 (RAB) 115 100 Sl.2 14500 500 2 PODIUM

-- "/a ",. "/a ",. ",. 51-WI' 51.5

<30 <80 Sl.1 P


!) (J] ,f) 1/""'"\) '. . () n

"- j o () CD r\

\ ... -",,' (l)m n .y n

(\ (\ ,~ n "_'~..J (J o nCID ~ .. - C8CDrD'T)O 00n{j

'"---,,, "--' n 0 (D) ........ ./ __ ...1" n .. ' n

Site Ref __ Density Area Zonin Plot Use GFA Socia-economic Characteristics ___ _ _. !'I2io!'i~s;:':::::::::::::::::::::::::::::::::::::= Buildin Hei hi ___ I 1 ~

. Band hi) Ratio :sqm) Population Employment Towers Storeys Units/Storey MPD Plan 0 Bands

~~18 _. 2._ O.4~ G CARPARK __ __._ _ ~ __ <30 <BO _ ~- ,_ ._... .- _,. __ ~ ._. _________ _

9.19 2 1.2 DO DISRICTO/S nla nfa nla nla ~:::~~:::=tS[1!!.6L::::::::::::::::::::::::::::::::::::= 9.22 2 0.08 Ie TAt KOK TSUI MTRe <30

VENTILATION BUILDING --

9.24 12.34 G PCWA&ADBDG <30 - S17.3(P) 1 LANDING STEP

9.25 1 0.13 G MARINE lie OFF <30 _ 517.7

9.26 1 0.01 G WATERSELKIOSK <30 - S17.6

9.27 1 0.13 G SEWAGEP/S .1:30 - S17.9{p)

9.28 1 0.58 G MARINE DEPT SHIP INSPECTION. <30 817.9(P) 1 LANDINO STEP & TYPHOON MOORING

10.1 2 1.32 G YAUMATEI POUCE STATION & <80 • S5.1 POLICE VEHICLE POUND

10.2 2 0.086 IC PUMPHOUSEANDSUBSTATJON

10.3 ~ 0.62 G CARPARK <30 <80 S5.3

10.4 2 0.61 G MKT,IRC,RCP <30 <80 S5.4

10.5 2 0.54 LO LOCAL O/S nla nla nla nla nla S5.6

10.6 2 O.B Rl 5,50 RESIDENTIAL 44000 1774 3 38 RESIDENTIAL 6 (RAB) 120 100 S5.5 2 PODIUM

10.8 2 1.45 LO LOCALO/S nla nla nfa nla nla S6.1{Pl

10.9 2 0.47 LO LOCALO/S nla nla nla nla nfa S6.~1

10.10 2 0.17 DO DISTRICTO/S nla nla nla nla nfa ..... _. S7.3 =~:::::::::::::::::::::::::::::::::= 10.11 2 2.5 DO DISTRICTO/S nla nla nfa nla nfa 87.2

10.13 2 0.22 IC TEL EX nla nla nla <30 S7.1

10.16 2 0.13 G VoJKE PIH <30 88.4

10.17 2 2.12 G COACH PARK & MIS <30 __ <80 ~_

CAR PARK (INCORPORATE A __ .• mm .....

DELIVERY POST OFFICE AT GIF


.r)

-:---- Bulldlng Heill..~1 - - --SHeRef Density Area_~ Zoning Plot U" GFA Socia-economic Characteristics !"I0tes

Band ha~ Ratio s m Po uration Em 10 men t Towers Store s Units/Store MPD Plan 0 Bands

10,18 2 1.55 DO DISTRICT DIS n/. nl. n/. nl. 58.2

10.19 2 2.56 G PCWA <30 S17.3{P~

10.20 2 0_44 GAC GAC <'0 - 56.2

10.21 2 0.16 IC E5S - ~- §~.:!...-.-,----------------

11.1'"'" 1 .. _ .. _ 13.5~_ .. ~ CDA. __ ~ESIDENTIAL 547026 17000 18 30·55 RESI~Ef!~ 2-' . 1-40'~ 374 140· 2~Q!: sfDJTOAy'j;iURSERY-,-CYC- CUM STUDyj----READING ROOM, SeE & 1 HOME HELP CENTREALSQ

AVG ROOM SIZE 107 sa M PPF ASSUMED 3.32

RETAIL 89550 3087 3 PODIUM OFFICE 264450 9118 3 30. 80 OFFICE HOTEL 189000 1776 3 30·45 HOTEL AVG RM SIZE 78.75 SO M PUBLIC DIS 17000 2400 EST HTl ROOM, 0.74 \!\IKRIRM BUS TERMINUS CROSS BORDER TRANSPORT TERMINUS TOTAL 1107026

11.2 1 6.4 CDA 4.6(0 RESIDENTIAL 296250 11945 8 31 RESIDENTIAL , 111-200 125 - 200 S.10.1, 810.2. S10.3(P) &

ill'!f0RPORATING 3.54 C 3 31 RESIDENTIAL 6 (RAB) S9.li!:L.. 59.2(P), S9.SIP} • $9.4(P)

11.3) 5 31 RESIDENTIAL 4 RAB) DAY NURSERIES & Nee OFFICE /HOTEL 50000 1097 1 50 HOTEUOFFICE THE MIX OF COMMERCIAL DEVELOPMENT OFFICE 150000 5172 4 30 - 40 OFFICE c---- IS RECOMMENDED BY PLANNING DEPT. RETAIL 26400 910 3 PODIUM S~UDY ~R REVIEW OF DEI All SITE BUS TERMINUS --- DESIGN PARAMETERS). TOTAL 522650

11.5 1 0.58 La LOCAL DIS n/. nl. nl. nl. nt. S13.1

11.6 2 0_6 C '_0 HOTEL 29578 296 1 14 HOTEL nl. 75 115 OFFICE 13622 470 1 14 HOTEUOFFICE RETAIL 4600 166 3 PODIUM

11.7 2 0.78 LO LOCAlO/S nta nl. nl. nla nt. 513.3

11.8 2 0.49 R1 5.0 RES 24500 988 3 34 RESIDENTIAL 4 (SAB) 114 100 1.0 RETAil 4950 171 3 PODIUM

11.9 2 0.31 La LOCAL OIS ~. nl. nl. !l.!a nl. - S~.2 -~-.. ---11.13 1 0.85 R1 ._5 RESIDENTIAL 55250 2228 3 7 RESIDENTIAL 4 117 100 S12.2 .-

3 34 _ 35 RESIDENTIAL 8 - --1.0 RETAIL 8500 293 3 PODIUM GOvrOB1

11.14 r--- 0.52 E PRIMARY SCHOOL ~--. .... ".- S12.3, S13.2 .... --- ....... t-- - - -- - -_.- ... .. .... . ....•.. , .

11.!5 0_52 . __ ~ f---

PRIMARY SCHOOL -- ~- - - _ ...... _.-

nl. -- -- -I 11.16 1 La LOCAL OIS nl. nl. nl. S12.1


(\ (\ (\ (\ (' o (\ . " o o I]) o o (l . - ~

() () d) ([) CD '}:~ n (") f)

(\ ('I ,r-, fl. (\ 0 () OOeD n I~ j

() I'-.-.,J o 0 (jJ) 0 GJ i'J if> 0 nn

.. - --- _. Buildin Hei hi - .,. .. ----

Sile.Ref Densi Mea Zonin Piol U,e GFA Sodo-economlc Characteristics Noles

Band ha Ratio I'qm Population Employment Towers Storeys Units/Storey MPD Plan 0 Bands

2.14- - . S17.3!!'L

--- _ ... . .. 11.17 --' G peWA <30 - :.~ ...

11.18 2 1 Rl 5.0 RESIDENTIAL 50000 2016 6 34 RESIDENTIAL 4 (SAB) 114 100 S9.4(P) 1.0 RETAIL INCLUDING COUNTER 10000 345 3 PODIUM 1 DAY NURSERY

POST OFFICE

12.1 2 9.46 DO DISTRICT DIS nla nla nla nla nla S16.1{P)

12.2 2 1.51 DO DISTRICT DIS n/. nla nla nJa nla 514.4,514.5 & S16.1(P

12.3 , 0.83 DO DISTRICT OIS nla nJa nJa nla nla SH.1 1 PUBLIC LANDING STEP

12.4 2 3.67 DO DISTRICT DIS nla nla nla nla nla 516.4

12.5 4',3 OU WHC <30 nJa

12.7 1 1.52 DO DISTRICT OIS n/. n/. n/. nle n/. 514.3 (IRe OF 0.6 HA TO BE INCLUDED)

12.8 1 1.64 C 8.0 OFFICE 28853 995 1 34 HOTEUOFFICE n/. 146 140 515.2,515.3 HOTEL 79718 798 1 34 HOTEL RETAIL 22629 780 3 PODIUM INCLUDING BUS

BUS TERMINUS 16500 TERMINUS 16,500m" GFA

12.9 1 2.19 C 8.0 OFFICE 76480 2706 1 34 OFFICElHOTEL nla 140 130 - 160 S14.1, S14.6, 514.2


HOTEL 81685 817 1 34 HOTEL

12.10 1 0.14 IC ESS <30 S14.6

12.11 1 1.39 LO LOCAL 0/5 n. nJ. nJ. n/. nla 16.1 P) 1 PUBLIC lANDING STEP

12.12 1 0.86 C 8.0 HOTEL 66031 660 1 23 HOTEL n/. 110 115 S15.1 1 21 HOTEL


12.13 1 0.21 LO LOCALO/S n/e n/. n/. nla n/. S15.4

12.14 1 0.29 G WSD SALTWATER <30 816.2

PUMPHOU8E

LD/ODP/REVISE10.XLS: 22104/1997

(\

Site Ref Band Jiha) Ratio Irsqm) POPUlation IEmploymentiTowers IStoreys I

12.1S --lJ ~9·14 G GAS PIGGING STN

OU PIER

112.19 1" t --I- _19-'6 OU WHC

OU MTRC PIH

TOTAL 117616

1,..·83 I I .... _--- --

I~~~; Private p:,-I

Y OF DENSITY BAND OF EACH SITE IS : CHEUNG SHA WAN STN. I _ __ ,,:: '" ....... H SITE IS DETERMINED ACCORDING TO ITS DENSITY 8AN~

() ~A::AREA~-(4) STOREYS FOR HOTEL, COMMERCIAL AND RETA, ..... """"'" no,,_ ...... ' ... " .... n ...... u, .... 'v, ...... ~"" ", ... ,,, ... , no ....... ,

(S) STOREYS FOR RESIDENTIAL DEVELOPMENTS IS DETERMINED BY DIVIDING RESIDENTIAL GFA BY SOO.

98439

(S) NO. OF TO\/VERS FOR RESIDENTIAL DEVELOPMENTS IS DETERMINED BY DIVIDNG THE NO. OF STOREYS BY 36. m CARPARKING SPACE FOR RESIDENTIAL GFA IS DERIVED BY MULTIPLYING THE NO. OF S1 ~8! CARPARKlNG SPACE FOR OFFICE GFA IS DERIVED BY DIVIDING THE OFFICE GFA BY 240. 9 *7 MEANS DEVELOPMENT RATIO 7. I I I

(10) ITALIC NUMBERS ARE ADVISED BY RESPECTIVE AUTHORITIES (E.G. MTRC, HD). 11 GFA AND EMPLOYMENT BREAKDOWN OF CHEUNG SHA WAN SHIPYARD INDUS1 r.,,...,,- ... " t,;; ".

DERIVED FROM THE SECTION 17 APPLICATION. (12) NO. OF HOTEL WORKERS IS ESTIMATED TO BE 0.74 WORKER PER HO. t:l. t(VUM. I (13) THE PROPOSED BUILDING HEIGHTS OF ONE RESIDENTIAL STOREY. ONE OFFICE STOEf ARE 2.7M, 3.7M AND 3.7M (FLOOR TO FLOOR) EXCEPT THOSE SPECIFIED IN THEIR MASTER I (14) RESIDENTIAL NUMBER OF STOERYS INCLUDES ONE STOREY RESIDENTIAL LOBBY AT PODIUM ROOF OR AT GROUND II=VI=I !-";TOREY HEIGHT 2.7SM (FLOOR TO FLOOR).

o MEANS 134 METRES ABOVE PRINCIP, BAND FROM WKR REVIEW ON DETAILED SITE DESIGN

I I I I I + FIGURES DERIVED FROM HD. KL54 CHEUNG SHA W~ \/VEST. K ++ FIGURES TAKEN FROM APPROVED PSPS, KIL NO 11082, AREA 20.

I I I I I • FIGREUS TAKEN FROM APPROVED S16 MTRC MASTER LAYOUT

N FROM S16 MTRC MASTER LAYOUT PlAN - KOIl j j j


(\0 (1 f" n o (\ '. ~ n _.J CD n \ . o i\ , , n

\. .. /'

Units/Storey I MPD

o (JJl

<30

<30

<30

<30

f1!l"1'\ \JQ..J--/

IPlan I

-I-

T --I-

en

j~~

1-

n !~ ,") . ..1 ' ... J

,~ n

C [;

C', -'

f-

C~

e 8 e ()

Cj c) C

C e, CI c) c~,

o (

c (

(

(

ENVIRONMENTAL DATA

ApPENDIXB

C West Kowloon Reclamation

C~i _____________________________________ F_i_na_I_R-'ep_o_r_t -_E_IA_

C; APPENDIX Al INDUSTRIAL SOURCE AIR QUALITY MODELLING

c=\ I.

E) Q2.

C)

Methodology

o

o

Sources

o

o

Industrial Source Complex Short Term (ISCST2) model was used to calculate S02 concentration throughout the study area

S02 modelling include hourly and 24 hour worst case scenarios

136 sources were identified to the study area.

Emission heights for the chimneys modelled are summarised below.

<20 m 20- 40- 60- 80- 100- >120 Height 40m 60m 80m 100m 120m

19 36 . 67 7 5 0 2 Number of chimneys

C\~--~~~~~~~~~~------~----~ Most of chimneys are within 40m to 60m in height.

C; j

6

o

o

o

o

o

o

o

EPD provided details of chimney locations, heights, diameters, fuel consumption, number of days of operation and start and finish times which are summarised in Table AI.I.

Four levels (40m, 60m, 80m & 100m) were chosen for contour mapping.

Weekly fuel consumption figures were used when available to calculate an \1ourly rate over the hours of operation, otherwise the hourly figures were used.

The S02 emissions were calculated from the US EPA document AP-42 for industrial boilers using distillate oil or fuel oil. The S content was assumed to be 0.5%.

Unknown chimney height was set to 41.6m (i.e. the average of all known emission heights). If unknown, temperature was assumed to be 180°C and chimney gas exit velocity was assumed to be 5m/s.

Meteorological data

o 4 meteorological stations are located within the study area (Figure 3.1 main text)

o 1994 meteorological data from 4 stations (Cheung Sha Wan, King's Park, Royal Observatory and Star Ferry) were used as input.

C 4.

C

Other assumptions

o The S02 level of 40 !J.g/m3 at Mongkok station as published in the Environmental Hong Kong 1994 was taken as background level for study area.

c

c RT-5148-020I Final Report Appendix Al

App.AI Page - I September. I997

T: 5 I 480![r\app-b\eaI .doc

5. Modelling Results

The results obtained from ISCST 2 models are presented in the main text included

o

o

Locations of chimneys, development sites and meteorological stations;

Predicted l-hr S02 level (/-lg/m3) at 40m AG from industrial sources.

o Predicted 24-hr S02 level (/-lg/m3) at 40m AG from industrial sources.

o

o

o

o

o

o

RT-5I48-020I Final Report Appendix Al


Predicted 24-hr S02 level (/-lg/m3) at 60m AG from industrial sources.


Predicted 24-hr S02 level (/-lg/m3) at 80m AG from industrial sources.

Predicted l-hr S021evei (/-lg/m3) at 100m AG from industrial sources.

Predicted 24-hr S021evei (/-lg/m3) at 100m AG from industrial sources.

App.AI Page - 2 September. 1997

c West Kowloon Reclamation

Final Report -EIA C~

T: 5 1 480V;-\app-b\eal.doc

c e· @

o

c o

o o c~,

('1

c

(

c c

c West Kowloon Reclamation C) ____________________________________ --=F--=in~a::.I.::R~ep:::o::.rt:..-.:E:::IA.:.

c; C

o

()

o

C~J

8 o o C) o Ci

c' c· c

Table AI.I Chimney data used in ISCST2 modelling

~~7-lIT:mlig "~=~o'n~'".±==±477~.0t=~~t=====ott=OOO~~~t=jl~900±====6tt===J~±==J3~66.d=======±====:j 8 834si7 •• ~,. i. 287 0 0900 L500 4 400 20.0

LO 835486 819876 86.3 460 130 06301300 301 L80.0 IT 8349IL826147 BIT 419 0 0000 0000 0 0 L76.4

lii464fl R2cilli ill (] 080C 7 5600~--L~j8:::j;.+----+--__l 835486 819876 8l.5 460 130 Looo 2330 --.w 36.0

834875 820360 47:5 660 0 1000 0200 -. 1800 121.8 " ~ ~ 47"2 400 If = T830 2LOO 35.6 L9 8% 20.0 0 0800 1300 700 23.1

-20- 833590 8220lLl 4IT 800 0 0000 2400 6 6000 402.0

25 821656 0.0 203 0 0000 2400 2030 25.0 26 834795 8'~TI658 JS:3 28 18. - 0000 -=- 7 1L20 13. 2' 8: " 559 0.0 0 0000 2400 7 1L20 1.7 28 834792 . 0.0 203 0 0000 2400 7 770 9.1

11 R1'iIT 203 0li00 6 17.0 3: 834230 82TIlf --;-0:0 120 (]' 1000 ~l6OO 7 70C 0.0

35 833364 . = 3lIT 203 0 0000 O!>OO 0 5.6

1-1ii~I_"~iru'~43it~&2~-~~ 170 550 ~ 1700 6 120.

38 8332L8 .-= 39:9 690 197 -. 24()( 189.0 1-T9~_833438~ R221Q4 300 0 0800 6 3600 105.0

4( 8TI444 822296 39.0 350 0800 1630 6 360( 105.0

~~;g_~~322t 8lli7C 40:0 678 0 ~~ 6 1080( 243.0

43 ~ 822375 55.2 254 0830,~ 6 480( 95.0

~~~_~~~ ~ I9:R 356 ~ ~~LJOO( 6 46 83m> 822TIo 6' . 610 184 000il 0 0 486.

-47 833040 8Il995 4Q 1245 O· 080( T8lX -.

4800

1600 2700

. 10800

140.0

-105:6 155.0

508.0

t48jttlIT~~~j~~tt=ig±==~~t===jd~~=j@bt==±t6==~~ 2m.3 49 8: 25' 8ili45 39.2 714 0 070( :100 6 6OOO~--2=8(Q.6;.+----+----i 50 -.j3322 8= 39. 6610 ~I .~ -. 15000 319.8

;; -;:~ ~.~ ~ ~ OBOO~ ~ 0 29.6 i: 2::.~

62 833498- 8223ii3 ?sA 215 (] 0800 :i -. 228( 56.0 L56.0

6:833376 82m 00 300 0 0900 [700 -, 151 0.0

RT-5148-0201 Final Report Appendix Al

App.AI Poge - 3 September, 1997

T: 514BO\fr\app-b\eal.doc

Table Al.I Continued Chim_x Chimy

66 833494 822381 67

:~ il 6' 69 833426

7~ 833470 71

~l! 82' 31

72 ~iWs-" 74 833193 822027

75 a 822196 76 _8Z193U 7, :i= 78 ~ ~ 8' 375

'0 834215 822238 81 833130 !21990 82 834691 1749 83 836025

I ~I6:~ 84

il ~ '6 87 Ii Hii= ,,",-89 90 =iii ~ ~ 92

II 93 835181 94

9' 834524 96

i+~ 821460

97 82ltOI

9'_ 99

Ii 821217

100 822263 lUI 821657 102 833817

Ii 103 IU4 83"'2' 105 834m 106 1U7 834469 108 832602 821803 109 833868 !22271

.J.IO. '2109"-II 835260 822281

12 835263 822293

.J.13.. _ '21330 114 834215 821435 115 =iii 822191

.J.I6. -'21503 117 820888 118 =Ii 821351

.J.l9.. _ '22142 120 822079 121 834581 821761

J.22.. -,~ _ '217, 12' 822442 124 ;0 8338! 822437 125 834; 19 821632 1",,- "'''' IU , '21950 12, 833430 821980 128 =e :~ .J.29.. 130 822490 131 831670

RT-514S-020l Final Report Appendix Al

822491

H'ight

54.9 30.:

n.9 39.

41.1 30.5 52.0 40. 41.5

40. 122.' 54.9

7. 70.2 5.'

10.0 13.4 5.5 1.6 7.5

45.4 43.0

27.0 46.5 42 42.7

0.0 45.0

1'.0 32.0

0.0 35.3 0.0

39.3 .5 .5

<3.2 38. 57.,

39.6

10.0 10

40.5 39.6

37.6 46.9

0.0

55.9 43:

61.0 61.0 31.6

_ 4l.Z 41. 41.2

"., 42.3 42.3

Top Di,.

203 254 30j

559

211 30j

254

-"'6 762 305

-""Z 485

8600 48

ZO 200 200 150 200

~ 300 300 200 42 2;

27 ;0

~

.EO 250 200 Z30 300 305 ., 356

54

'0 1

903

4 300

-'-60 381 200 jjO 400 300

'00 60 13 ,67

00 533

432 432

ExH,mp ~i: T~:~ 0900 1800 1000 1800 0930 1'00 0900

Hit ~

=i != 0000 1700

_0 128 0'30 1730

0000

Fi 20 ~

0000 0000 0000 ~ UUUU

0000

=i 0 0000 0 UUUU 0

=i 10000

0 0 0 04UU =i 0 0600

168 0600 2300 0 04UU 2400

0 U400 2400

!= 2400 0 2200

0 2200 0 0430 2330

0500 2300

-" 0600 2300

=i 2200

0 2330 0 0600 =i 0 0000

0 0530 0 0600

1 2300 0 =i -" 0 0000 0 0000 0000

-" U6UU 2300 0 0530

i 0 1000 U6UU

144 0503 ! 0 0600 64 0600

i 2300

77 2230

-" UUUU 2130

,0 fi Hi 0 0000

Fi 0 ~ ,0 0 UUUU 24UU 0 0000

AppAl Page - 4 September, 1997

D'Y'/:~

6 6 j

6

6 6 6 5 5 6 6 7 6 0 0

0 0 0 0 0 0 7

7

7 7

7 6 6 0 7 7 7 7 0 0 7 7

7 0 7 7 0 7 7 7 6

Light

360 420 300

2400 0

10'0 1200 4200 5500

150 360

10'0 5572

0 0

0 0 0 0 0

2'00 3500 1463

I, 7700 169

10'0

j ~ 1400 4200

6600 3000

0

2646 3185 !too

0

6650 1400

5600 1400

4480 4900

0 14000 14000

:~~t 0

119 0

West Kowloon Reclamation Final Report -EIA

Di",1 Hoil" DIo"I

0.0 23.' ~4.0 200.0 317.4 _65.0

34.6

--,,"2.0 46.2 23.0

~19.7

150.0 4200 230.8

30.0 52.4 37.2

1t0.O 110.0 164.1

ll3.6 130.8 D.O

0.0 0.0

136.5 20. 35.'

1.0 0.0

1.0 1.0

93.2

135.0

1t0.0

~ 52.3 45.5

0.0 50.0 50.0 31. \5.0 42.0

118.3 0.'

107.0 102.4

56.7 __ 692.0

461.2 22.0

268.0 !to:

139.0 139.'

T: 5l4S0\fr\app-b\ea l.doc

c c c ('

('

c ~

G

c' o C~;

/

e' o ()

o c c

c' (


C~ ____________________________________ ...:F...:in...:a::..'.:.:R.::::eP...:o...:rt_-.:.:EL::.:.'A

Ci

C c C~I

Q

c) c (;

e o o

o c c (

l

(

Table AI.I Continued Ch;rn_'

133 ~~:~ 134 831786

35 136 831790

No

RT-514B-0201 Final Report Appendix Al

Ch;my H"gIU

i 92.U

34.5 52.8 52.'

'.8

"at" , ,

Top ''''.

m

i 330

b,,' lomp ~;;'~

U """'"-0 1200 0

i= 0

App.Al Page - 5 September, 1997

-i FI

U'YSl:~ Ugh' D;",' BoB" 0;"" 7 ~1O 7 52.0 3 14970

i~ 2 2 99.U

T: 5 1 4BO,!rlapp-blea l.doc

c C)

c

c)

o C) o

c

o

c; o

c c c c

RT-J36/-11 Filial Report Appi!lIdix EA2

Appendix A2 ~ Traffic Flows Traffic Data for Tsim Sha Tsui West Area

,'1: ' D1 7~o':6:;~~: '-N ~~~ 5-N

6700 - 6028 5-N 651 6700 - 6664 SoN 1062 6663 - 6028 N-S 736 6028 - 6700 N-S 697 6700 - 7027 N-S 206 7027 - 7026 N-S 270 7026 - 7038 N-S

CANTON 1079 - '"'" '-N 1080 - 1108 SoN 1067 1108-1109 SoN 1138 1109 - 1142 SoN 626 1142-1109 N-S 660 1109-1108 N-S 1496 1108-1080 N-S 1829 1060-1079 N-S 2139

D11 ;;~~:~~~:

SoN :~;; SoN

6028 - 6027 SoN 1900 6027 - 6028 N-S 1744 6028-1109 N-S 966 1109-1112 N-S

D12 '"" -'"'" ,,_W 1080 - 7027 E-W 1376 7027 -6009 E-W 696 6009 - 6010 E-W 766 6010 - 6012 E-W 674 6012 - 6014 E-W 264 6012 - 6013 E-W 610 6013- 6015 E-W 335 6015 - 6012 WoE 364 6014 - 6012 WoE 613 6012 - 6010 WoE 1673 6010 - 6009 WoE 256 6009 -7027 WoE 266 7027 -1080 WoE 594 1060 -1061 WoE 12n

L13 ~~~;::~~~ ~:::; ~: 6007 - 6005 E-W 235 6005 - 6004 E-W 176 6004- 6003 E-W 271 6003 - 6004 WoE 136 6004-6005 WoE 533 6005 - 6007 WoE 269 6007 - 6008 WoE 400

-7026 WoE 397 WKE 601;:~016 ~ ~ P1 7032 -, SoN

;2~ 6007 - 6010 SoN 6010 - 7503 SoN 1161 7503 - 7001 750 460 7503 - 6026 SoN 701 6027- 6030 N-S 473 6030 - 6031 N-S 574 7000 - 6031 N-S 701 6031 - 6010 N-S 1275 6010 - 6007 N-S 1062 6007 - 7031 N-S 460

SR4 ~;~~: ~;~~ ~ ,"0';9

D7 :~~::::: ~:~ ':,"

3 ~; 65 67 29 164 100 99 m 65 39 14 32 30 6 13 16

221 65 162 66 206 74 217 21 249 14 295 46 315 ;~ 335 134 ~~2 206 196 109 161 102 121 ,~~ 119 223 0 200 12 97 35 10 35 45 24 14 16 30 9 6 25

26 64 25 0 66 55 53 50 41 56 62 35 196 6 29 6 24 6 5 87 4 66 27 0 21 16 26 95 21 95

:.: ~6

~~~ ;~ 4

~6 44 160 7 134 97 26 96 21 66 23 69 26 99 49 166 74 7~ 6

1~92 ,~ ~ ~

App.EA2 Page _ J jlllle J99i

W .... I't Kuwf'KJ/I Reclomalirlll Comprehellsive Traffic AIIUIy.ri.f Review £)r.irollmellfu/ Impact AS.fl!.'>SI1Iellt

'~"

~~ 2;~5 2;~5 1 11.0 26 16.6

529 264.5 264.5 26 14.7 733 366.5 366.5 65 24.9 469 244.5 244.5 32 29.3 573 286.5 286.5 19 14.9 155 77.5 77.5 7 22.1

;~~ 109.5 109.5 13 14.1 103.5 ~ 16 12.7

~:: 6;::,5 92 17.3 367 63 21.6

73 36.5 36.5 763 24.8 526 264 264 60 28.8 496 249 249 119 29.9 1013 506.5 506.5 141 22.9

~",;',2 661 661 141 20.1

~ ~ 160 18.1

;~~: 100 17.5 636 79 14.9

1526 763 763 69 16.1 1401 700.5 700.5 60 16.2

'~~6 400 400 42 14.7 519 519 56 19.6

:~~: 5~~45 .0". :: 15.1 549.5 15.4

537 268.5 268.5 30 18.9 616 306 306 33 5.7 761 390.5 390.5 23 7.9 225 112.5 112.5 9 11.4 556 276 276 15 6.4 300 150 150 • 9.3 276 136 136 6 22.0 225 112.5 112.5 9 3.1 1501 750.5 750.5 49 7.4 237 118.5 118.5 16 40.2 174 67 67 12 34.6 452 226 226 2' 19.7 994 497 497 60 16.0 203

'."0' ; '."0' ; , ~~

14.6 161 15.7 136 66 66 6 39.1 66 44 44 1 50.6 237 118.5 118.5 6 10.0 99 49.5 49.5 2 26.8

395 197.5 197.5 14 23.1 143 71.5 71.5 10 43.1

;~~ 152 152 20 19.3 165 14 13.1

;!~; 3229.1 104".0

~ ~:~ 64 3M :, 5.6 279 167.4 111.6 28.9 925 555 370 69 14.4 364 218.4 145.6 59 50.2 561 336.6 224.4 15 17.7 354 212.4 141.6 10 23.0 451 270.6 180.4 11 NA 561 336.6 224.4 15 17.8 1012 607.2 404.8 26 18.6

!:~ 526 352 30 14.4 260.2 5 1.7

:~~ 3~~95 439 ~ 162~

~~ ~~:~ ~~:~ ; ;~:!

m:\J 36J\frlupp-h\eu2.Jac

c West Kowloon Reclamation C) ______________________________________ F_in_a_I :.cR2eP:..:0:.crt:.c--=E:::IA~

c; APPENDIX A3 TRAFFIC EMISSION AIR QUALITY MODELLING

c

fJ

o ()

o o c

e o o c; o c c c

AIR QUALITY MODELLING

Parameters

N O2 impacts were studied

Criteria

The Hong Kong Air Quality Objectives are used as the guidelines.

Methodology

The traffic-related air pollution concentration were predicted using CALINE 4 model which is a line source model developed by the California Department of Transportation.

The following inputs to the model were assumed:

(a) Meteorology conditions Typical worst -case parameters were used

Wind speed: 1m!s

Wind direction: worse-case

Stability class: D

Temperature: 25°C

Wind direction variation: 18°

(b) Line sources

Parameters of road configuration were estimated as follows:

Surface roughness: 100cm

Mixing width: road width + 3m per side

Source height: road elevation

Emission factors for Nox were based on values form EPD's 2011 fleet average emission factors. A 20% of NOx to N02 conversion was used instead of the Discrete Parcel Method'

(,' RT-5l48-02/01 Final Report -EIA AppendixA3

App.A3 Page - 1 September, 1997

T: 5148l[rlappendlapp-blea3.doc

c

Fleet Average Emission Factor for No, for Year 2011 _

Type of Vehicles Emission Factor (gm/veh.Km) Private Car (Petrol) 1.321 Taxi (Diesel) 0.799 Light Goods Vehicle 1 (Diesel) 1.540 Heavy Goods Vehicles 7.061 Public Bus 8.578


c c c (

c Source: Environmental Protection Department's Emission factor table for pollutants between 1991 and e'

2011.

RT-SI48-02/01 Final Report -EIA AppendixA3

App_A3 Page - 2 September, 1997

T: 5 1 48l[r\appendiapp-b\ea3.doc

o c c c c: ('

c'

c

c (

(

c C) c C c:

9

o C)

o o C: ("

e1

o C) C)

o c c (

c

Appendix A4 Potential New Industrial Sources for I (A) Sites

Introduction


With regard to the outline development plans, three potential locations Area 3.S, Area 3.9 and Area 3.10 as shown in Kowloon Planning Area No. 20 - South West Kowloon Central Section Outline Development Plan will be developed into industrial use of type I (A). Such type of land-use may have potential to install new chimneys for operational purpose. This section of the report is to address the potential air pollution arising from such new chimneys and to examine any possibility of new chimney installation. However, the planing details are unavailable at this time of writing. A qualitative analysis plus a simple modelling exercise have been adopted for this study purpose.

Sensitivity Testing

An theoretical chimney with the following characteristics was assumed at each site to predict pollutant levels at different downwind distance. Characteristics are based on the information of the existing chimney within the study area as provided by EPD. The parameters include:

• Pollutant Type Sulphur Dioxide, S02 • Emission Height 40m A.G. (average of all known chimneys) • Diameter 0.46m (average of all known chimneys) • Temperature lS0°C • Efflux Velocity 5m/s • Emission rate 0.17g/s S02 (average of all known chimneys)

The pollution concentration will be predicted under different meteorological conditions including wind speeds of 1m/s, 2m/s, 4m1s and Sm/s under stability class ofD. The pollution contours were presented in Figure 1 and 2. The modelling result indicates that the worst-case situation is likely to be under wind speed of 1m1s and S02 levels will reach a maximum value of 300 !J.g/m3 at 60m above ground within a downwind distance of 35m. Higher wind speeds assist the pollution of dispersion and result in low S02 concentrations.

Existing Industrial Emission

An extensive study of the existing industrial emission have been conducted and the results were described in Section 3.2.12 of the main text. The findings indicate that the S02 concentrations are at peak between 60m and 80m above ground level. Within the Area 3.6, the S02 levels may reach between 300-500 !J.g/m3 at 60-80m above ground. For the areas in the surrounding of the proposed new industrial areas (Group A), the S02 level may be

3 between 200-400 !J.g/m at 60-S0m above ground.

Results Interpretation

The extent of the air pollution problem depends on the geographical location, the emission characteristics as well as the meteorological conditions. The theoretical chimney is envisaged to be located on each of the three potential sites such that the greatest setback distance between the chimney and the adjacent landuses. The associated air quality impacts have been investigated and are presented in Table 1. No exceedance of the AQO are anticipated.

RT-5148-02/0 / Final Report-EIA September, 1997

T:15/48IREPORT1FINALR-/IFlNAL_ -IIAPP-BIBA4.DOC


Table 1 Review of New Industrial Emission

Industrial Adjacent Setback S02 level, flg/m' due to Likely to Area Area Distance, m . new chimney existing chimney meetAQO

3.10 3.5 135 <50 300-500 Yes

3.6 85 <100 200-400 Yes

4.10 150 <50 200-400 Yes

3.9 3.5 215 <50 300-500 Yes

3.6 83 <100 200-400 Yes

4.10 245 <50 200-400 Yes

3.8 3.5 345 <50 300-500 Yes

3.6 200 <50 200-400 Yes

4.10 310 <50 200-400 Yes

Note: The Air Quolity Objective oJS02 is 800 J.1glm'

Recommendations

The installation of new chimney in the concerned areas should be carefully planned and should note the following recommendations:

(1) It is likely that there are some reserves for installation of new chimney on the new industrial area but depend on quantity, emission characteristics and locations of proposed chimneys. Therefore, it is recommended that detailed impact assessment shall be undertaken in the detailed design stage;

(2) Adjacent proposed land-uses (such as Area 3.5, Area 3.6, Area 4.ID, Area 4.20, and other planning area in the vicinity) should be planned with due regard to the air pollution arising form the development of the new industrial areas, particularly the installation of new chimneys.

RT-5148-02/0 I Final Reporl-EIA September, /997

T:15148IREPORTIFINALR-I !FINAL _ -/IAPP-BIBA4.DOC

c c E:

C c

e o c o

o c· c c c c c c

c

Q

e

o

C)

o

()

c c c c c

B

7

E .". 6 c ~

e '" !!I 5 0 .c

" :;: .~ 4 :I:

3

2 10

acer ACU Conlllllanh tFu Eat) Lt.d.

West Kowloon Reclamation Com'prehensive Traffic Analysis Review & Environmental Impact Assessment

802 pollution contour, ug/m3 (01)

- - - - bo I

..1

+ 50 I I I I I I

I I -~I-50 I I I

- - - - - - - -I I I I I I

20 30 40 50 60 70 80 90 100 110 120 Downwind Distance, m

802 pollution contour, ug/m3 (02)

I L _1_ -' _ ..1 L _1_ -'_..1 L _I_

I I t-- 5 -1---1-+ t- -1-

30

\Op I I I I I I I€:!- -: ?t- I T I -1-rO_1 I I - - -I I I I

30 40 50 60 70 80 90 100 110 120 Downwind Distance, m

Note: D1 represents wind speed of 1 m/s and stability class of D

S02 POLLUTION CONTOUR AT DIFFERENT WIND SPEED

== T'fAIIITOII'f O!VUOPWENT OEPARnoIfNT Drg No.

I!!!II!IIfONG KottG 1-----; IiiiiiiiI Scale KOWLOON OEVELOPMENT OFFICE

Fig.1

c

c!

Q

o C." )

C) C) C:l

C) o o o

C)

(

c C

.. .- .

E

West Kowloon Reclamation Comprehensive Traffic Analysis Review & Environmental Impact Assessment

S02 pollution contour, ug/m3 (04)

3.~ 2 10 ~ ~ ~ W M M 90 120

Downwind Distance, m

S02 pollution contour, ug/m3 (08)

8

I I I 7 - -

I I

,; 6 L _1_ --I _ .1 L _1_ ~ _ .1 L _1_ ~ ~ I I e '" .§ 5 + t- -1- -l - + t- -1-m I I I I I I

r -1- 1- T r -1-

2 10 20 30 40 50 60 70 80 90 100 110 120


C',' t---:ac=-=-=-er~=-:/-.--------r=--~~---r::-~-I _ TERIITOIIY DEVaoPNoo DEPAIITlEJr. Drg No. Figure No.

S02 POLLUTION CONTOUR AT H.<G'''''' ~---t Fig. 2 DIFFERENT WIND SPEED '0.'. C_- leer Conlullanh (far Essll Lld. DEVELOPMENT OFFICE

c C-,

/

C) C

(~.! "'-.,

9

o

C C:

o o

o c c c c. c


APPENDIX AS Air Quality Assessment of West Portal Ventilation Shaft For Central Kowloon Route

1. INTRODUCTION

This section is to address the potential air quality problem arisiug from the west portal ventilatiou shaft for the Central Kowloon Route (CKR) linking the recently formed Western Kowloon Reclamation (WKR) and the Central Kowloon and to ensure that there is no insurmountable air quality impact on the proposed sandwich class housing estate on the WKR.

It aims to achieve the following objectives: • update the projected 20 II traffic data with regard to the current Western

Kowloon Reclamation Study; • undertake an air quality dispersion modelling to take into account the proposed

high-rise residential building on the WKR; and • if necessary, recommend the cost-effective mitigation measures to cope with the

potential problem.

2; ASSESSMENT CRITERIA

3.

The location of the proposed housing site is situated in the Harbour Air Control Zone in which the Air Quality Objectives (AQOs) should be ensured as far as possible. For the operational impact from the ventilation shaft, the major air pollutants are Nitrogen Dioxide (N02) and Carbon Monoxide (CO} From the CKR study, the N02 was found to be of major concern and is considered as the focus of this study. The Hong Kong Planning Standards and Guidelines (HKPSG) stipulate that the maximum allowable concentration ofN02 is 300 j.!glm3 for one-hour averaging period. ,

METHODOLOGY

Modelling parameters were discussed in the following paragraph.

Traffic figures and emission strength The updated AM peak traffic, as provided for the current West Kowloon Reclamation Study was found to be the worst-case situation and was used for the study purpose. Referring to the Section 6 of the WKRCTAR ErA Final Report Main Study Vol. 1, the N02 emission rate from the West Portal Ventilation Shaft is estimated to be 1.12 gls.

Characteristics of ventilation shaft With reference to the CKR study, the characteristics of the ventilation shaft are listed as below: • vent stack height is 10m above ground; • stack diameter is 6.58m; • efflux velocity is 11.76 m/s; • assumed and preferred discharge direction is vertically upward.

Meteorological conditions The typical worst-case conditions were used and are listed as follows: • Stability class is D; • Mixing height is 800m; • Wind speeds of 2, 4, 8 mls are used; and

RT-54/8-02/0/ Final Report AppendixA5

App.A5 Page - / September /997

T; 5 / 48\frlapp-b lea5. doc

4.

• Direct facing direction.

Receptor information


Three tower blocks have been proposed on the WKR site and each tower block will consist of 32 storeys. The shortest distances from the ventilation shaft to the tower blocks are approximately 74m, 99m and 162m for Tower A, Tower B and Tower C respectively. The blocks will sit on top of a 2-storey high carpark. The receptor heights range from l4.5m to 105m above ground. Figure 3.5 of the Final Report EIA shows the location of three tower blocks relative to the ventilation shaft.

Approach The pollutant levels as a result of the future ventilation shaft at different downwind distances (10m to 100m away from the stack) and at different elevations (15m to 105m above ground) were predicted by an air dispersion model, ISCST2. Pollutant contours were produced for three different meteorological conditions (D2, D4 & D8) and were used to check the concentration at the three residential blocks. In order to take into account the road traffic emission, the prediction results from the WKR study were extracted. Then the cumulative N02 levels were found to be the sum of the contributions by the ventilation shaft, road traffic emission and the background level of 80 !-!g/m3 as used in.WKR study.

AIR QUALITY IMPACT ASSESSMENT

The pollutant contours ofN02 were established and illustrated in Figure 4.1 and 4.2. The resultant N02 levels at the towers under worst-case situation were summarised in Table 4.1.

Table 4.1 Maximum Predicted N02 Concentrations at Residential Towers

Height, metre N02 concentrations (!-!g/m ) above ground Tower I Tower 2

105 88 97 95 117 123 85 182 165 75 261 205 65 278 215 55 218 188 45 145 145 35 108 120 25 105 113 15 140 144

The modelling results indicated that the predicted N02 levels at Tower I and 2 will have peak concentrations at about 65 metres above the ground. This phenomenon is attributed to the emission from ventilation stack for CKR. The maximum NOJ concentrations at Tower I and 2 are expected to reach 278 !-!g/m3 and 215 !-!g/m respectively. For the Tower 3, the N02 levels would be further lower because of greater setback distance. As a result, by the aid of computer model, N02 emission from the ventilation shaft is unlikely to cause significant impact on the high-rise residential blocks.

RT-5418-02!OI Final Report AppendixA5

App.A5 Page - 2 September 1997

T; 5148!frlapp-blea5.dac

c

c c

o

c

o c·

c c c c

c C,

C:

c c

8

o Ci

o

c· C\

o o o

c (

c c c

5. RECOMMENDATION AND CONCLUSION


The likely air pollution problem caused by tbe nearby ventilation shaft for the CKR has been carefully .assessed with the aid of the air dispersion model. The findings indicate that the setback distance provided between the chimney stack and the sandwich class housing estate is sufficient to dilute tbe pollutant emitted to an acceptable level.

As a conclusion, it is expected that there is no significant air pollution problem resulting from the CKR ventilation emission to affect the proposed sandwich class housing estate on the West Kowloon Reclamation.

6. ATTACHMENT

6.1 Determination of the worst-case traffic sitnation

Table 6.1.1 Updated 2011 Traffic Data for Central Kowloon Ronte (CKR)

Traffic Mix (vehlhr) Total Traffic Period PC Taxi Bus Van LGV HGV Volume

AM Peak 2845 1220 79 0 450 1094 5688 PM Peak 3288 1409 84 0 407 968 6156

Note: AM or PM peak hour !raffic data were obtained from the recent West Kowloon Reclamation Study (July 1996).

The composite emission factors for the CKR were derived from the individual emission factor for each vehicle category as provided by EPD and the above traffic composition for theCKR.

Table 6.1.2 Composite Emission Factor for Peak Honr Traffic

Period Traffic Volume Composite Emission Emission Strengtb (veh/hr) Factor glveh/km, NOx kglhrlkm, NOx

AM Peak 5688 2.448 13.9 PM Peak 6156 2.230 13.7

In order to compare the emissions due to different traffic conditions, tbe emission strength in terms of kglhrlkm are determined and are summarised in Table A.2. It is obvious that for the updated traffic data, the AM peak traffic will' generate a higher emission rate tban the PM peak traffic. Hence, the updated AM peak traffic data will be used for the purpose of study.

6.2 Derivation of the Ventilation Bnilding Emissions

As compared to tbe CKR' study, both traffic volume and emission strengtb are found to be lower in the previous and updated WKR studies. Thus it is expected that the emission rate of N02 from the West Portal Ventilation Building would be less than 1.44 gls as found in tbe CKRstudy.

RT-5418-02/01 Final Report AppendixA5

, App.A5 Page - 3 September 1997

T;5148\fr\app-b\ea5.doc


Table 6.2.1 Composite Emission Factors for Previous and Updated Traffic

Period Traffic Volume Composite Emission Emission Strength (vehlhr) Factor g/vehikm, NOx kg/hr/km, NOx

CKRAMPeak 6848 2.599 17.8 Updated AM Peak 5688 2.448 13.9

Note: [1] [2]

CKR AM peak traffic data were obtained from the Central Kowloon Route· Study on Alternatives Updated AM peak traffic data were abstracted from the recent West Kowloon Reclamation Study (July 1996)

As advised by the engineer, the emission rate ofN02 will be proportion to emission strength provided the tunnel length and tunnel alignment, etc. are the same. The emission rate ofN02

from west portal ventilation shaft at different traffic condition are summarised as follows:

Table 6.2.2 N02 Emission Rate under Different Traffic Condition

Total Traffic NOx Emission Strength N02 Emission rate Period Volume (kglhrlkm) from west portal (g/s) Updated AM Peak 5688 13.9 1.12

6.3 N02 Contribution from Different Polluting Sources

Table 6.3.1 N02 concentration at Tower 1 (Stability Class ofD and Wind Speed of2 mls)

Ventilation Road Traffic Background Cumulative Height, metre Shaft Above Ground llg/m3

105 112 95 66 85 32 75 13 65 4 55 1 45 -35 -25 -15 -

Note: '-' denotes negligible contribution

RT-541S-02/0J Final Report AppendixA5

Emission llg/m3

4 6 8 9 13 17 23 32 60 134


Level N02 Level llg/m3 llg/m3

80 196 80 152 80 119 80 102 80 97 80 98 80 103 80 112 80 140 80 214

T;5 J 4S\fr\app-b\ea5.doc

c; C

E C c c 8

o

G ()

C~

c: e' ()

(;

c c c c c

c C,' ()

c C'

C:'

8 o

c c C:

C)

o o C~,

o

c c c c

Table 6.3.2 NOz concentration at Tower 2


(Stability Class ofD and Wind Speed of2 m/s)

Ventilation Road Traffic Background Height, metre Shaft Emission Level Above Ground flglm

3 flglm

3 flglm

3

105 93 4 80 95 63 6 80 85 36 8 80 75 18 II 80 65 8 13 80 55 3 19 80 45 I 26 80 35 · 38 80 25 · 66 80 15 · 134 80


Table 6.3.3 NOz concentration at Tower 1 (Stability Class ofD and Wind Speed of 4 m/s)

Ventilation Height, metre Shaft Above Ground flglm

3

105 8 95 35 85 100 75 177 65 194 55 132 45 '56 35 15 25 2 15 -


RT-54IB-02/01 Final Report Appendix A5

Road Traffic Emission

flglm3

-2 2 4 4 6 9 13 23 60


Background Level flglm

3

80 80 80 80 80 80 80 80 80 80

Cumulative N02 Level

flglm3

177 149 124 109 101 102 107 118 146 214


flglm3

88 117 182 261 278 218 145 108 105 140

T: 514B'{rlapp·b lea5,doc

Table 6.3.4 N02 concentration at Tower 2


(Stability Class ofD and Wind Speed of 4 mls)

Ventilation Road Traffic Background Height, metre Shaft Emission Level Above Ground llg/m3 llg/m3 llg/m3

105 15 2 80 95 41 2 80 85 83 2 80 75 121 4 80 65 129 6 80 55 100 8 80 45 56 9 80 35 23 17 80 25 7 26 80 15 2 62 80


Table 6.3.5 N02 concentration at Tower 1 (Stability Class ofD and Wind Speed of8 m/s)

Ventilation Height, metre Shaft Above Ground llg/m3

105 -95 -85 -75 1 65 II 55 55 45 132 35 147 25 76 15 18


RT-5418-02/01 Final Report AppendixA5


llg/m3

-------

13 13 40


Background Level llg/m3

80 80 80 80 80 80 80 80 80 80


llg/m3

97 123 165 205 215 188 145 120 113 144


llg/m3

80 80 80 81 91 135 212 240 169 138

T; 5148\fr\app-b\ea5.doc

c c' e; c c

~

o c o o C~

C•

,

o

c

c

c

c c: c/

(i

Q

o

c

()

C) C'

/

C)

c (

c c

Table 6.3.6 N02 concentration at Tower 2


(Stability Class ofD and Wind Speed of 8 mls)

Ventilation Height, metre Shaft Above Ground flg/m3

105 -95 -85 1 75 4 65 18 55 50 45 84 35 90 25 60 15 25


RT-541B-02/01 Final Report AppendixA5


flg/m3

-------13 13 26


Backgronnd Level flg/m3

80 80 80 80 80 80 80 80 80 80


flg/m3

80 80 81 84 98 130 164 183 153 131

T;5148\frlapp-blea5.doc

c

()

9 o

c Ci

c c' CI

o

o (

c c c c

West Kowloon . Reclamation Comprehensive Traffic Analysis Review &: Environmental Impact Assessment

N02 pollution contour, ug/m3 (01)

I I 100 - - - -

E ~-• • e ~

• • • ~ • :e ~

:il

• E ... 7 ~ to = • .: • :e ~ s %

2

I I

:J --1- - 1- -!- -1 - -I - -1- L- ~~;1

)- I'"' 80 , -\1- - 1-

1 I : !

I , -/- -!- ; L-,

7°l - - - -'-

I <8 i i : I I

/ -i -/- 1- - T ~~ -I- f-60" + ,

5~ / , <1" 'I I ' ~

-- _ --'- __ I _"b~_ I

- i - - L L .J. _1- _1'-.- L -1 ... ~ ,

-/-:-\- I ~-I- T i -I - I T

i ~ :i

I I

~ I I -

I I I - I 50

, 10 20 30 40 60 70 ao 90 100


N02 Pollution contour, ug/m3 (02)

T ,,,,V - T \ I

---J ~~<> I \~ I 1- l--l-~ ct:--_2-I I I I I 'fa t I -I- I '~I

I 110 -" I ,ba-I

1 J I I- I J _1- _ I_ I I I I I I I I

J.. --1 -I- f- + --1 -1- - I-I I

I I I I I I I I ~

T l I I- T l -I- I I ~ -1- ~ + --l -1- - I-T

I I I I I I I I r 1 -I- I ~

1 -1- - I-I 1 _ J _1- L 1 J _1- _ 1_

10 'a 30 50 " 90 100

Downwind 0 Ista nee, m

Note: 01 represents wind speed of 1 mls and stability class of 0

acfjl leer Consultanb (flU' Eut) Lt.d

N02 POLLUTION CONTOUR AT DIFFERENT WIND SPEED

KOWLOON DEVELOPMENT OFRCE

-

Figura No.

4.1

C\

C' g

o C:

o Ci

Ci Ci

C)

o o C) o C

C

C

C

C acey

leer CODlultanu (Far Ltd.

West Kowloon Reclamation Comprehensive Traffic Analysis Review Sc Environmental Impact Assessment


- -j I I - _1- _ 1 __

, I I , ~~===~=--;'3o": - --j - -1- -I-:==: I 1 ' ___ 7>1'

--:::r~:::=L=-=~200 i I -~~ - -1- - 1- - T - l - -1- - 1- -- -l- - -I - -1- - f- - -l- - -I - -1- - 1- -

1 1 1 1 1 1 1 1 - t - 1 - -1- - I - t - 1 - -1- - 1- -- J - -1- - 1- - - _1_ - 1- -

Downwind 0 Ista nce, m


- r - 1 - -1- - I - r - - -1- - I -- 1 - J - -1- - L - 1 - J - -1- - L -

1 1 1 1 1 1 1 I, - t - ~ - -1- - ~ - t - ~ - -1- - ~ -_ 1 _ J __ 1 __ L _ 1 _ J __ 1 __ L _

1 1 1 1 1 1 1 1 - + - -1 - -1- - - + - -1 - -1- - f- -1 1 1 ----1---1-- -f--

~~~~~~+I "'-:::-1- - ~ -


N02 POLLUTION CONTOUR AT DIFFERENT WIND SPEED

- -1- - L -

DEVELOPMENT OffiCE

-

rt,ure No.

Scale 4.2

c c e' c; C': (,

c\ c o c~

C·

C)

o

o (

C

c c


APPENDIX Nl NOISE MODELLING RESULTS FOR TSIM SHA TSUI WEST AREA

Site 11.1

Tower No. TOTAL IPrediction point Floor PNL

2/A 49 69.3 44 69.5 39 69.8 34 70.0 29 70.2 24 70.4 19 70.0 14 67.9 9 66.9 4 56.0

4/8 49 69.2 44 69.5 39 69.8 34 70.1 29 70.5 24 71.0 19 71.4 14 72.1 9 72.8 4 67.7

6/C 49 68.7 44 68.9 39 68.9 34 69.6 29 70.0 24 70.4 19 70.9 14 71.5 9 72.0 4 63.7

8/0 49 68.8 44 68.9 39 69.0 34 69.2 29 69.5 24 69.9 19 70.3 14 70.8 9 70.2 4 58.5

Notes: I. PNL denotes Predicted Noise Level.

2. Bold & underlined figures denote exceedance of HKPSG criterion of70 dB(A).

RT-5148-02!O I Final Report AppendixNI

Site 11.1 (cont'd)

Tower No. IPrediction point

App. NI Page-1 September 1997

8/E

8/F

8/G

11/H

12/J

TOTAL Floor PNL

49 68.6 44 68.8 39 69.1 34 69.5 29 70.0 24 70.5 19 71.0 14 71.5 9 71.9 4 61.1

49 68.3 44 68.6 39 69.0 34 69.4 29 69.9 24 70.4 19 70.9 14 71.4 9 71.7 4 60.3

49 67.6 44 67.9 39 68.3 34, 68.7 29 69.1 24 69.6 19 70.1 14 70.4 9 69.6 4 56.8 39 69.5 34 70.0 29 70.4 24 71.0 19 71.5 14 72.1 9 72.6 4 61.4 39 69.5 34 69.9 29 70.3 24 70.8 19 71.3 14 71.7 9 70.1 4 56.8

T: 5148lfrlapp-blenl.doc

APP]cNDIX]c, Nt (continued)

Site 11.1 (cont'd)


14/J 39 69.6 34 70.0 29 70.4 24 70.9 19 71.5 14 72.0 9 72.1 4 59.4

15/K 49 69.3 44 69.6 39 70.0 34 70.3 29 70.7 24 71.0 19 71.4 14 71.7 9 72.1 4 65.8

15/L 49 69.5 44 69.8 39 70.2 34 70.6 29 71.0 24 71.5 19 71.8 14 71.0 '9 68.7

4 57.4 171M 49 69.9

44 70.2 39 ZM 34 71.0 29 71.6 24 72.1 19 72.7 14 73.4 9 73.7 4 61.9


Site 11.1 (cont'd)


18/N

19/0

19/P


TOTAL Floor PNL

49 70.7 44 71.1 39 71.5 34 71.9 29 72.4 24 72.9 19 III 14 .74.2 9 74.3 4 62.9

49 71.1 44 71.5 39 71.9 34 72.3 29 72.7 24 73.3 19 73.9 14 74.5 9 Zli 4 62.9

49 73.0 44 73.3 39 73.8 34 74.2 29 74.7 24 . 75.2 19 75.8 14 76.4 9 76.9 4 66.9

2. Bold & underlined figures denote exceedance ofHKPSG criterion of 70 dB(A).

RT-5148·02/01 Final Report AppendixN1

App. N1 Page-2 September 1997

T: 5148\frlapp.blen1.doc

c c

C

c: c c; C

o c~

(';

c' c c c c

C c) C) C

(' ~'

G o Ci

o (;

o C)

c: C)

(

C

C

c

APPENDIX E, Nl (continned)

Site 11.2


1/A

2/B

7/G

SID

13/E

14/F

20/G

RT-514S-02/01 Final Report AppendixNI

Floor 30 25 19 13 7 4 1

30 '25 19 13 7 4 1

30 25 19 13 7 4 1

30 25 19 13 7 4 1

30 25

.19 13 7 4 1

30 25 19 13 7 4 1

30 25 19 13 7 4 1

TOTAL PNL 62.3 62.4 62.3 62.3 61.5 5S.5 50.2 65.1 65.4 65.6 65.3 65.0 62.2 52.6 64.7 64.6 64.6 64.3 62.5 56.S 49.5 63.5 63.5 63.5 63.3 62.9 5S.6 49.1 64.S 64.7 64.7 64.2 61.4 56.4 49.4 62.9 63.0 62.S 62.9 62.4 55.9 47.5 65.7 65.5 65.2 64.S 63.4 61.0 53.2

Site 11.2 (cont'd)


21/H

23/1

22/J


TOTAL Floor PNL

30 64.5 25 64.S 19 65.1 13 65.0 7 64.1 4 59.4 1 49.5

30 61.9 25 60.7 19 60.5 13 60.3 7 60.2 4 59.1 1 51.0

30 64.7 25 64.2 19 63.9 13 63.9 7 63.0 4 55.7 1 49.1

Notes: 1. PNL denotes Predicted Noise Level.

App. NI Page - 3 September 1997

2. "-" denotes insignificant contribution to overall PNL.

T: 5 I 4SlJr\app-b\enI. doc

APPENDIX E, Nl (continued)

Site 11.8


l/A 30 65.4 25 65.5 19 65.5 13 64.9 7 64.3 4 62.9 1 52.1

liB 30 66.3 25 66.5 19 66.6 13 66.5 7 65.7 4 63.4 1 55.2

l/C 30 62.8 25 63.2 19 63.5 13 63.4 7 62.9 4 62.8 1 50.5

21D 30 66.3 25 66.4 19 66.3 13 66.0 7 64.2 4 61.8 1 52.8

2/E 30 64.0 25 64.0 19 63.9 13 63.5 7 61.2 4 56.5 1 49.9

3/F 30 66.0 25 66.0 19 65.6 13 65.4 7 64.0

.4 62.1 1 55.1

3/G 30 65.8 25 65.9 19 65.9 13 65.8 7 65.0 4 64.6 1 56.0

Notes: t. PNL denotes Predicted Noise Level.

2. Bold & underlined figures denote exceedance of

RT-5148-02/01 Final Report Appendix NI

HKPSG criterion 0[70 dB(A).

Site 11.18


App. N1 Page - 4 September 1997

l/A

21B

3/C

4/D

5/E

5/F

6/G

6/H


TOTAL Floor PNL

30 70.8 25 71.2 19 71.6 13 72.1 7 72.6 4 73.0 1 67.5

30 64.0 25 63.8 19 63.1 13 62.8 7 58.7 4 53.9 1 48.2

30 65.1 25 64.8 19 64.2 13 63.8 7 59.2 4 52.3 1 48.0

30 67.9 25 68.1 19 68.0 13 68.1 7 67.2 4 64.9 1 55.7

30 , 1M 25 71.0 19 71.6 13 72.2 7 72.9 4 72.4 1 65.5

30 58.8 25 58.0 19 57.8 13 57.6 7 56.7 4 54.8 1 50.7

30 51.3 25 51.2 19 50.0 13 49.4 7 49.0 4 47.6 1 47.3

30 67.7 25 68.2 19 68.6 13 69.0 7 69.6 4 69.6 1 62.8

T:5148\fr\app-b\en1.doc

c

E . '." ..... 1

C C

o

o c o C) C

c C'

G

o c ('

C

(

(

c c c~

c

Q

e C·,

j

C C) ()

n C)

c c c.

APPENDIX E, Nl (coutinued)

Site 11.13


1/A 30 67.5 25 67.7 19 67.9 13 68.2 7 68.4 4 68.0 1 67.0

1/8 30 65.4 25 65.9 19 66.3 13 66.9 7 67.6 4 68.5 1 69.7

2/C 30 65.6 25 66.1 19 66.5 13 67.0

.7 67.8 4 68.6 1 69.7

31D 11 68.2 6 69.0 1 70.0

3/E 11 70.4 6 70.1 1 69.5

3/F 11 68.5 6 68.3 1 67.9

4/H 11 72.6 6 71.1 1 68.3

6/G 11 Z1A 6 67.8 1 62.9

Notes: l. PNL denotes Predicted Noise Level.

Site 11.14-School

Prediction point A

8

C

D


TOTAL Floor PNL

6 62.6 5 62.5 4 62.3 3 61.9 2 61.3 1 60.0 6 61.8 5 61.8 4 61.7 3 61.4 2 60.8 1 59.5 6 ~ 5 ~ 4 70.3 3 70.6 2 70.9 1 70.9 6 56.7 5 56.8 4 56.6 3 56.3 2 55.8 1 54.0

2. Bold & underlined figures denote exceedance of HKPSG criterion of70 dB(A). 3.ltalic & underlined figures denote exceedance ofHKPSG criterion of65 dB(A).

RT-5148-02/01 Final Report AppendixN1


T:51481Jrlapp-blen1.doc

c

('j

, ,>

C e, c-!

o

c C) ('

C' C; o

c; u c

c c c

APPENDIX N2

Site 9,1


1/A

5/B

6/C

910

iDlE

14/F

16/G

19/H

Site 9.8 - School

IPrediction point A

Site 9.9 - School

IPrediction point B


NOISE MODELLING RESULTS FOR MONG KOK WEST AREA

PNL PNL TOTAL Floor (WKC) (WKE) PNL '20 67A 65A 69,5 10 672 65,7 69,5 1 53,0 52,1 55,6

20 61,9 68,3 692 10 62,3 67,1 68,3 1 59,9 51A 60,5

20 70,2 68A 72.4 10 70.9 68A 72.8 1 57.5 57.0 60.3

20 I.1..1 - 71.3 10 71.3 - 71.3 1 56A - 56A

20 69.6 - 69.6 10 71.3 - I.1..1 1 Zil - 73.8

20 66.1 - 66.1 10 67.2 - 67.2 1 69.2 - 69.2

20 60.8 68.7 69A 10 62.6 66.1 67.7 1 64.8 52.9 65.1

20 64.0 63.0 66.5 '10 64.7 60.1 66.0

1 68.6 42.7 68.6

PNL PNL TOTAL Floor (WKC) (WKE) PNL

6 65.0 50A 65.1 5 65.1 49.0 65.2 4 65.1 47.5 65.2 3 65.1 46.1 65.2 2 65.2 44.9 65.2 1 65.2 43.9 65.2

PNL PNL TOTAL Floor (WKC) (WKE) PNL

6 64.2 55A 64.7 5 64.3 54.5 64.7 4 64.3 53.8 64.7 3 64.3 53.2 64.6 2 64.3 52.8 64.6 1 64.3 52A 64.6

Notes: 1. PNL denotes Predicted Noise Level. 2. PNL (WKC) denotes the noise come from West Kowloon Corridor (WKC) & internal networks. 3. PNL (WKE) denotes the noise come from West Kowloon Expressway & Yan Ma Tei Interchange. 4. Bold & underlined figures denote exceedance ofHKPSG criterion of70 dB(A). 5. "-" denotes insignificant contributions to overall PNL.

RT-I361-I1 Final Report AppendixN2


T: 514B\fr\app-b\en2.doc

APPENDIX E, N2 (continued)

Site 9.10

Tower No. PNL IPrediction point Floor (WKC)

1/A 21 63.8 19 64.2 16 64.8 13 65.4 10 66.4

.7 67.7 4 69.6 1 71.8

2/8 21 68.6 19 68.7 16 68.8 13 68.9 10 69.0 7 69.1 4 69.1 1 69.1

3/C 21 68.6 19 68.9 . 16 69.2 13 69.6 10 70.1 7 70.6 4 I.1..1 1 11&

4/0 20 67.8 16 68.0 13 68.7 10 69.6 7 70.7 4 72.2 1 :rul

5/E 20 62.2 16 62.2 13 62.3 10 62.4 7 62.5 4 62.7 1 62.7

6/F 20 59.4 16 60.0 13 60.7 10 61.4 7 62.1 4 62.8 1 63.3


PNL (WKE)

71.9 71.6 71.0 70.0 67.2 59.6 53.6 48.6 68.7 68.4 67.6 66.1 62.6 56.3 51.1 47.5 64.7 64.3 63.9 62.7 61.0 57.0 52.0 50.7

--------------

63.7 63.0 62.6 61.6 59.2 55.0 52.4

TOTAL PNL 72.5 72.3 71.9 71.3 69.8 68.3 69.7 71.8 71.7 71.6 71.3 70.7 69.9 69.3 69.2 69.1 70.1 70.2 70.3 70.4 70.6 zo..a Z1..2 ZU 67.8 68.0 68.7 69.6

I 70.7 ZU 73.8 62.2 62.2 62.3 62.4 62.5 62.7 62.7 65.1 64.8 64.8 64.5 63.9 63.5 63.6


2. PNL (WKC) denotes the noise come from West Kowloon Corridor (WKC) & internal networks. 3. PNL (WKE) denotes the noise come from West Kowloon Expressway & Yan Ma Tei Interchange. 4. Bold & underlined figures denotes exceedance ofHKPSG criterion of 70 dB(A). 5. "-" denotes insignificant contributions to overall PNL.

RT-J36/-JJ Final Report AppendixN2

App. N2 Page - 2 September /997

T: 5 / 4B\fr\app-b\en2. doc

c

c=-. <--. "

G

o C~

c

c: C',

."

l"J

C

c' c c c

c c (

c

C)

~

o c)

C) o

()

o c c

c


Site 9.11


7/G 21 66.7 19 65.8 16 63.6 13 62.8 10 61.3 7 55.3 4 49.4 1 45.3

8/H 21 67.7 19 66.9 16 66.2 13 66.8

.10 67.5 7 68.1 4 64.2 1 50.9

911 21 68.6 19 69.1 16 69.8 13 ZM 10 ~ 7 ZU 4 74.6 1 ThJ!

11/J 21 69.4 19 69.9 16 1M. 13 71.2 10 72.1 7 73.2 4 74.9 1 Z§.&

12/K 21 ll& 19 U.l! 16 74.0 13 H.Z 10 ~

'7 :HJ! 4 Th.2 1 75.6

18/L 21 74.1 19 74.2 16 H.Z 13 ~ 10 M& 7 :HJ! 4 Th.2 1 75.7


PNL (WKE)

--------

53.6 52.9 52.4 51.7 51.5 51.4 51.4 51.4 66.7 66.2 65.1 63.8 62.6 61.5 61.1 60.9 68.5 68.1 67.6 66.8 66.2 66.1 65.9 65.7 67.3 67.1 66.9 66.7 66.5 66.4 66.2 66.1 65.5 65.4 65.3 65.2 65.1 65.0 64.8 64.7

TOTAL PNL 66.7 65.8 63.6 62.8 61.3 55.3 49.4 45.3 67.9 67.1 66.4 66.9 67.6 68.2 64.4 54.2 70.8 70.9 71.1 71.4 72.0 1M 74.8 76.0 :u,Q 72.1 Zb.3. :u& 73.1 74.0 75.4 76.7 74.5 74.6 74.8 74.9 Th.! 75.4 Thl. ZM. ~ ~ ~ H.2 Th.! ~ 1M 1.M


2. PNL (WKC) denotes the noise come from West Kowloon Corridor (WKC) & internal networks. 3. PNL (WKE) denotes the noise come from West Kowloon Expressway & Yau Ma Tei Interchange. 4. Bold & underlined figures denotes exceedance ofHKPSG criterion of 70 dB(A). 5. ,,_to denotes insignificant contributions to overall PNL.

RT-1361-1I Final Report AppendixN2


T:514S\fr\app-b\en2.doc


Site 9.11 (co nt' d)


171M 21 73.1 19 73.2 16 73.3 13 73.1 10 73.2 7 73.5 4 74.0 1 74.5

16/N 21 71.9 19 71.9 16 71.8 13 71.4 10 71.4 7 71.6 4 72.1

. 1 72.6 16/0 21 69.1

19 68.9 16 68.1 13 67.7 10 67.4 7 67.5 4 67.7 1 67.8


PNL (WKE)

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

TOTAL PNL 73.1 73.2 73.3 73.1 73.2 73.5 74.0 74.5 71.9 71.9 71.8 71.4 71.4 71.6 72.1 72.6 69.1 68.9 68.1 67.7 67.4 67.5 67.7 67.8


2. PNL (WKC) denotes the noise come from West Kowloon Corridor (WKC) & internal networks.

3. PNL (WKE) denotes the noise come from West Kowloon Expressway & Yau Ma Tei Interchange.

4. Bold & underlined figures denotes exceedance ofHKPSG criterion of70 dB(A). 5. "on denotes insignificant contributions to overall PNL.

RT-1361-11 Final Report AppendixN2

App. N2 Page 0 4 September 1997

T: 5 1 48!fr\app-b\en2.doc

c C . . '

~ ..

C/,

c

c

c o C: c~

c c c· c

c ()

c:' (

C)

e o C) o c

o (

c

c


Site 9.12


3/A 36 67.8 32 67.2 28 66.8 24 66.4 20 65.7 16 65.2 12 63.6 8 60.0 4 56.9 1 56.0

3/8 36 66.2 32 66.0 28 65.0 24 65.5 20 65.2 16 63.9 12 60.9 8 57.4 4 55.6 1 54.6

3/C 36 67.5 32 67.3 28 66.7

'24 66.8 20 67.1 16 67.7 12 68.3 8 68.8 4 69.0 1 69.2

3/D 36 67.3 32 66.9 28 66.3 24 66.4 20 66.9 16 67.5 12 68.3 8 68.9 4 69.5 1 69.6

3/E 36 66.7 32 66.8 28 67.0 24 67.5 20 67.9 16 68.4 12 68.9 8 69.6

'4 70.1 1 70.4

Notes, 1. PNL denotes Predicted Noise Level.

PNL (WKE) 58.4 57.6 57.4 57.3 57.3 57.1 56.5 55.9 55.7 55.7 ----------

62.7 59.0 56.9 56.4 56.2 56.1 55.7 53.6 53.3 53.1 61.1 57.5 54.9 54.1 53.7 53.5 53.0 52.6 52.5 52.4

----------

TOTAL PNL 68.3 67.7 67.3 66.9 66.3 65.8 64.4 61.4 59.4 58.9 66.2 66.0 65.8 65.5 65.2 63.9 60.9 57.4 55.6 54.6 68.7 67.9 67.1 67.2 67.4 68.0 68.5 68.9 69.1 69.3 68.2 67.4 66.6 66.6 67.1 67.7 68.4 69.0 69.6 69.7 66.7 66.8 67.0 67.5 67.9 68.4 68.9 69.6 70.1 70.4


2. PNL (WKC) denotes the noise come from West Kowloon Corridor (WKC) & internal networks. 3. PNL (WKE) denotes the noise come from West Kowloon Expressway & Yau Ma Tei Interchange. 4. "-" denotes insignificant contributions to overall PNL.

RT-1361-IJ Final Report AppendixN2


T: 514Bljr\app-b\en2.doc


Site 9.12 (cont'd)


2/F 36 65.1 32 64.7 28 64.9

·24 65.3 20 65.9 16 66.4 12 67.0 8 67.6 4 68.0 1 68.2

2/G 36 65.9 32 65.2 28 65.4 24 66.0 20 66.6 16 67.2 12 67.9 8 68.7 4 69.3 1 69.6

21H 36 69.5 32 69.7 28 69.9 24 70.2 20 70.5 16 70.8 12 71.2 8 71.6

·4 72.1 1 72.3

211 36 69.2 32 69.4 28 69.6 24 69.9 20 70.2 16 70.6 12 Il!J! 8 Z1.l 4 11.Z 1 Z1..2

2/J 36 68.2 32 68.4 28 68.4 24 68.5 20 68.5 16 68.1 12 67.3 8 66.7 4 67.1 1 67.3


PNL (WKE)

--------------------------------------------------

TOTAL PNL 65.1 64.7 64.9 65.3 65.9 66.4 67.0 67.6 68.0 68.2 65.9 65.2 65.4 66.0 66.6 67.2 67.9 68.7 69.3 69.6 69.5 69.7 69.9 70.2 70.5 70.8 71.2 71.6 72.1 IU 69.2 69.4 69.6 69.9 70.2 I2.6. Il!J! Z1.l 11.Z Z1..2 68.2 68.4 68.4 68.5 68.5 68.1 67.3 66.7 67.1 67.3


2. PNL (WKC) denotes the noise come from West Kowloon Corridor (WKC) & internal networks 3. PNL (WKE) denotes the noise come from West Kowloon Expressway & Yau Ma Tei Interchange. 4. Bold & underlined figures denotes exceedance ofHKPSG criterion of70 dB(A). 5. "-" denotes insignificant contributions to overall PNL.

RT-1361-11 Final Report AppendixN2


T: 514B!frlapp-blen2. doc

c c ~.

(,

c

o c c

c o c c c c c

c Ci c; (

C"

o o c" C"

o o c

c

(

c


Site 9.12 (cont'd)

Tower No. PNL IPrediction pOint Floor (WKC)

11K 36 68.3 32 68.3 28 68.4 24 68.5 20 68.5 16 68.2 12 67.8 8 67.5

·4 67.6 1 67.8

l/L 36 68.2 32 68.2 28 68.4 24 68.5 20 68.6 16 68.5 12 68.4 8 68.3 4 68.7 1 68.9

11M 36 Z1.Q 32 71.1 28 IU 24 IM: 20 IU 16 IU 12 70.4 8 69.3 4 69.4 1 69.8

liN 36 70.7 32 70.9 28 71.0

'24· I1.Z 20 IU 16 I1.Z 12 70.4 8 69.4 4 69.5 1 69.7

1/0 36 69.3 32 69.3 28 69.3 24 69.2 20 69.0 16 68.7 12 67.9 8 65.6 4 63.8 1 63.6


PNL (WKE)

----------------------------------------

58.0 57.5 57.2 57.1 56.9 56.7 56.3 56.1 56.1 56.2

TOTAL PNL 68.3 68.3 68.4 68.5 68.5 68.2 67.8 67.5 67.6 67.8 68.2 68.2 68.4 68.5 68.6 68.5 68.4 68.3 68.7 68.9 Z1.Q Z1.1 IU 71.4 71.5 71.3 70.4 69.3 69.4 69.8 70.7 IM I1J!. 71.2 71.3 71.2 70.4 69.4 69.5 69.7 69.6 69.6 69.6 69.5 69.3 69.0 68.2 66.1 64.5 64.3


2. PNL (WKC) denotes the noise come from West Kowloon Corridor (WKC) & internal networks 3. PNL (WKE) denotes the noise come from West Kowloon Expressway & Yau Ma Tei Interchange. 4. Bold & underlined figures denotes exceedance ofHKPSG criterion of 70 dB(A). 5. "." denotes insignificant contributions to overall PNL.

RT-1361-1l Final Report AppendixN2


T: 5148\frlapp-b len2. doc


Site 9.12 (cont'd)


1/P 36 70.0 32 70.0 28 69.9 24 69.8 20 69.6 16 69.3 12 68.3 8 64.5 4 61.2 1 60.6

Site 9.14


1/A 30 67.2 26 67.1 21 67.0 16 66.7 11 66.6 6 65.1 1 60.0

1IB 30 66.4 26 66.6 21 66.8 16 67.1 11 67.3 6 68.2 1 62.0

2/C 30 66.4 26 66.5 21 66.6 16 66.8 11 66.9 6 66.9 1 60.0

3/D 30 65.5 ·26 65.3

21 65.0 16 64.5 11 63.8 6 62.6 1 55.9

4/E 30 66.4 26 66.3 21 66.2 16 65.8 11 65.2 6 64.1 1 56.5


PNL (WKE) 55.2 55.3 55.3 55.4 55.4 55.4 55.5 55.5 55.5 55.5

PNL (WKE) 59.0 57.8 57.3 57.0 56.7 56.5 56.4 59.8 58.7 58.3 58.0 57.8 57.6 57.5 -------

57.7 56.5 56.1 55.8 55.6 55.2 55.2 57.6 56.1 55.6 55.5 55.2 54.6 54.4

TOTAL PNL 70.1 70.1 70.0 70.0 69.8 69.5 68.5 65.0 62.2 61.8

TOTAL PNL 67.8 67.6 67.4 67.1 67.0 65.7 61.6 67.3 67.3 67.4 67.6 68.0 68.6 63.3 66.4 66.5 66.6 66.8 66.9 66.9 60.0 66.2 65.8 65.5 65.0 64.4 63.3 58.6 66.9 66.8 66.6 66.2 65.6 64.6 58.6

I


2. PNL (WKC) denotes the noise come from West Kowloon Corridor (WKC) & internal networks. 3. PNL (WKE) denotes the noise come from West Kowloon Expressway & Yau Ma Tei Interchange. 4. "." denotes insignificant contributions to overall PNL.

RT-136J-J1 Final Report AppendixN2


T: 5148!fr\app-b\en2. doc

c c <; ..

C.. C

u c c c

C; _/

o c~

o (

c

c

c} (

f\ E';

G

c: C\

C)

o C~

e c· ( ~.

c c

APPI!:NDlX I!:, N2 (continued)

Site 9.14 (cont'd)

Tower No. IPrediction point Floor

5/F 30 26 21 16 11 6 1

6/G 30 26 21 16 11 6 1

7/H 30 26 21 16 11 6 1

711 30 26 21 16 11 6 1

8/J 30 26 21 16 11 6 1

8/K 30 26 21 16 11 6

. 1

Site 9.13 - School

IPrediction point Floor A 6

5 4 3 2 1

PNL PNL (WKC) (WKE) 66.2 57.3 66.0 54.9 65.6 54.2 65.2 54.1 64.7 53.8 63.4 52.8 55.4 52.5 66.6 57.5 66.3 53.8 65.9 52.5 65.7 52.1 65.3 51.8 63.7 51.1 54.7 50.6 66.3 61.9 66.8 61.6 67.4 61.7 67.7 61.6 66.7 61.6 65.1 61.7 56.2 61.7 69.1 62.6 69.6 61.8 70.1 61.7 IM 61.7 70.3 61.7 69.8 61.8 60.8 61.8 67.7 59.4 67.7 54.7 68.0 51.7 68.3 51.0 68.9 50.6 69.5 50.2 62.1 50.1 67.2 58.7 67.2 54.6 67.3 52.0 67.6 51.5 67.8 51.1 66.1 50.7 59.4 50.5

PNL PNL (WKC) (WKE)

57.0 60.5 57.0 60.5 57.0 60.5 57.0 60.5 57.0 60.5 57.0 60.4

TOTAL PNL 66.7 66.3 65.9 65.5 65.0 63.8 57.2 67.1 66.5 66.1 65.9 65.5 63.9 56.1 67.6 67.9

. 68.4 68.7 67.9 66.7 62.8 70.0 70.3 70.7 1.1.0. Zl!..9. 70.4 64.3 68.3 67.9 68.1 68.4 69.0 69.6 62.4 67.8 67.4 67.4 67.7 67.9 66.2 59.9

TOTAL PNL 62.1 62.1 62.1 62.1 62.1 62.0


Notes: 1. PNL (WKC) denotes the noise come from West Kowloon Corridor (WKC) & internal networks 2. PNL (WKE) denotes the noise come from West Kowloon Expressway & Yau Ma Tei Interchange. 3. Bold & underlined figures denote exceedance ofHKPSG criterion of 70 dB(A).

RT-J36J-/l Final Report AppendixN2


T:5J4Bl[r\app-b\en2.doc

APPENDIX E, N2 (continned)

Site 10.6


lIA 36 31 27 23 18 14 10 5 1

1/B 36 31 27 23 18 14 10 5 1

2/C 36 31 27 23 18

'14 10 5 1

210 36 31 27 23 18 14 10 5 1

3/E 36 31 27 23 18 14 10 5 1

3/F 36 31 27 23

'18 14 10 5 1

PNL (WKC)

67.9 68.1 68.3 68.5 68.8 69.2 69.6 69.7 69.5 71.9 72.0 72.1 72.0 71.5 70.5 69.2 66.6 56.8 70.0 70.2 70.4 1.M 70.7 1M Th1. 70.5 70.4 69.2 69.3 69.6 69.6 68.7 67.7 65.8 62.0 55.3 71.8 Z1.Z 71.7 71.5 71.4 Z1.1 70.0 68.4 67.6 69.3 69.5 69.9 70.2 70.7 1M 69.7 66.1 60.8


PNL (WKE) 65.6 65.7 65.8 65.8 65.9 65.9 65.9 65.8 65.7 ------------------

67.6 67.7 67.7 67.7 67.6 67.6 67.5 65.5 56.6 ---------

67.9 67.9 67.9 67.9 67.9 67.9 67.9 67.8 66.8

TOTAL PNL 69.9 70.1 70.2 70.4 1.M 70.8 71.1 71.2 71.0 71.9 72.0 72.1 Z&.Q ZU 70.5 69.2 66.6 56.8 70.0 70.2 70.4 1.M Th1. 70.8 Th1. ZM 70.4 Z1& Iti :zu 71.8 71.2 70.7 69.7 67.1 59.0 :zu 71.7 Z1.Z Z1& 71.4 Z1.1 70.0 68.4 67.6 Z1.Z 71.8 Z&.Q ZU IU ll& ZU 70.0 67.8


2. PNL (WKC) denotes the noise come from West Kowloon Corridor (WKC) & internal networks 3. PNL (WKE) denotes the noise come from West Kowloon Expressway & Yau Ma Tei Interchange. 4. Bold & underlined figures denotes exceedance ofHKPSG criterion of70 dB(A). 5. "-" denotes insignificant contributions to overall PNL.

RT-/36/-lJ Final Report AppendixN2

App. N2 Page -/0 September /997

T: 5/4B\fr\app-b\en2.doc

c c

o

c o

C:

e c

c c c c c

c

( ,

c

c

c} o o c~

o c c (

c c


Nam Cheong Street


1/A 12 75.3 1 76.7

1/B 12 73.2 1 73.3

2/C 12 72.0 1 72.6

BID 12 75.6 1 77.7

BIE 12 Zll 1 74.5

7/F 12 72.2 1 72.6

7/G 12 73.3 1 74.0


PNL (WKE) 66.2 65.5 69.B 69.6 62.2 62.3 59.1 59.1 50.2 50.2 63.3 62.4 62.3 61.4

TOTAL PNL ZM 77.0 74.8 74.8 72.4 73.0 75.7 77.8 73.8 74.5 72.7 73.0 73.6 74.2


2. PNL (WKC) denotes the noise come from West Kowloon Corridor (WKC) & internal networks.

3. PNL (WKE) denotes the noise come from West Kowloon Expressway & Yau Ma Tei Interchange.

4. Bold & underlined figures denotes exceedance ofHKPSG criterion of70 dB(A). 5. "-" denotes insignificant contributions to overall PNL.

RT-J36J-J/ Final Report AppendixN2

. App. N2 Page - J J September J 997

T: 5 J 48\fr\app-b\en2. doc

c c) C; ( I

c

o CJ C) o

C) o o

c c c

c


APPENDIX N3 NOISE MODELLING RESULTS FOR TAl KOK TSUI WEST AREA

Site 7.9


1/A 24 70.4 20 70.1 16 69.9 12 69.5

·8 68.9 4 68.5 1 65.5

1/B 24 70.2 20 69.9 16 69.7 12 69.2 8 68.6 4 68.2 1 65.1

1/C 24 69.4 20 69.5 16 69.3 12 69.3 8 69.1 4 68.9 1 66.1

1/0 24 69.1 20 69.1 16 69.0 12 68.7 8 68.5 4 68.2 1 65.2

2/E 32 70.1 28 69.9 24 68.4 20 68.0 16 67.7 12 67.1 8 66.6 4 66.0 1 61.9

2/F 32 70.4 28 70.1 24 69.7 20 69.4 16 69.1 12 68.6 8 67.9 4 67.4 1 63.1

Notes: 1. PNL denotes Predicted Noise Level. 2. "~" denotes insignificant contributions

to overall PNL.

RT·SI48·02/01 Final Report Appendix N3

Site 7.9 (cont'd)



2/G

2/H

3/1

3/J

3/K

3/L

TOTAL Floor PNL

32 69.7 28 69.7 24 69.5 20 69.6 16 69.5 12 69.5 8 69.2 4 68.9 1 65.9

32 69.1 28 69.0 24 69.0 20 69.0 16 68.9 12 68.7 8 . 68.4 4 68.1 1 65.1

32 69.6 28 69.3 24 69.0 20 68.6 16 68.4 12 67.8 8 67.5 4 67.1 1 62.7

32 70.1 28 ' 69.9 24 69.5 20 69.2 16 68.9 12 68.5 8 67.9 4 67.4 1 63.0

32 69.8 28 69.7 24 69.7 20 69.6 16 69.5 12 69.6 8 69.2 4 68.8 1 66.7

32 69.8 28 69.8 24 69.6 20 69.5 16 69.4 12 69.2 8 68.8 4 68.4 1 66.0

T: SI48\[r\app·b\en3. doc


Site 8.3


l/A 29 71.1 25 71.0 21 71.0 17 71.5 13 71.4 9 71.4 5 70.1 1 66.0

liB 29 71.2 25 71.2

. 21 71.1 17 71.6 13 I1& 9 71.6 5 70.7 1 65.9

llG 29 68.7 25 69.0 21 69.0 17 69.3 13 69.5 9 69.9 5 68.0 1 62.7

110 29 68.6 25 68.8 21 68.8 17 69.1 13 69.1 9 69.2 5 66.7 1 62.3

21E 29 69.3 25 69.4 21 69.9 17 69.8 13 69.7 9 69.6 5 68.2 1 63.2

2/F 29 69.6 25 69.7 21 70.1 17 70.0 13 70.0 9 70.2 5 69.0 1 63.3

2/G 29 66.3 25 66.4 21 66.7 17 67.0 13 67.1 9 66.3 5 62.4 1 54.2


Site 8.3 (cont'd)


2/H

3/1

3/J

3/K

3/L

4/M

4/N


TOTAL Floor PNL

29 66.1 25 66.2 21 66.5 17 66.7 13 66.5 9 65.3 5 60.8 1 53.7

29 67.2 25 67.2 21 67.4 17 68.0 13 67.7 9 66.9 5 65.3 1 60.8

29 67.8 25 67.9 21 68.0 17 68.5 13 68.3 9 67.5 5 65.8 1 61.1

29 65.6 25 65.8 21 66.0 17 66.0 13 65.3 9

, 63.3

5 60.1 1 53.0

29 65.4 25 65.5 21 65.7 17 65.7 13 64.5 9 62.7 5 60.0 1 52.8

29 68.1 25 68.2 21 68.4 17 68.7 13 68.3 9 67.5 5 66.6 1 61.2

29 68.4 25 68.6 21 68.8 17 69.2 13 69.0 9 68.1 5 67.2 1 62.0

2. Bold & underlined figures denote exceedance ofHKPSG criterion of70 dB(A).

RT-S14B-02/01 Final Report AppendixN3


T: S14B!frlapp-b len3.doc

c c

c) C

o c c c c:

e c C~

c c c c c c c

c c) C;

(

C

e-' -- )

o o o CJ C;

Cl

()

o

Cj

o c c c c (


Site 8.3 (cont'd)


4/0

4/P

5/Q

5/R

5/S

51T

6/U


Floor 29 25 21 17 13 9 5 1

29 25 21 17 13 9 5 1

29 25 21 17 13 9 5 1

29 25 21 17 13 9 5

. 1 29 25 21 17 13 9 5 1

29 25 21 17 13 9 5 1

29 24 19 14 9 4 1

TOTAL PNL 67.2 67.4 67.7 67.9 68.0 67.4 66.6 60.9 66.9 67.2 67.4 67.6 67.6 67.0 66.4 60.0 67.5 67.7 67.9 68.4 68.4 67.9 67.4 62.2 67.9 68.1 68.3 68.8 68.9 68.5 67.8 62.9 65.6 65.8 66.0 66.2 66.4 66.4 65.9 60.4 65.3 65.4 65.6 65.7 65.8 65.6 65.1 61.8 -------

Site 8.3 (cont'd)

. Tower No. IPrediction point

8N

91W

11/X

121Y

13/Z


TOTAL Floor PNL

29 65.8 25 65.7 21 65.5 17 65.0 13 64.4 9 63.8 5 62.9 1 57.7

29 64.2 25 64.1 21 63.8 17 63.1 13 62.2 9 61.0 5 59.5 1 51.5

29 66.2 25 66.3 21 66.0 17 66.5 13 66.2 9 65.3 5 64.3 1 60.4

29 69.2 25 68.9 21 68.8 17, 68.6 13 68.1 9 67.6 5 66.5 1 61.1

29 68.8 25 68.6 21 68.4 17 68.1 13 67.6 9 67.0 5 66.1 1 61.3



2. "-" denotes insignificant contributions to overall PNL.

T: SI48l[r\app.b\en3. doc


Site 8.4


1/A 20 I2.2 17 76.3 13 76.2 9 75.9 5 75.8 1 75.5

2/B 20 77.5 17 77.7 13 77.8

'9 77.5 5 76.9 1 76.5

8/C 20 63.9 17 64.1 13 64.3 9 64.5 5 64.6 1 64.7

9/0 20 ZM 17 N:l. 13 70.8 9 I1.1 5 71.4 1 71.5

11/E 20 68.5 17 69.0 13 69.5 9 70.0 5 70.2 1 70.4

11/F 20 68.4 17 68.9 13 69.4 9 69.9 5 70.1 1 70.4

14/G 20 68.6 17 69.1 13 69.9 9 70.6 5 71.4 1 71.8

15/H 20 68.8 17 69.5 13 70.2 9 ZlU 5 ~ 1 ll.Q

17/1 20 III 17 ZU 13 IU 9 73.7 5 74.2 1 74.5


Site 7.14 - Police Married Quarters


1/A 28 67.3 25 67.6 21 67.8 17 68.0 13 68.3 9 68.4 5 68.4 1 68.3

1/B 28 -25 -21 -17 -13 -9 -5 -1 -

1/C 28 -25 -21 -17 -13 -9 -5 -1 -

2/0 28 -25 -21 -17 -13 , -9 -5 -1 -

3/E 28 -25 -21 -17 -13 -9 -5 -1 -

3/F . 28 -25 -21 -17 -13 -9 -5 -1 -

4/G 28 -25 -21 -17 -13 -9 -5 -1 -

Notes: 1. PNL denotes Predicted Noise Level. 2. Bold & underlined figures denote exceedance of HKPSG criterion of 70 dB(A).

RT-5J48-02/01 Final Report AppendixN3


T: 5148,!rlapp-blen3. doc

c c €

C c C

®

o c c C~

c'

c c c c

c c c

c

c

o c o o

C C)

o o C~

o c c c c (

3. "-" insignificant contributious to overall PNL.


Site 7.14 - Police Married Quarters (cont'd) Site 7.11-School

Tower No. TOTAL IPrediction point Floor PNL Prediction point

5/H 28 59.5 A 25 59.4 21 59.2 17 59.0 13 58.7 9 58.3 5 58.2 1 58.0

511 28 64.8 Site 7.12-School 25 64.9 21 65.1 17 65.3 Prediction point 13 65.5 8 9 65.7 5 66.0 1 66.0

3/J 28 66.8 25 67.1 21 67.3 17 67.6 13 67.8 Wong Tai Street 9 67.9 5 67.9 Tower No. 1 67.7 IPrediction point

2/K 28 61.7 A 25 62.0 21 62.4 8 17 62.8 13 63.3 9 63.9 5 64.7 Nam Cheong Estate 1 65.2


Notes: I. PNL denotes Predicted Noise Level. 1/A 2. Bold & underlined figures denote

exceedance of HKPSG criterion of 70 dBCA).

RT-5148·02/01 Final Report AppendixN3

App. N3 Page· 5 September 1997

1/8

3/G

41D

5/E


TOTAL Floor PNL

6 64.2 5 64.0 4 63.9 3 63.4 2 62.8 1 62.2

TOTAL Floor PNL

6 64.4 5 63.6 4 63.1 3 62.8 2 62.5 1 62.2

TOTAL Floor PNL

12' 67.6 1 68.5

12 68.9 1 70.4

TOTAL Floor PNL

15 73.6 1 69.8

15 71.5 1 60.3 15 IU 1 61.6 15 70.7 1 69.0

15 74.2 1 70.0

T:5148!frlapp-blen3.doc

c C c) C C E';

C) o C~

C: ~.

G

o o c;

c (

c c

West Kowloon Reclamation Final Report - ElA

APPENDIX N4 NOISE MODELLING RESULTS FOR CHEUNG SHA WAN WEST AREA

Site 4.15D

Tower No. PNL PNL PNL TOTAL IPrediction point Floor (WKC) (Local) (WKE) PNL

1/A 35 - 59.6 55.8 61.1 31 - 59.1 55.2 60.6 27 - 59.0 54.6 60.3 23 - 57.6 52.9 58.9 18 - 53.9 50.6 55.6 14 - 51.7 50.2 54.0 10 - 49.2 49.4 52.3 5 - 43.0 46.3 48.0 1 - - 41.2 43.6

1/8 35 - 55.2 54.7 .58.0 31 - 53.8 54.0 56.9 27 - 50.7 53.5 55.3 23 - 48.7 52.3 53.9 18 - 44.9 43.2 47.1 14 - 40.6 - 43.5 10 - - - 41.9 5 - - - 41.7 1 - - - 41.4

1/C '35 60.8 63.8 61.2 66.9 31 51.7 62.8 60.0 64.9 27 41.9 61.0 58.2 62.8 23 - 59.7 55.8 61.2 18 - 58.2 47.5 58.6 14 - 58.0 41.5 58.1 10 - 57.8 - 57.9 5 - 50.5 - 50.9 , 1 - 45.4 - 46.6

1/0 35 - 63.9 62.1 66.1 31' - 62.6 61.1 64.9 27 - 61.9 59.7 63.9 23 - 61.3 56.9 62.7 18 - 60.2 51.1 60.7 14 - 59.9 49.0 60.2 10 - 59.4 47.4 59.7 5 - 50.3 44.5 51.3 1 - 45.5 40.7 46.7

1/E 35 61.4 54.0 - 62.1 31 57.1 52.1 - 58.3 27 55.5 50.3 - 56.6 23 54.4 49.5 - 55.6

·18 54.4 49.1 - 55.5 14 54.4 49.0 - 55.5 10 53.9 48.7 - 55.0 5 47.3 46.9 - 50.1 1 44.4 42.8 - 46.7

Notes: 1. PNL denotes Predicted Noise Level. 2. PNL (WKC) denotes noise come from West Kowloon Corridor. 3. PNL (Local) denotes noise come from internal road networks. 4. PNL (WKE) denotes noise come from West Kowloon Expressway. 5. Bold & underlined figures denote exceedance ofHKPSG criterion of70 dB(A). 6. "-" denotes insignificant contributions to overall PNL.

RT-5 148-02/01 Final Report AppendixN4

App.N4 Page - l September 1997

T: \5148!fr\app-b\en4. doc


Site 4.150 (cont'd)


2/F 35 31 27

·23 18 14 10 5 1

2/G 35 31 27 23 18 14 10 5 1

2/H 35 31 27 23 18 14 10 5 1

2/1 35 31 27 23 18 14 10 5 1

2/J 35 31 27 23 18 14 10 5 1

PNL (WKC)

---------

64.4 62.3 62.1 62.3 62.4 62.5 62.0 59.4 59.1 64.2 62.6 62.5 62.7 62.9 63.0 62.9 61.3 61.0 64.7 64.8 64.0 60.8 58.6 58.1 58.0 58.0 57.9 61.2 61.0 59.4 58.4 58.2 58.2 58.2 58.3 58.3


PNL PNL (Local) (WKE)

57.3 59.5 ·54.1 57.7

52.8 54.0 52.6 49.3 52.4 46.2 52.1 43.3 51.2 40.5 48.2 -45.1 -57.2 -56.8 -57.0 -57.2 -57.5 -57.7 -57.8 -58.5 -58.3 -55.0 -53.8 -53.6 -53.8 -54.1 -54.3 -54.4 -54.9 -54.8 -52.4 -52.3 -51.3 -48.8 -45.5 -- -- -- -- -

44.0 -44.0 -44.1 -44.1 -43.1 -- -- -- -- -

2. PNL (WKC) denotes noise come from West Kowloon Corridor. 3. PNL (Local) denotes noise come from internal road networks.


TOTAL PNL 61.6 59.3 56.4 54.3 53.3 52.6 51.5 48.7 45.8 65.2 63.4 63.3 63.5 63.6 63.7 63.4 62.0 61.7 64.7 63.1 63.0 63.2 63.4 63.6 63.5 62.2 61.9 64.9 65.0 64.2 61.1 58.8 58.2 58.0 58.0 57.9 61.3 61.1 59.5 58.6 58.3 58.2 58.2 58.3. 58.3

4. PNL (WKE) denotes noise come from West Kowloon Expressway. 5. Bold & underlined figures denote exceedance ofHKPSG criterion of70 dB(A). 6. "-" denotes insignificant contributions to overall PNL.

RT-5148-02/0 I Final Report AppendixN4

App.N4 Page - 2 September 1997

T: \51481fr\app-b\en4. doc

(:

C'

C .1

C 1=, ,--,

o

c c C

c:

c o

c c c c: c

c C' CJ

C' ('

Ej

Q

o

o C) ('i

o o

c c (

C'" .'

C


Site 4.15D (cont'd)

Tower No. PNL PNL PNL IPrediction point Floor (WKC) (Local) (WKE)

3/K 35 58.8 - -31 58.7 - -27 58.8 - -23 59.0 - - ,

18 59.2 - -14 59.3 - -10 59.4 - -5 59.5 - -

. 1 59.5 - -3/L 35 68.0 56.3 -

31 68.0 56.3 -27 67.1 56.4 -23 64.9 56.0 -18 62.6 54.5 -14 61.4 53.3 -10 61.3 53.3 -5 61.2 53.4 -1 61.2 53.5 -

31M 35 68.7 54.9 -31 68.5 54.9 -27 67.1 55.0 -23 65.9 54.5 -18 64.6 52.2 -14 63.5 50.5 -10 63.4 50.2 -5 63.4 50.1 -1 63.4 50.1 -

4/N 35 68.4 - -31 68.1 - -27 65.6 - -

.23 63.7 - -18 62.4 - -14 54.6 - -10 49.5 - -5 46.3 - -1 43.7 - -

4/0 35 69.1 - -31 69.2 - -27 68.0 - -23 64.8 - -18 62.5 - -14 54.7 - -10 49.9 - -5 46.4' - -1 43.5 - -

Notes: 1. PNL denotes Predicted Noise Level. 2. PNL (WKC) denotes noise come from West Kowloon Corridor. 3. PNL (Local) denotes noise come from internal road networks .

. 4. PNL (WKE) denotes noise come from West Kowloon Expressway.


TOTAL PNL 58.9 58.7 58.8 59.0 59.2 59.3 59.4 59.5 59.5 68.3 68.3 67.5 65.4 63.2 62.0 61.9 61.9 61.9 68.9 68.7 67.4 66.2 64.8 63.7 63.6 63.6 63.6 . 68.4 68.1 65.6 63.7 62.4 54.6 49.5 46.4 43.8 69.1 69.2 68.0 64.8 62.5 54.7 49.9 46.5 43.7

S. Bold & underlined figures denote exceedance of HKPSG criterion of 70 dB(A). 6. "-" denotes insignificant contributions to overall PNL.



T:15148I[rlapp-blen4.doc


Site 4.150 (cont'd)


4/P 35 71.3 64.2 -31 71.4 64.4 -27 70.7 64.7 -23 69.3 65.0 -18 68.6 65.3 -14 66.9 65.5 -10 66.0 65.7 -5 66.0 65.9 -1 66.0 66.0 -

4/Q 35 71.0 61.8 -31 70.9 62.1 -27 69.9 62.3 -23 69.2 62.6 -18 68.5 62.9 -

'14 67.7 63.3 -10 67.5 63.5 -5 67.6 63.7 -

. 1 67.6 63.9 -6/R 35 67.1 64.1 -

31 67.2 64.3 -27 67.2 64.5 -23 67.3 64.6 -18 67.3 65.0 -14 67.4 65.3 -10 67.4 65.5 -5 67.4 65.8 -1 67.2 66.0 -

6/S 35 67.1 64.4 -31 67.1 64.6 -27 67.2 64.9 -23 67.3 64.9 -18 67.4 65.3 -14 67.4 65.3 -10 67.4 66.0 -5 67.4 66.5 -1 67.0 67.1 -

61T ·35 - 62.5 55.7 31 - 62.0 55.4 27 - 61.5 55.2 23 - 59.7 55.0 18 - 57.0 54.8 14 - 53.7 54.6 10 - 52.6 47.5 5 - 51.3 42.2 1 - 47.3 -

Notes: I. PNL denotes Predicted Noise Level. 2. PNL (WKC) denotes noise come from West Kowloon Corridor. 3. PNL (Local) denotes noise come from internal road networks.


TOTAL PNL 72.1 72.2 71.7 70.7 70.3 69.3 68.9 69.0 69.0 71.5 71.4 70.6 70.1 69.6 69.0 69.0 69.1 69.1 68.9 69.0 69.1 69.2 69.3 69.5 69.6 69.7 69.7 , 69.0 69.0 69.2 69.3 69.5 69.6 69.8 70.0 70.1 63.3 62.9 62.4 61.0 59.0 57.2 53.8 51.8 48.0

4. PNL (WKE) denotes noise come from West Kowloon Expressway. 5. Bold & underlined figures denote exceedance ofHKPSG criterion of70 dB(A). 6. "-" denotes insignificant contributions to overall PNL.



T: \5148lfr\app-b\en4. doc

c c

c,. c

8

o

CJ

o c

c c: c c c c c (

( '--

c/ C'

C

Cl

Q

e Ci .

C) o c' o 8 o o

c c

C·.-·

c


Site 4.150 (cont'd)


5/U 35 - 66.5 54.5 31 - 66.9 53.8 27 - 67.1 53.5 23 - 67.4 53.4 18 - 68.1 53.2 14 - 68.8 52.9 10 - 69.4 52.2 5 - 70.0 48.4 1 - 70.4 43.8

5N 35 - 66.0 54.7 31 - 66.1 54.0 27 - 66.6 53.7 23 - 66.9 53.5 18 - 67.5 53.4

'14 - 68.0 53.2 10 - 68.3 52.2 5 - 68.8 48.5 1 - 69.1 44.2

SABIA 14 66.5 72.1 -10 66.1 72.7 -7 65.2 73.4 -4 63.7 73.2 -1 60.8 63.1 -

SABIB 14 60.4 58.4 -10 60.4 57.9 -7 60.4 57.4 -4 60.4 56.5 -1 58.3 51.2 -

SABle 14 61.8 57.6 -10 61.8 57.3 -7 61.9 57.2 -4 61.9 57.0 -1 59.7 51.2 -

SAB/O 14 63.8 59.1 -10 63.8 59.0 -7 63.8 59.1 -

'4 63.8 59.1 -1 61.3 55.1 -

Notes: 1. PNL denotes Predicted Noise Level. 2. PNL (WKC) denotes noise come from West Kowloon Corridor. 3. PNL (Local) denotes noise come from ioternal road networks. 4. PNL (WKE) denotes noise come from West Kowloon Expressway.


TOTAL PNL 66.7 67.1 67.3 67.6 68.2 68.9 69.5 70.0 70.4 66.3 66.4 66.8 67.1 67.7 68.1 68.4 68.8 69.1 73.2 73.5 74.0 73.6 65.1 62.5 62.3 62.2 61.9 • 59.1 63.2 63.1 63.2 63.1 60.3 65.1 65.0 65.1 65.1 62.2

5. Bold & underlioed figures denote exceedance ofHKPSG criterion of70 dB(A). 6. "-" denotes iosignificant contributions to overall PNL.



T: 151 48\frlapp-blen4.doc


Site 4.17 - School

PNL PNL PNL Prediction point Floor (WKC) (Local) (WKE)

A 6 63.9· 64.2 57.4 5 63.1 64.3 57.4 4 62.2 64.3 57.4 3 60.8 64.4 57.4 2 58.5 64.5 57.4 1 56.2 64.6 57.3

Site 4.18 - School

PNL PNL PNL Prediction pt Floor (WKC) (Local) (WKE)

B 6 62.2 65.0 57.8 5 61.5 64.8 57.8 4 60.9 64.9 57.8 3 59.7 64.9 57.8 2 57.3 64.8 57.8 1 54.8 64.8 57.8

Site 4.190 - Magistracy

PNL PNL PNL Prediction point Floor (WKC) (Local) (WKE)

A 6 - 75.6 55.6 5 - Z§.,2 55.5 4 - 1.6.3. 55.5 3 - 76.7 55.5 2 - 77.0 55.5 1 - 77.2 55.5

B 6 65.3 61.0 -5 64.5 60.9 -4 63.6 60.8 -3 62.0 60.7 -2 60.2 60.7 -1 58.5 60.6 -

Notes; I. PNL denotes Predicted Noise Level. 2. PNL (WKC) denotes noise come from West Kowloon Corridor. 3. PNL (Local) denotes noise come from internal road networks.


TOTAL PNL 67.5 672 66.9 66.5 66.1 65.8

TOTAL PNL 67.3 67.0 66.9 66.6 Q§2 66.0

TOTAL PNL 75.6 76.0 76.3 76.7 , 77.0 77.2 66.7 66.1 65.4 64.4 63.5 62.7

4. PNL (WKE) denotes noise come from West Kowloon Expressway. 5. Bold & underlined figures denote exceedance ofHKPSG criterion of70 dB(A). 6. Italic & underlined figures denote exceedance ofHKPSG criterion of 65 dB(A). 7. "-" denotes insignificant contributions to overall PNL.



T:15148'{rlapp-blen4.doc

C' (J)

c . ,

c'

8

o

c c c C~

c c c C~

C

c c c (

-- ') -,

c! Ci

C ('

e l

G

0 C)

C)

CI

(i

CI (?I

--

CJ

C) C:

U

C C·

C C

C


APPENDIX N5 NOISE MODELLING RESULTS FOR MEl FOOAREA

Mei Foo Sun Chuen

TOTAL TOTAL Prediction point Floor PNL Prediction point Floor PNL

A 30 73.6 C 30 74.3 27 73.7 27 74.2 24 73.7 24 74.1 21 73.7 21 74.1 17 73.7 17 74.0 13 73.7 13 73.8 10 73.7 10 73.6 7 73.7 7 73.5 4 73.7 4 73.4 1 73.7 1 73.4

B 30 74.1 D 30 68.1 27 74.1 27 68.1 24 74.1 24 68.1 21 74.1 21 67.9 17 74.1 17 67.8 13 74.1 13 67.6 10 74.0 10 67.6 7 74.0 7 67.5 4 74.0 4 67.5 1 74.0 1 67.5

Notes: 1. PNL denotes Predicted Noise Level. 2. Bold & underlined figures denote exceedance of HKPSG criterion of 70 dBCA). 3. "-" denotes insignificant contributions to overall PNL.

RT-5148-02/01 Final Report Appendix N5


T: 15 1 48Ijrlapp-blen5. doc

c

(

c E' --I

/

Q

o c) o o c

e, -"

o o C) o c c

c

Appendix Cl Constrnction Noise Impact

TSIM SHA TSUI WEST

NSR

CONSTRUCTION SITE

Construction Activities SWL,dB(A)

Excavation 122

Piling & Foundation 123

Building Construction 120

NSR

CONSTRUCTION SITE

Construction Activities SWL, dB(A)

Excavation 122



NSR

CONSTRUCTION SITE


Excavation 122



NSR

CONSTRUCTION SITE


Excavation 122



NSR

CONSTRUCTION SITE


Excavation 122



NSR

CONSTRUCTION SITE


Excavation 122



MTR PHASE I

MTRPHASE2

Multiplicity Total SWL, dB(A)

2

2

2

MTRPHASEI

MTRPHASE3

125.0

126.0

123.0


I 122.0

I 123.0

I 120.0

MTRPHASEI

KCRC DEVELOPMENT


4

4

4

MTRPHASE2

MTRPHASE5

128.0

129.0

126.0


I

I

I

MTRPHASE4

MTRPHASE7

122.0

123.0

120.0


I

I

I

MTRPHASE6

MTRPHASE7

122.0

123.0

120.0


I 122.0

I 123.0

I 120.0

MONG KOK WEST AND VAU MA TEl

NSR

CONSTRUCTION SITE


Excavation 122



NSR

RSHOUSING

MTRCCDA


5 129.0

5 130.0

5 127.0

PSPS HOUSING

CONSTRUCTION SITE MTRC CDA

Construction Activities SWL, dB(A) Multiplicity Total SWL, dB(A)

Excavation 122

West Kowlool/ ReclamaaOll COlllprehell:;il'l! Traffic Analysis Review Ell1'irolllllf!1llallmpacl A.\~\·e.f:;lIIelll

Distance, m Dist. AU. dB(A) F. Corr. dB(A PNL,dB(A)

37 -39.4 3 88.6

37 -39.4 3 89.6

37 -39.4 3 86.6

Distance, m Dist Att. dB(A) F. Corr. dB(A PNL, dB(A)

29 -37.2 3 87.8

29 -37.2 3 88.8

29 -37.2 3 85.8

Distance, m Dist. Att. dB(A) F. Corr. dB(A PNL,dB(A)

119 -49.5 3 81.5

119 -49.5 3 82.5

119 -49.5 3 79.5

Distance, m Dist. Att. dB(A) F. Corr. dB(A PNL,dB(A)

44 -40.9 3 84.1

44 -40.9 3 85.1

44 -40.9 3 82.1

, Distance, m Dist. Att. dB(A) F. Corr. dB(A PNL,dB(A)

24 -35.6 3 89.4

24 -35.6 3 90.4

24 -35.6 3 87.4

Distance, m Dist. AU. dB(A) F. Corr. dB(A PNL,dB(A)

32 -38.1 3 86.9

32 -38.1 3 87.9

32 -38.1 3 84.9

Distance, m Dist. At!. dB(A) F. Corr. dB(A PNL, dB(A)

90 -47.1 3 84.9

90 -47.1 3 85.9

90 -47.1 3 82.9

RT-J36J-J 1 Filial Report AppelldixCl App.Cl Page - 1

SeptemberJ 99i T: \51-lHOOOifr\app-b\cJ .xls

Appendix Cl Construction Noise Impact We.f/ Kaw/l1Im Reclamatioll C(Jlllprehell.\·iv~ Traffic Analysis Review Ellvirollmentallmpact A.~se.f.\"lIIelll



NSR CONSTRUCTION SITE


Excavation 122



NSR CONSTRUCTION S[TE


Excavation 122

Piling & Foundation [23


R I HOUSING

MTRCCDA

130.0 127.0


5 129.0

5 130.0

5 127.0

144

144

Distance, m 68

68

68

MAN CHEONG STREET SANDWICH CLASS HOUSING

Multiplicity Total SWL, dB(A) Distance, m [ 122.0 106

I [23.0 [06

I 120.0 106

Dist. At!. dB(A)

-44.7

-44.7

-44.7

Dist. Att. dB(A)

-48.5 -48.5

-48.5

HING WAH STREET I YEN CHOW STREET

NSR CONSTRUCTION SITE


Excavation 122

Piling & Foundation [23

Building Construction [20



Site Clearance 122

Excavation 122



MEIFOO


Construction Activities Site Clearance Excavation Piling & Foundation Building Construction

RT·J361·JJ Filial Report Appendix Cl

SWL,dB(A)

122

122

123

120

NAM CHEONG ESTATE

CDA Multiplicity Total SWL, dB(A)

4 128.0

4 129.0

4 126.0

NAM CHEONG ESTATE

Distance, m Dist. Att. dB(A)

227 -55.[

227 -55.1

227 -55.1

CHEUNG SHA WAN WEST PUBLIC RENTAL ESTATE


6

6

6

6

ME[ FOO SUN CHUEN

PORT

[29.8

129.8

130.8

127.8


10 132.0

10 132.0

10 133.0

10 130.0

Distance,m 227

227

227 227

Distance, m 380

380

380 380

App.CI Page - 2 Seplemberl997

Dist. At!. dB(A)

-55.1

-55.1

-55.1

-55.1

Dist. At!. dB(A)

-59.6

-59.6

-59.6 -59.6

F. Corr. dB(A PNL,dB(A)

3 87.3

3 88.3

3 85.3

F. Corr. dB(A PNL, dB(A)

3 76.5

3 77.5

3 74.5


3 75.9

3 76.9

3 73.9


3 77.7

, 3 77.7

3 78.7

3 75.7


3 75.4

3 75.4

3 76.4

3 73.4

T: 151 '/BOOOljrlapp-b leI .xls

c ( '

./

c

c

o c o o

c e c c c c

c c c c

c'

o e o

0 , -"

9

o o c'

c c c c c


Appendix C2 Construction Dust Impact

1

1.1

1.2

1.3

1.4

2.

Assumptious for Fugitive Dust Model (FDM)

Meteorological Input

The 1995 meteorological data at Tsim Sha Tsui from Royal Observatory was used. The input data include wind speed, wind direction, mixing height, temperature and stability class.

Dust Emission Rates

Emission factor for typical construction operations given in the US EPA -Compilation of Air Pollutant Emission Factors, AP-42, 4th Edition, 1985 was used and it is: 1.2 tons per acre of construction per month of activity.

Dust emission factor of 3 .17 x 10-4 g1s/m2 was input in the model and it was obtained by converting the above emission factor based on 26 working day per month and 10 operation hours per day.

Construction site area were assumed to be 6400 m2

No Mitigation Measure was considered in the model

Model Result

The maximum TSP level at receptors with different distance from the construction site boundary are shown in the Table 1 below:

Table I Predicted unmitigated TSP level

Distance (m) Maximum 1 Hour Maximum 24 Maximum Long-AverageTSP Hour Avera~e TSP Term TSP

(J.1g1m3

) (J.1g1m ) (J.1g1m3)

20 10465 1170 127 40 7117 523 51 60 5152 326 24 80 3781 237 15 100 3198 170 11 120 2769 146 8 140 2442 129 6 160 2185 115 5 180 1977 104 4 200 1805 95 3 220 1661 87 3 240 1538 81 2 260 1431 75 2 280 1337 70 2 300 1253 66 2 320 1178 62 1 340 1110 58 1

RT-5148-02-01 Final Report AppendixC2

App. C2 Page - 1 September 1997

T: 151 48000\frlapp-b\C2.doc


The predicted unmitigated TSP level at selected ASR in different area of the study area are presented in Tables 2 to 5.

Table 2

ASR

MTR Phase I MTR Phase I MTR Phase I MTR Phase 2 MTR Phase 4 MTR Phase 6

Table 3

ASR

RS Housing PSPS Housing

Table 4

ASR

Nam Cheong Estate Nam Cheong Estate

RT-514B-02-01 Final Report Appendix C2

Predicted unmitigated TSP level at Tsim Sha Tsui West

Construction Distance I Hour 24 Hour LongTenn Site (m) Average Average TSP,

TSP, TSP, (flglm3)

(flglm3

) (flglm3

)

MTR <20 > 10456 >1170 >127 Ph.ase 2 MTR <20 > 10456 >1170 >127 Phase 3 KCRC 80 3781 237 15 Development MTR <20 > 10456 >1170 >127 Phase 5 MTR <20 > 10456 >1170 >127 Phase 7 MTR <20 > 10456 >1170 >127 Phase 7

Predicted unmitigated TSP level at Mong Kok West and Yau Ma Tei

Construction Distance 1 Hour 24 Hour Site (m) Average Average

TSP, TSP, (flglm3

) (flglm3)

MTRCCDA 40 7117 523

MTRCCDA 40 7117 523

Predicted unmitigated TSP level at Hing Wah Street! Yen Chow Street

Construction Distance 1 Hour 24 Hour Site (m) Average Average

TSP, TSP, (flglm3

) (flglm3)

CDA 80 3781 237

CSWWest 100 3198 170 Pub lic Rental Housing

LongTenn TSP,

(flglm3

)

51

51

LongTenn TSP,

(flglm3

)

15

11

App. C2 Page - 2 September J 997

T: 15 J 4BOOO'{rlapp-blc2.doc

c c c (

C'

Ei

Q

e ()

c o c C

8

c' o c o c

c: C

c c c (

c

g

(:

C C)

C: ( ',

"

ei ,

o

c' c c c c

3.


Table 5 Predicted unmitigated Port Rail Terminal at Mei Foo

ASR Construction Distance I Hour 24 Hour Long Term Site (m) Average Average TSP,

.

TSP, TSP, (J.1g/m3)

(J.1g/m3) (J.1g/m3

)

Mei Foo Port Rail 300 1253 66 2 Sun Chuen Terminal

Mitigation Measnres

The model results indicated that the predicted TSP levels at some ASRs might exceed the Air Quality Objectives (AQO) on both average 24-hour TSP (260 J.1g/m3

)

and average I-Year TSP (80 J.1g/m3) and also the guideline for I-hour TSP (500

J.1g/m\ In order that nuisance to the residents in the ASR is minimised, it is essential to adopt some dust suppression measure at the construction sites.

Watering is one of effective dust control measure. The effectiveness of the watering for control depends greatly on the frequency of application. In accordance with US EPA AP-42, a twice daily watering with complete coverage is estimated to reduce dust emission by up to 50 percent Therefore for those construction sites with a buffer distance of less than 20m from the ASR, it is necessary to reduce the dust level (i.e. I-hour TSP level by 95 percent to comply with the EPD's guideline. In order to achieve this, at least four times daily watering is recommended.

Apart from watering, other dust suppression measures could be considered including:

• adopt good site practice; • restrict the construction area to a minimum practicable size; • reduce amount of material stock piled on the site at anyone time; • restrict the speed of vehicles inside the site; and • install wheel washing facilities at the site exit.

RT-5148-02-01 Final Report AppendixC2

App, C2 Page - 3 September 1997

T: 151 48000'![rlapp-blc2, doc

c C,

Ci

C C C) g

(')

Cj c; C:,

C

C' C7

o o C;

C) C (

C

C."

C

ENVIRONMENTAL MONITORING AND AUDIT

MANUAL

ApPENDIXC

I·

C c; c; C C ()

o o C) o o (i

C:

e o o C~·

C!

C

C

C

C

C


TERRITORY DEVELOPMENT DEPARTMENT

AGREEMENT CE 73/94

WEST KOWLOON RECLAMATION COMPREHENSIVE TRAFFIC

ANALYSIS & ENVIRONMENTAL IMPACT ASSESSMENT:

Environmental Monitoring and Audit Manual - Construction Phase

RT-S148-02/01 Final Report Appendix C1

SEPTEMBER 1997

App.C1 September 1997

T:S148ljr\app-c\cJ.dac


WEST KOWLOON RECLAMATION ENVIRONMENTAL

IMPACT ASSESSMENT

Environmental Monitoring and Audit Manual

CONTENTS

1. INTRODUCTION

Page

1

l.l Purpose of the Manual ................................................................................. .

1.2 Background ................................................................................................... . I

1.3 Environmental Monitoring and Audit Requirements ................................... . 3

1.4 Project Organization ..................................................................................... . 3

1.5 Construction Programme ............................................................................... . 4

2_ AIR QUALITY 7

2.1

2.2

2.3

2.4

2.5

2.6

2.7

2.8

3. NOISE

3.1

3.2

3.3

3.4

3.5

3.6

3.7

RT-5148-02/01 Final Report Appendix C I

Air Quality Parameters .................................................................................... 7

Monitoring Equipment ................................................................................... . 7

Laboratory Measurement! Analysis ................................................................ 9

Monitoring Locations ...................................................................................... 9

Baseline Monitoring ......................................................................................... 10

Impact Monitoring ............................................................................................ II

Event and Action Plan for Air Quality ............................................................. II

Dust Mitigation Measures ................................................................................ 14

17

Noise Parameters ........................................................................................... 17

Monitoring Equipment .................................................................................. 17

Monitoring Locations .................................................................................... 17

Baseline Monitoring ...................................................................................... 19

Impact Monitoring ........................................................................................ 20

Event and Action Plan for Noise ................................................................... 20

Noise Mitigation Measures ........................................................................... 21

App.CI Content Page - i September 1997

T: 51 48\fr\app-c\cI.doc

c

e o c G

C

C:

e o C)

c·

(

c c (

c

c c!

c

o o o

C) c!

o o

c c c

c

4.

5.

6.

7.

8.


WATER QUALITY 24

4.1 Water Quality Mitigation Measures ................................................................. 24

WASTE MANAGEMENT 25

SITE ENVIRONMENTAL AUDIT 27

6.1 Site Inspections .............................................................................................. 27

6.2 Compliance ~ith Legal and Contractual Requirements .............................. . 27

6.3 Environmental Complaints ........................................................................... . 28

REPORTING 30

7.1 General........................................................................................................... 30

7.2 Baseline Monitoring Report ........................................................................... 30

7.3 Monthly EM&A Reports ................................................................................ 30

7.4 Quarterly EM&A Summary Reports .............................................................. 33

7.5 Data Keeping ................................................................................................... 34

7.6 Interim Notifications of Environmental Quality Limit Exceedances .............. 34

OPERATION PHASE EM&A 36

8.1 Introduction

RT-5148-02/01 Final Report AppendixCl

App.Cl Content Page - it September 1997

T:5148)fr\app-c\cJ.doc

FIGURES:

I.l

1.2

1.3

2.1

3.1

6.1

Site Plan - Northern Section Outline Development Plan

Site Plan - Central Section Outline Development Plan

Site Plan - Southern Section Outline Development Plan

Data Sheet for TSP Monitoring

Noise Monitoring Field Record Sheet

Complaint Response Procedures


7.1 Sample Template for Interim Notifications of Environmental Quality Limits Exceedances

TABLES:

2.1 Action and Limit Levels for Air Quality

2.2 Event! Action Plan for Air Quality

3.1 Action and Limit Levels for Construction Noise

3.2 Event!Action Plan for Construction Noise

APPENDIX EC4:

Code of Practice - Operation Guide for Container Depots

RT-SI48-02/01 Final Report Appendix C1

App.Cl Content Page - iii September 1997

T:SI48\frlapp-clc1.doc

(

C'

C, C

o e

c c C\

e c o C'

c

c

c c Ci

c c) e o

o Cl

C)

o o Ci

/

c)

c (

c

1.

1.2

INTRODUCTION

West Kowloon Reclamation Comprehensive TraffkAnalysis Review & Environmental Impact Assessment

PURPOSE OF THE MANUAL

The purpose of this Environmental Monitoring and Audit (EM&A) Manual is to guide the setup of an EM&A Programme to ensure compliance with the Environmental Impact Assessment (EIA) study recommendations, to assess the effectiveness of the recommended mitigation measures and to identify any further need for additional mitigation measures or remedial action. This Manual outlines the monitoring and audit programme to be undertaken for the construction of development on the West Kowloon Reclamation. It aims to provide systematic procedures for monitoring, auditing and minimising of the environmental impacts associated with the construction works.

Hong Kong environmental regulations for air and water quality, noise and waste, the Hong Kong Planning Standards and Guidelines, and recommendations in the EIA study final report on the West Kowloon Reclamation have served as environmental standards and guidelines in the preparation of this Manual.

This Manual contains the following:

(a) duties of the Environmental Team (ET) with respect to the environmental monitoring and audit requirements during construction;

(b) information on project organisation and programming of construction activities for the project;

(c) requirements with respect to the construction schedule and the necessary environmental monitoring and audit programme to track the varying environmental impact;

(d) definition of Action and Limit levels;

(e) establishment of event and action plans;

(f) requirements of reviewing pollution sources and working procedures required in the event of non-compliance of the environmental criteria;

(g) requirements of presentation of environmental monitoring and audit data and appropriate reporting procedures.

For the purpose of this manual, the "Engineer" shall refer to the Engineer as defined in the Contract and the Engineer's Representative (ER), in cases where the Engineer's powers have been delegated to the ER, in accordance with the Contract. The ET leader, who shall be responsible for and in charge of the Environmental Team (ET) , shilll refer to the person delegated the role of executing the environmental monitoring and audit requirements.

BACKGROUND

The operational phase EM&A section is based on Technical Report 6 (TR6) and the final report - deliverables 7 and 8 of the brief. TR6 report seeks to resolve issues outstanding on presentation of the 'Revised Working Plan' in Technical Report TR4 in order to lead to an agreed Outline Master Development Plan in the Final Report.

RT-5148-02/01 Final Report AppendixCI

App.C1 Page - 1 September 1997

T: 5148'!rlapp-clcJ .doc


The development of the Plan which is assessed in TR6 was undertaken through a multidisciplinary, iterative design process, which has gradually merged such principal planning concerns as land use, .development density, urban fonn and landscape design, with parallel considerations of infrastructure/utilities provision. The development layouts and building locations were generated to accord with the general urban design principles for the WKR and the urban design concepts proposed in the parallel Planning Department Study (WKRRDDP).

The findings of the environmental review presented in TR4 have been developed for further assessment in TR6 and the FR. The main issues for all sites and the focus for the environmental workstream have been the close proximity of heavily trafficked roadways to potential sensitive uses and the resulting noise and air quality impacts. Other environmental issues, including waste management, construction impacts and environmental monitoring requirements have also been considered.

The process of producing TR4 primarily resulted in a considerable reduction in population when compared with TR2, the reductions arising out of land use, urban design, and environmental variables. Reports TRS and TR6 tested the conclusions of TR4, identifying changes which might be necessary as a result of the more refined analysis and the identification of railway and infrastructure limitations arising out of that analysis and recommending the means of incorporating such changes.

One of the major variables is the planning of the Western Corridor Railway (WCR) and the associated West Kowloon Passenger Tenninal (WKPT). It is likely that there will be further changes to the plans and variations from the assumptions in this report. In order to allow TR6 to be completed, the WCR and WKPT arrangements as currently instructed have been adopted.

It is assumed that a separate EIA for the proposed WCR and associated stations and developments will be conducted when details are available and will consider; inter alia

• Building layout

• Traffic noise and emission affecting development sites

• Train noise and train-induced structure-borne noise - affecting development sites

• Reduction of noise by mitigation measures at source

• Noise and vibration insulating of building elements

• Construction noise affecting the neighbouring developments

• Construction noise from later phases affecting the early phases of the developments proposed in TR4

• Operational impacts from the stations and mechanical plant

• Environmental monitoring and audit

In tenns of the present environmental assessment, an important threshold in the planning process was completion of the traffic modelling/transport analysis (TRS). This allowed verification, of the road network incorporated in the WKR OMP. In tandem with this, dialogue with concerned divisions of EPD, allowed a proactive approach to resolving many of the fundamental difficulties in dovetailing land use/urban design recommendations to meet HKPSG environmental guidelines. In this respect special emphasis was placed on noise and air quality.


App.CI Page - 2 September 1997

T: 5148,!rlapp-clcl.doc

c c E.,

c c c e

c

c c

(J

o c; c\ c

c c c

c C)

c'

c· c) Q

c) o

o o c o

c

c' c

1.3

1.4


The project site is shown in Figures L I, 1.2 and 1.3 (larger site maps are enclosed at the back pocket).

ENVIRONMENTAL MONITORING AND AUDIT REQUIREMENTS

[SUMMARY OF THE EIA REpORT RECOMMENDATIONS IN EM&A AS AN IMPLEMENT SCHEDULE AGAINST WITH PROGRAMME MILESTONES]

PROJECT ORGANIZATION

Environmental team leader: Dr. David Green is a Director of Axis with over fifteen years experience in environmental management and planning. He has extensive knowledge of the study area througb project managing the work on the West Kowloon Reclamation EIA and related projects. His recent work experience in Hong Kong managing and providing specialist advice on several major planning and infrastructure projects including South East Kowloon Development Study.

Site Inspection team leader: Paul Jacksou is a Senior Environmental Consultant with Axis, and has over six years experience working on environmental projects in Hong Kong. He has developed a specialist expertise in the assessment of water quality impacts and has extensive experience in dealing with Contractors directly. Paul's recent project experience includes: site supervision for construction of the K wai Chung viaducts, marine ecology survey and water quality impact assessments for Lantau Port EIA; Project Manager of the Lamma Quarry Extension EIA and the Eastern Waters.

Noise/Air: Nelson Tam is a Senior Environmental Consultant with Axis and has over five years of experience in the air and noise pollution field. He is particular skilled in the use of computer models, database design and management Of particular importance to this commission is his noise assessment experience for the Western Harbour Development Study and the Port Peninsula Development Study. He was also responsible for air and noise impact assessment of Tseung Kwan 0 Area 137.

Environmental Consultants:

Miss Cherry Lu is an Environmental Consultant with AXIS holding a degree in Environmental Science. She has worked on a variety of environmental projects in Hong Kong including the Eastern Waters Marine Borrow Areas Study. Cherry has been involved with ecological monitoring work on the Shenzhen River EIA and has undertaken a due diligence audit in China. She is currently involved in the EIA of a potential development site in the West Kowloon Reclamation Project and is co-ordinating the four potential housing sites EIA for the EPD.

Winsome Yip has been a consultant at AXIS since the company was launched in February 1992 and prior to which she was working for our sister company ACER. Winsome has seven years experience as an environmental consultant in Hong Kong and offers a broad range of expertise both in the technical and managerial aspects of environmental assessment. Winsome is proficient in water quality sampling, analysis and assessment; air and noise monitoring, modelling and analysis; ecology; landscape and visual impact; site assessment; and scoping exercises to identify key environmental issues.

Shroeder Tak Tam is an assistant consultant specialising in noise modelling and noise impact assessment Shroeder has worked on a number of projects including the EIA for the Four Potential Housing Sites and the Sandwich Class Housing Site. He is experienced with



T:5148)frlapp-c\cl.doc

1.5


conducting on-site noise investigations, data-gathering and subsequent computer-modelling data analyses.

The duties to be undertaken by the Environmental Team ET comprise the following:

(a) To monitor the various environmental parameters as required in the EIA study final report.

(b) To investigate and audit the Contractors' equipment and work methodologies with respect to pollution control and environmental mitigation, and anticipate environmental issues for proactive action before problems arise.

(c) To audit and prepare audit reports on the environmental monitoring data and the site environmental conditions;

(d) To report on the environmental monitoring and audit results to the Contractor, the ER, and the EPD or its delegate.

Appropriate resources shall also be allocated under the Contractor and the ER to fulfill their duties specified in this manual.

CONSTRUCTION PROGRAMME

The ET Leader shall make reference to the actual works progress and programme during the construction stage to schedule the EM&A works, and the Contractor shall provide the respective information to the ET Leader for formulating the EM&A schedule. The text below outlines the key construction activities.

Mongkok West

The MTRC-CDA Site B is scheduled for completion by the year 2000. GIIC facilities on areas 9.2 - 9.5 should also be given priority. The GIIC buildings and MTRC Site B serve as a noise barriers to areas 9.8 - 9.10. Consequently, it has been recommended that the GIIC facilities be constructed by 1999, prior to the completion or occupation of the residential sites, followed by the completion of the remaining sites in Mongkok West by the year 2000.

The shape, orientation, and height of the GIIC facilities should be sufficient to enable them to function as a protective wall, defending the residential and school areas from noise along the Yau Ma Tei Interchange, West Kowloon Expressway and Pl. Based on assumptions from the TR6 Report, Chapter 4, the height of the buildings are about 25 to 35mPD on average. If the development of sensitive areas is completed and occupied before GIIC facilities, residents and school-children would be unprotected from traffic noise emanating from the Yau Ma Tei Interchange, West Kowloon Expressway, and Pl. In addition, noise pollution would be further exacerbated with the construction of the GIIC buildings adjacent to the sensitive receivers.

Construction of the different areas in Mongkok can occur simultaneously. However, completion of the GIIC facilities was recommended before initiating occupation of the neighboring residential and school sites.

RT-514B-02/01 Final Report AppendixCI


T: 514B'{rlapp-clcJ .doc

c c G (

c

o c c c

o

c

c

c C;

c c· CJ

e

o o c C:

o c o c;

c c

Tsim Sha Tsui


Technical Report 4 has scheduled the completion of residential areas 11.8, 1 Ll8, and commercial site 12.9 by the year 2000, followed by as yet an unprogrammed completion of the remaining development sites in Tsim Sha Tsui. This plan poses potential environmental impacts, many of which can be avoided by rescheduling of development phasing.

The phasing schedule proposed in TR4 dictates the completion of residential buildings 11.8 and 11.18 by 2000 and occupation shortly after. Given that construction for site 11.2 is not due for completion until 2005, residents of sites 11.8 and 1 Ll8 would inevitably be subject to elevated noise levels from traffic on PI. In addition, construction on neighboring commercial and residential sites 11.2, 1 Ll3, and 1 L14 can be expected to directly affect the residents of sites 11.8 and 11.18. The impacts would be expected to persist for five to nine years, or until such time as all the sites are complete. However, this problem can be overcome to a large extent by strategically overlapping construction schedules in a manner which allow buildings that serve as noise barriers to be completed before sensitive receivers.

Taking into account the potential difficulties of engineering and planning constraints in satisfying multi-disciplinary requirements, it is recommended that sites 1 U and 1 Ll be completed as Phase L The construction of commercial buildings on sites 12.6, 12.8, 12.9, and 12.12 are advised to be grouped as a separate phase to be completed any time after Phase 1. On grounds of environmental impact minimization, it is recommended that construction for sites 11.1 and 1 L2 be complete before occupation of noise sensitive sites 11.8, 11.13, 1 L14, and 1 L18. This allows the commercial/residential blocks to act as noise barriers against traffic noise from the West Kowloon Expressway and PL In addition, construction for sites 11.6, 12.8, 12.9, and 12.12 should be complete before occupation of the nOise sensitive sites to prevent adverse construction noise impacts on sensitive receivers.

Tai Kok Tsui

In general, it is good policy to construct residential buildings and school facilities simultaneously as a single phase, after other major infrastructural works, as they will be the most sensitive to noise. Presently, the blocks that contain these buildings are assigned to be completed together by 2000. It is recommended that special attention be given to ensure the early completion of specific buildings within these blocks which serve as noise barriers. These buildings include the Indoor Recreation Centre and Tai Kok Tsui Traction Substation (sites 7.13 and 7.10, respectively), the commercial/retail buildings on site 8A, and the structure intended for the additional podium space on block 83.

The Indoor Recreation Centre (7.13) and Tai Kok Tsui Traction Substation (7.10) act as effective noise barriers, protecting school buildings on sites 7.11 and 7.12 from traffic noise emanating from the West Kowloon Expressway. The residential buildings in block 83 relies on the additional podium space (used either for noise mitigation or waterfront retail) to ameliorate traffic noise from Road D7. Residents of site 8A will benefit from the commercial structures, located immediately adjacent to the West Kowloon Expressway, with due noise reduction. It is recommended that these structures be given priority during construction phasing to ensure their completion before the occupation of residential housing ·and school units.

Construction on areas 7 and 8 can take place simultaneously however, CDA Site A is recommended to be constructed in tandem with site 9.1 (CDA Site B). This is due to the construction noise for CDA Site A which is estimated to exceed the construction noise

RT-SI4B-02/01 Final Report Appendix CI


T: 514Bl[rlapp-clc I.doc


criterion by 6 to 13dB(A) (Environmental Assessment commissioned by the Mass Transit Railway Corporation and conducted by ERM). Noise exceedances of this magnitude could impact neighboring residential blocks on CDA Site B.

CDA Site D is recommended to be built before occupation of sites 6.1, 7.14 and 7.20 as these sites contain residential blocks and government/institution facilities.

Hing Wah StreetlYen Chow Development Area

The existing phasing schedule seems reasonable in terms of its grouping of sensitive buildings for construction. However, it is recommended that specific buildings in 4.27 be given priority during construction to ensure their completion before initiating the occupation of neighboring residential and academic structures in 4.15.

Of the building structures set for completion by 2000, it is recommended that advised for sites 4.4, 4.6, 4.7, 4.16, and 4.19 be completed before initiating occupation of the school center (site 4.17 & 18). These non-sensitive buildings surround and protect the school facility from West Kowloon Corridor, Fat Tseung Street, Road D5 and nearby port backup facilities. Residents on site 4.15 would benefit from the partial noise screen, provided by buildings on site 4.9, from the West Kowloon Corridor. Noise levels would be diminished further with the added shielding provided by structures on site 4.27, blocking traffic noise from the West Kowl00n Expressway.

Although no alterations to the phasing schedules are proposed at this time, it is recommended that the structural noise barricades listed above be constructed before the completion of noise sensitive units.

The Port Rail Terminal

The existing development program calls for the completion of site 2.10 by 1999 and the completion of site 2.11 by 200 I. This program seems reasonable given that the region is generally of mixed industrial use and poses no immediate disturbances to sensitive receivers in the vicinity. It should, however, be noted that the Mei Foo residential area, located directly across the West Kowloon Expressway on site 1.4, may be impacted if activities on sites 2.10-11 are not constructed so as to protect Mei Foo.

It is recommended that the podium or other development above the Port Rail Terminal be fully constructed before initiating operation of the Port Rail Terminal. Due to the level of noise expected from activities in the Port Rail Terminal sidings, the podium is needed for proper noise attenuation to Mei Foo. Timely completion of the podium is necessary to protect Mei Foo residents from excessive impacts from site 2.11.

Although no alterations to the proposed construction program is recommended at this time, completion of the podium above the Port Rail Terminal is very important. It is recommended that the podium be fully constructed before operation of the Port Rail Terminal.



T: 5 1 48!frlapp-clc1.doc

c c G;.

c c Ci

G

e c: c

c c G

c o C~

o c

c

c c) c} ('

c C) Q

o o c o C· /

C:

o o c o c c (

c

2.

2.1

2.2

AIR QUALITY


AIR QUALITY PARAMETERS

Monitoring and audit of the Total Suspended Particulates (TSP) levels shall be carried out by the ET to ensure that any deteriorating air quality could be readily detected and timely action taken rectify the situation.

I-hour and 24-hour TSP levels should be measured to indicate the impacts of construction dust on air quality. The TSP levels shall be measured by following the standard high volume sampling method as set out in the Title 40 of the Code of Federal Regulations, Chapter I (Part 50), Appendix B. Upon approval of the ER, I-hour TSP levels can be measured by direct reading methods which are capable of producing comparable results as that by the high volume sampling method, to indicate short event impacts.

All relevant data including temperature, pressure, weather conditions, elapsed-time meter reading for the start and stop of the sampler, identification and weight of the filter paper, and other special phenomena and work progress of the concerned site etc. shall be recorded down in details. A sample data sheet is shown in Figure 2.1.

MONITORING EQUIPMENT

High volume sampler(HVS) in compliance with the following specifications shall be used for carrying out the I-hr and 24-hr TSP monitoring:

(a) 0.6-1.7 m3/min (2Q-60 SCFM) adjustable flow range;

(b) equipped with a timing/control device with +/- 5 minutes accuracy for 24 hours operation;

. (c) installed with elapsed-time meter with +/- 2 minutes accuracy for 24 hours operation;

(d) capable of providing a minimum exposed area of 406 cm2 (63 in2);

(e) flow control accuracy: +/- 2.5% deviation over 24-hr sampling period;

(f) equipped with a shelter to protect the filter and sampler;

(g) incorporated with an electronic mass flow rate controller or other equivalent devices;

(h) equipped with a flow recorder for continuous monitoring;

(i) provided with a peaked roof inlet;

0) incorporated with a manometer;

(k) able to hold and seal the filter paper to the sampler housing at horizontal position;

(I) easy to change the filter; and

(m) capable of operating continuously for 24-hr period.

The options for mitigating the impact of air quality on the developments are focused on the correct choice of location for the sensitive blocks. It is prudent to locate AlC intakes as for

RT-5148-02101 Final Report Appendix C1


T:5 1 4S'ifr\app-c\cJ.doc


from the main roads as possible for the schools, commercial blocks and GIIC facilities. Options have developed the building locations such that they will not suffer poor air quality exceeding the AQOs.

The ET Leader is responsible for provision of the monitoring equipment. He shall ensure that sufficient number of HVSs with an appropriate calibration kit are available for carrying out the baseline monitoring, regular impact monitoring and ad hoc monitoring. The HVSs shall be equipped with an electronic mass flow controller and be calibrated against a traceable standard at regular intervals. All the equipment, calibration kit, filter papers, etc. shall be clearly labeled.

Initial calibration of dust monitoring equipment shall be conducted upon installation and thereafter at bi-monthly intervals. The transfer standard shall be traceable to the internationally recognised primary standard and be calibrated annually. The calibration data shall be properly documented for future reference. All the data should be converted into standard temperature and pressure condition.

The flow-rate of the sampler before and after the sampling exercise with the filter in position shall be verified to be constant and be recorded down in the data sheet as mentioned in Section 2.1.

If the ET Leader proposed to use a direct reading dust meter to measure l-hr TSP levels, he shall submit sufficient information to the ER to prove that the instrument is capable of achieving a comparable result as that the HVS and may be used for the l-hr sampling. The instrument should also be calibrated regularly; and the l-hr sampling shall be determined periodically by HVS to check the validity and accuracy of the results measured by direct reading method.

Wind data monitoring equipment shall also be provided and set up at consp,icuous locations for logging wind speed and wind direction near to the dust monitoring locations. The equipment installation location shall be proposed by the ET Leader and agreed with the ER. For installation and operation of wind data monitoring equipment, the following points shall be observed:

(a) the wind sensors should be installed on masts at an elevated level 10m above ground so that they are clear of obstructions or turbulence caused by the buildings;

(b) the wind data should be captured by a data logger and to be downloaded for processing at least once a month;

(c) the wind data monitoring equipment should be re-calibrated at least once every six months; and

(d) wind direction should be divided into 16 sectors of 22.5 degrees each.

In exceptional situations, the ET Leader may proposed alternative methods to obtain representative wind data upon approval from the ER and agreement from EPD.

RT-5148-02/01 Final Report Appendix CI


T:5148IJrlapp-clcl.doc

(i

c, (;.

(,

Q

o

c o

c; G

o c~·

c

c c

C c; c' ( ,

c' C"

-)

Q

c C1

e C--/

C, /

o c C) C'

c c c c c

2.3

2.4


LABORATORY MEASUREMENT! ANALYSIS

A Clean laboratory with constant temperature and humidity control, and equipped with necessary measuring and conditioning instruments, to handle the dust samples collected, shall be available for sample analysis, and equipment calibration and maintenance. The laboratory should be HOKLAS accredited.

If a site laboratory is set up or a non-HOKLAS accredited laboratory is hired for carrying out the laboratory analysis, the laboratory equipment shall be approved by the ER and the measurement procedures shall be witnessed by the ER. The ET Leader shall provide the ER with one copy of the Title 40 of the Code of Federal Regulations, Chapter I (Part 50), Appendix A for his reference.

Filter paper of size 8"xI0" shall be labeled before sampling. It shall be a clean filter paper with nO pin holes, an~ shall be conditioned in a humidity controlled chamber for over 24-hr and be pre-weighed before use for the sampling.

After sampling, the filter paper loaded with dust shall be kept in a clean and tightly sealed plastic bag. The filter paper is then returned to the laboratory for reconditioning in the humidity controlled chamber followed by accurate weighing by an electronic balance with a readout down' to 0.1 mg. The balance shall be regularly calibrated against a traceable standard.

All the collected samples shall be kept in a good condition for 6 months before disposal.

MONITORING LOCATIONS

The dust sensitive receivers and therefore potential monitoring locations are shown in Figure 1.1, 1.2 and 1.3. These include the following:

Existing Sensitive Receivers:

Mei Foo Sun Chuen;

Nam Cheong Estate;

Wong Tai Street Development;

Cherry Street (residential);

Ferry Street (residential);

Man Cheong Street (residential);

Prosperous Gardens.

New Buildings:

RI, public rental scheme at Hing WahlYen Chow Street - Cheung Sha Wan West Housing Estate;

Mong Kok West public rental scheme;

Tsim Sha Tsui West Residential; and


App. CI Page - 9 September 1997

T: 51481jr\app-c\c1.doc

2.5

Ferry Slreet Residential.


The status and locations of dust sensitive receivers may change after issuing this manual. Thus we propose that the ET Leader shall identify the SR locations to be adopted based on the updated construction programme and seek approval from ER and agreement from EPD of the proposal.

(\

c, When the monitoring, locations are proposed, the monitoring locations should be chosen (' based on the following criteria:

(a) a horizontal platform with appropriate support to secure the samplers against gusty wind E,' should be provided;

(b) no two samplers should be placed less than 2 meter apart; G (c) the distance between the sampler and an obstacle, such as buildings, must be at least A

twice the height that the obstacle protrudes above the sampler; U

(d) a minimum of 2 metres of separation from walls, parapets and penthouses is required for (, rooftop samplers;

(e) a minimum of 2 metre separation from any supporting structure, measured horizontally is required;

(f) no furnace or incinerator flues is nearby;

(g) airflow around the sampler is unrestricted;

(h) the sampler is more than 20 metres from the drip line;

(i) any wire fence and gate, to protect the sampler, should not cause any obstruction during monitoring;

(j) permission must be obtained to set up the samplers and to obtain access to the monitoring stations; and

(k) a secured supply of electricity is needed to operate the samplers.

BASELINE MONITORING

The ET Leader shall carry out baseline monitoring at all of the designated monitoring locations for at least,14 consecutive days prior to the commissioning of the construction works to obtain daily 24-hr TSP samples. I-hr sampling shall also be done at least 3 times per day while the highest dust impact is expected.

During the baseline monitoring, there should not be any construction or dust generation activities in the vicinity of the monitoring stations.

In case the baseline monitoring cannot be carried out at the designated monitoring locations

C\

c

c

c during the baseline monitoring period, the ET Leader shall carry out the monitoring at C alternative locations which can effectively represent the baseline conditions at the impact ' monitoring locations. The alternative baseline monitoring locations shall be approved by the ER and agreed with EPD. C'

RT-5148-02/01 Final Report Appendix Cl

App,Cl Page - 10 September 1997

T:5148',frlapp-clcl,doc

c

C c;

c' E)

C)

o

c" o c o c:

c c c

c

2.6

2.7


In exceptional case, when insufficient baseline monitoring data or questionable results are obtained, the ET Leader shall liaise with EPD to agree on an appropriate set of data to be used as a baseline reference and submit to ER for approval.

Ambient conditions m'ay vary seasonally and shall be reviewed at three monthly intervals. If the ET Leader considers that the ambient conditions have been changed and a repeat of the baseline monitoring is required to be carried out for obtaining the updated baseline levels, the monitoring should be at times when the contractor's activities are not generating dust, at least in the proximity of the monitoring stations. Should change in ambient conditions be determined, the baseline levels and, in tum, the air quality criteria, should be revised. The revised baseline levels and air quality criteria should be agreed with EPD.

EPD have advised that the nearest permanent air quality monitoring stations do not reflect the likely air conditions in the whole of the WKR area and data from these stations are therefore not considered suitable for use in addressing the detailed assessments necessary for the proposed developments. However EPD provided details (where available) of chimney locations, heights, diameters, fuel consumption, number of days of operation and the start and finish times for 136 chimney stacks in the vicinity. Since these will comprise by far the vast majority of sources in the area the need to include background concentrations is unnecessary. However, it was considered prudent to add a theoretical background level and the analysis is consequently conservative.

IMPACT MONITORING

The ET Leader shall carry out impact monitoring during the course of the Works. For regular impact monitoring, the sampling frequency of at least once in every six-days, shall be strictly observed at all the monitoring stations for 24-hr TSP monitoring. For l-hr TSP monitoring, the sampling frequency of at least three times in every six-days should be undertaken when the highest dust impact occur.

The specific time to start and stop the 24-hr TSP monitoring shall be clearly defined for each location and be strictly followed by the operator.

In case of non-compliance with the air quality criteria, more frequent monitoring exercise, as specified in the Action Plan in Section 2.7, shall be conducted within 24 hours after the result is obtained. This additional monitoring shall be continued until the excessive dust emission or the deterioration in air quality is rectified.

EVENT AND ACTION PLAN FOR AIR QUALITY

The baseline monitoring results form the basis for determining the air quality criteria for the impact monitoring. The ET Leader shall compare the impact monitoring results with air quality criteria set up for 24-hour TSP and l-hr TSP. Table 2.1 shows the air quality criteria, namely Action and Limit levels to be used. Should non-compliance of the air quality criteria occurs, the ET, the ER and the Contractor shall undertake the relevant action in accordance with the Action Plan ill Table 2.2.

RT-5148-02/01 Final Report AppendiX CI

App.CI Page - If September 1997

T: 5148\frlapp-clc I.doc

Table 2.1

Parameters

24 HourTSP Level in Jlg/m3

1 HourTSP Level in Jlg/rn3



Action and Limit Levels for Air Quality

Action Limit

For baseline level < lO8 Ilglm" Action level ~ average of baseline level 260

plus 30 % and Limit level

For baseline level >108 Ilglm" and baseline level < 154Ilglm" Action level ~ 20Qllglm'

For baseline level> 154 m" Ilgl m' Action level ~ 130 % of baseline level

For baseline level < 154Ilglm" Action level ~ average of baseline level 500

plus 30 % and Limit level

For baseline level> 154 Ilglm" and baseline level < 269 Ilglm" Action level ~ 35Ollglm'

For baseline level >269 m" Ilgl m' Action level ~ 130 % of baseline level

.

App,CI Page- 12 September 1997

T:514SVi"lapp-clcJ,doc

c c

(,

c

G

e

c C) c

G

c o C~

c' c (

('

c

c C-j

-'

c c c

o c! C) o

C, "

o o o c; o (

c c c c


Table 2.2 Eventl Action Plan for Air Qnality

EVENT

ACTION LEVEL

I. Exceedance for one sample

2. Exceedance for two or more consecutive samples

LIMITLEVEL

L Exceedance for one sample

2. Exceedance for two or more consecutive samples

RT-5148-02101 Final Report IAppendix Cl

I. 2. 3.

4.

I. 2. 3.

4.

5.

6 ..

7.

L 2. 3.

4.

5.

I. 2.

3.

4.

5.

6.

7.

ACTION

ET ER

Identity source I. Notify Contractor Infonn ER 2. Check mortaring data Repeat Measurement and Contractor's to confirm finding working methods Increase monitoring frequency to daily

IdentifY source I. Confirm receipt of Infonn ER notification of failure in Repeat measurements writing to confirm findings 2. Notify Contractor Increase monitoring 3. Check monitoring data frequency to daily and Contractor's Disuse with ER for working methods remedial actions 4. Discuss with required Environmental If exceedance Supervisor and continues arrange Contractor on potential meeting with ER remedial actions If exceedance stops, 5. Ensure remedial actions cease additional properly implemented monitoring

Identify source I. Confinn receipt of Infonn ER and EPD notification of failure in Repeat measurement writing to confinn finding 2. Notify Contractor Increase monitoring 3. Check monitoring data frequency to daily and Contractor's Assess effectiveness of working methods Contractor's remedial 4. Discuss with action::a and keep EPD Environmental Team and ER infonned of Leader and Contractor the results potential remedial

actions 5. Ensure remedial actions

properly implemented Identify source L Confinn receipt of Infonn ER and EPD notification of failure in the causes & actions writing taken for the 2. Notify Contractor exceedances 3. Carry out analysis of Repeat measurement Contractor's working to confirm findings procedures to detennine Increase monitoring possible mitigation to frequency to daily be implemented Investigate the causes 4. Discuss amongst of exceedance Environmental Team Arrange meeting with Leader and the EPD and ER to Contractor potential discuss the remedial remedial actions actions to be taken 5. Review Contractor's Assess effectiveness of remedial actions Contractor's remedial whenever necessary to actions and keep EPD assure their

App.CI Page -13 September 1997

CONTRACTOR

I. RectifY any unacceptable practice

2. Amend working methods if appropriate

I. Submit proposals for remedial actions to ER within J working days of notification

2. Implement the agreed proposals

3. Amend proposal if appropriate

L Take immediate action to avoid further exceedance

2. Submit proposals for remedial actions to ER within 3 working days of notification

3. Implements the agreed proposals

4. Amend proposal if appropriate

L Take immediate action avoid further exceedance

2. Submit proposals for remedial actions to ER within 3 working days of notification

3. Implements the agreed proposals

4. Resubmit proposals if problem still not under control

5. Stop the relevant portion of works as detennined by the ER until the exceedance is abated

T: 5148\frlapp-clc I. doc

2.8

(a)

(b)

(c)

(d)

(e)

(t)

(g)

(h)

(i)


ACTION

EVENT ET ER CONTRACTOR

and ER informed of effectiveness the results & if 6. If exceedance continues exceedance stops, consider what portion cease additional of the work is monitoring responsible and instruct

the Contractor to stop that portion of work until the exceedance is abated

DUST MITIGATION MEASURES

The ErA report has discussed in general tenns the appropriate dust control and mitigation measures, these are provided in more detail below. The Contractor shall implemerit dust suppression measures .which shall include, but not be limited to, the following:-

Stockpiles of sand and aggregate greater than 20m3 for use in concrete manufacture shall be enclosed on three sides, with walls extending above the pile and 2 metres beyond the front of the pile.

Effective water sprays shall be used during the delivery and handling of all raw sand and aggregate, and other similar materials, when dust is likely to be created and to dampen all stored materials during dry and windy weather.

Areas within the Site where there is a regular movement of vehicles shall have an approved hard surface and be kept clean of loose surface material.

Conveyor belts shall be fitted with windboards, and conveyor transfer points and hopper discharge areas shall be enclosed to minimize dust emission. All conveyors carrying materials which have the potential to create dust shall be totally enclosed and fitted with belt cleaners.

Cement and other such fine grained material delivered in bulk shall be stored in close silos fitted with a high level alann indicator. The high level alann indicators shall be interlocked with the filling line such that in the event of the hopper approaching an overfull condition, an audible alann will op~rate, and the pneumatic line to the filling tanker will close. All air vents on cement silos shall be fitted with suitable fabric filters provided with either shaking or pulse-air cleaning mechanisms. The fabric filter area shall be detennined using an aircloth ratio (filtering velocity) of 0.01 - 0.03 m/s.

Weigh hoppers shall be vented to a suitable filter.

The filter bags in the cement silo dust collector must be thoroughly shaken after cement is blown in to the silo to ensure adequate dust collection for subsequent loading.

The provision of adequate dust suppression plant including water bowsers with spray bars.

Unless otherwise approved by the Engineer the Contractor. shall restrict all motorized vehicles on the Site to a maximum speed of 15 km per hour and confine haulage and delivery vehicles to designated roadways inside the Site.

RT-5148-02/01 Final Report AppendixC1


T:5148\frlapp-clcI.doc

c c

c

C:

c o c C'

o o c c) c c c

c

c c

( '; /

o

o

o c~

o c c c

c


The Contractor shall arrange his blasting techniques so as to minimise dust generation.

At any concrete batching plant or crushing plant being operated on the Site the following additional conditions shall be compiled with:

(k) The Contractor shall undertake at all times to prevent dust nuisance as a result of his activities. An air pollution control system shall be installed and shall be operated whenever the plant is in operation.

(I)

(m)

(n)

(0)

Where dusty material are being discharged to vehicles from a conveying system at a fixed transfer point, a three-sided roofed enclosure with a flexible curtain across the entry shall be provided. Exhaust fans shall be provided for this enclosure and vented to a suitable fabric filter system. . .

Any vehicle with an open load carrying area used for moving potentially dust producing material shall have properly fitting side and tail boards. Materials having the potential to create dust shall not be loaded to a level higher than the side and tail boards, and shall be covered by a clean tarpaulin in good condition. The tarpaulin shall be properly secured and shall extend at least 300mm over the edges ofthe side and tail boards.

The Contractor shall frequently clean and water the concrete batching plant and crushing plant site and ancillary areas to minimize any dust emissions.

Dry mix batching shall be carried out in a totally enclosed area with exhaust to suitable fabric filters.

If the above measures are not sufficient to restore the air quality to acceptable levels upon the advice of ET Leader, the Contractor shall liaise with the ET Leader on some other mitigation measures, propose to ER for approval, and implement the mitigation measures. ,

RT-514B-02/01 Final Report Appendix CI

App.CI Page -15 September.J997

T:514B![r\app-c\cJ.doc


Comprehl!nsive Traffic Analysis Review & Environmental Impact Assessment C, J<'igure 2.1 Data Sheet for TSP Monitoring

Monitoring Location

Details of Location

Sampler Identification

Date & Time of Sampling

Elapsed-time

Meter Reading

Total Sampling Time (min.)

Weather Conditions

Site Conditions

Initial Flow Rate, Qsi

Final Flow Rate, Qsf

Average Flow Rate

Total Volume

Filter Identification No.

Initial Wt. ofFilter (g)

Final Wt. of Filter (g)

Measured TSP Level (~glm')

Field Operator

Laboratory Staff

Checked by

RT-5148-02/01 Final Report Appendix Cl

Start (min.)

Stop (min.)

Pi (mmHg)

Ti (0C)

Hi (in.)

Qsi (Std. m')

Pf (mmHg)

Tf("C)

Hf (in.)

Qsf (Std. m')

(Std. n()

(Std. m')

Name & Designation

App.Cl Page -16 September 1997

('

c

o c c o

, c

o Signature o

c· o (

c c

T:5148'/i"lapp-clcl.doc c c

c C~

Ci (

C

o C\

/'

o o

c; o G

o o c)

c c c c

3.

3.1

3.2

3.3

NOISE

NOISE PARAMETERS


The construction noise level shall be measured interns of the A-weighted equivalent continuous sound pressure level (Leq). Leq(30 min) shall be used as the monitoring parameter for the time period between 0700-1900 hours on normal weekdays. For all other time periods, Leq (5 min) shall be employed for comparison with the NCO criteria.

As supplementary information for data auditing, statistical results such as LIO and L90 shall also be obtained for .reference. A sample data record sheet is shown in Figure 3.1 for reference.

MONITORING EQUIPMENT

As referred to in the Technical Memorandum (TM) issued under the Noise Control Ordinance (NCO), sound level meters in compliance with the International Electrotechnical Commission Publications 651: 1979 (Type 1) and 804: 1985 (Type 1) specifications shall be used for carrying out the noise monitoring. Immediately prior to and following each noise measurement the accuracy of the sound level meter shall be checked using an acoustic calibrator generating a known sound pressure level at a known frequency. Measurements may be accepted as valid only if the calibration level from before and after the noise measurement agree to within l.OdE.

Noise measurements should not be made in the he presence of fog, rain, wind with a steady speed exceeding 5 ms· l or wind with gusts exceeding 10 ms'1. The wind speed shall be checked with a portable wind speed meter capable of measuring the wind speed in m/s.

The ET Leader is responsible for the provision of the monitoring equipment. ' He shall ensure that sufficient noise measuring equipment and associated instrumentation are available for carrying out the baseline monitoring, regular impact monitoring and ad hoc monitoring. All the equipment and associated instrumentation shall be clearly labeled.

MONITORING LOCATIONS

The noise sensitive receivers and therefore potential monitoring locations are shown in Figures 1.1, 1.2 and 1.3.

Noise monitoring locations have had to be established in the absence of a defined construction phasing schedule. As a result, monitoring points have been located based on the proximity of potential worst impacts if recommendations to phase sensitive receivers last (see Chapter 6 of TR6 and Section 8.6 of the Final Report) cannot be accommodated. Therefore, in the event that phasing is unable to effectively prevent adverse construction noise impacts, the designated monitoring points would enable the ET to locate sensitive receivers affected by unacceptable levels of construction noise.

The sensitive receiver monitoring points may change in response to the development of construction phasing schedule. Additional monitoring points may be established to accommodate sensitive receivers during the construction of the West Kowloon Railway (WKR) in the eventual EIA of the WKR, depending on the chosen alignment.

RT·5148-02/01 Final Report Appendix C1

App.C1 Page -17 September 1997

T:5148!/rlapp-clc1.doc


The noise sensitive receIvers and potential monitoring locations include the following:

Existing Sensitive Receivers:

Mei Foo Sun Chuen;

Nam Cheong Estate;

Wong Tai Street Development;

Cherry Street (residential);

Ferry Street (residential);

Man Cheong Street (residential);

Prosperous Gardens.

New Buildings:

Rl, public rental scheme at Hing WahIY en Chow Street - Cheung Sha Wan West Housing Estate;

Mong Kok West public rental scheme;

Tsim Sha Tsui West Residential; and

Ferry Street Residential.

The status and locations of noise sensitive receivers may change after issuing this manual. Thus we propose that the ET Leader shall identify the SR locations to be adopted based on the updated construction programme and seek approval from ER and agreement from EPD of the proposal.

c c'

(

c c

o

c c c c

When the monitoring locations are proposed, the monitoring locations should be chosen c-.. ) based on the following criteria: .

(a) at locations close to the major site activities which are likely to have noise impacts;

(b) close to the noise sensitive receivers (N.B. For the purposes of this section, any domestic premises, hotel, hostel, temporary housing accommodation, hospital, medical clinic, educational institution, place of public worship, library, court of law, performing art center should be considered as noise sensitive receiver); and

( c) for monitoring locations located in the vicinity of the sensitive receivers, care should be taken to cause minimal disturbance to the occupants during monitoring.

The monitoring station shall normally be at a point 1m from the exterior of the sensitive receivers buildings facade and be at a position 1.2m above the ground. If there is problem with access to the normal monitoring position, an alternative position may be chosen, and a correction to the measurements shall be made. For reference, a correct of +3dB(A) shall be made to the free field measurements. The ET Leader shall agree with the ER on the monitoring position and the corrections adopted. Once the positions for the monitoring



T: 51 48\fr\app-c\c I.doc

o

c c

c

c

c) (

c

e o

o c

o

o

c') c c c c c

3.4

West Kowloon Reclamation Comprehef!sivf!: Traffic An.a1ysis Review & Enyironmenta/ Impact Assessment

stations are chosen, the baseline monitoring and the impact monitoring shall be carried out at the same positions.

BASELINE MONITORING

The ET Leader shall carry out baseline noise monitoring prior to the commencement of the construction works. The baseline monitoring shall be carried out daily for a period of at least two weeks. A schedule on the baseline monitoring shall be submitted to the ER for approval before the monitoring starts.

There shall not be any construction activities in the vicinity of the stations during the baseline monitoring.

In exceptional cases, when insufficient baseline monitoring data or questionable results are obtained, the ET Leader shall liaise with EPD to agree on an appropriate set of data to be used as a baseline reference and submit to the ER for approval.

Background noise sources in the study area are currently dominated by construction activity. Background noise in many parts of the study area, especially around the major roads bordering the hinterland is characterized typically y L90 values in excess of 70dB(A) in many areas during the day and for much of the night time.

Noise levels around the study area are high due to the air traffic, major roads, public utilities and industrial buildings. Noise over the north of the study area is affected by the movement of air traffic, mostly between 7am and midnight. However, in the built up areas road traffic is mostly responsible for the abundance of noise. At ground level temporary construction sites, workshops and massive infrastructure projects are the key feature.

In the existing streets bordering the reclamation background nose along many streets is high and is dominated by road traffic. Typically background levels will exceed 65'dB(A) (L90) and 75dB(A) (L90) even in what would b regarded as the less busy streets. Along the man thoroughfares noise is even greater. In the vicinity of the elevated roads L90 rarely drops below 70dB(A) even at night and Leq frequently exceeds 75dB(A) for long periods. However low noise previous macadam surfaces have been or are scheduled to be laid on all expressways such as WKE, P I and WKC. Reduced traffic noise is therefore assumed of these sources. At present the reclamation is less noisy at night, L90 Circa 55dB(A). This will change greatly in the near future when the LAR and WKR are completed.

In many areas background noise is dominated by the continual hum of traffic. To the north and east of major roads are separated to some degree from the residential areas but the distance between some of the older busy roads or elevated expressways and some dwellings are as little as a few m~tres in places.

Industrial sources of noise are common in the existing urban areas. At ground level in the existing areas there are frequently noisy workshops and car repairers below the residential blocks.

At the water fronts there is periodic noise from the craft moving to and from the Public Cargo Working Areas (PCWAs) .. The PCWAs in Yau Ma Tei and Cheung Sha Wan and CRC are also sources of noise. PCW As are of concern since they are typically sources of compliant. However the cargo areas and port back-up facilities have been separated as far as possible from the noise sensitive receivers (NSRs) in the Revised Working Plan.

RT-514B-02/01 Final Report AppendixCI


T: 51 4B\fr\app-c\cJ.doc

3.5 IMPACT MONITORING


Noise monitoring shall be carried out at all the designated monitoring station. The monitoring frequency shall depend on the scale of the construction activities. The following is an initial guide on the regular monitoring frequency for each station on a per week basis when noise generating activities are underway:

(a) one set of measurements between 0700-1900 hours on normal weekdays;

(b) one set of measurements between 1900-2300 hours;

(c) one set of measurements between 2300-0700 hours of next day; and

(d) one set of measurements between 0700-1900 hours on holidays.

For the measurements (b),(c) and (d) above, one set of measurements shall at least include 3 consecutive Leq (5 min) results.

If a school exists near the construction activity, noise monitoring shall be carried out at the monitoring stations for the schools during the school examination periods. The ET Leader shall liaise with the schools personnel and the Examination Authority to ascertain the exact dates and times of all examination periods during the course of the contract.

In case of non-compliance with the construction noise criteria, more frequent monitoring as specified in the Action Plan in Section 3.6 shall be carried out. This additional monitoring shall be continued until the recorded noise levels are rectified or proved to be irrelevant to the construction activities.

3.6 EVENT AND ACTION PLAN FOR NOISE

The Action and Limit levels for construction noise are defmed in Table 3.1. Should noncompliance of the criteria occurs, action in accordance with the Action Plan in Table 3.2, shall be carried out.

Table 3.1 Action and Limit Levels for Construction Noise

Time Period Action Limit

0700-1900 hrs on normal weekdays 75*dB(A)

0700-2300 hrs on holidays; and 1900- When one documented 60/65170**dB(A) 2300 hrs on all other days complaint is received

2300-0700 hrs of next day 45150155**dB(A)

* **


reduce to 70dB(A) for schools and 65 dB (A) during school examination periods. to be selected based on Area Sensitivity Rating.


T: 5148jfrlapp-clcI. doc

c C' E:· c c

o c: o o c

C) o

c

c

c; (

c ()

o

o

c c

()

o C: (I

(

c c c c

3.7

West Kowloon Reclamation Comprehensive" Traffic Analysis Review & Environmental Impact Assessment

Table 3.2 Event/Action Plan for Constrnction Noise

Event Action ET Leader or ER Contractor

Action Level l. Notify Contractor l. Submit noise mitigation 2. Analyze investigation proposals to Environmental 3. Require Contractor to Team

propose measures for 2. Implement noise mitigation the analyzed noise proposals· problem

4. Increase monitoring frequency to check mitigation effectiveness

Limit Level l. Notify Contractor l. Implement mitigation 2. NotifyEPD measures 3. Require contractor to 2. Prove to Environmental Team

implement mitigation Leader ER effectiveness of measures Increase measures applied monitoring frequency to check mitigation effectiveness

NOISE MITIGATION MEASURES

The EIA report has discussed the noise mitigation measures in general terms these are given in more detail below. We propose that the Contractor implement noise mitigation measures which shall include, but not be limited to, the following:-

a) The Contractor shall consider noise as an environmental constraint in his planning and execution of the Works.

b) The Contractor shall take all necessary measures to ensure that the operation of all mechanical equipment and construction processes on or off the Site shall not cause any unnecessary and excessive noise which may disturb any occupant of any nearby dwellings, schools, hospitals, or premises with similar sensitivity to noise. The Contractor shall submit to the Engineer for his approval details of all Constructional Plant including methods of use and construction operations together with proposed measures for limiting noise therefrom which shall include, but not be limited to the relocation of noise-emitting plant, the use of silencers, mufflers, acoustic sheds or shields, or acoustic sheds or screens and shall be based upon the best reasonable practice. Information on the types and models of silenced equipment and acoustic treatment for unsilenced equipment shall be included. The Contractor shall use all such measures and shall maintain all plant and silencing equipment in good condition so as to minimise the noise emission during construction works.

c) The Contractor's attention is drawn to the fact that Regulations under the Noise Control Ordinance are made from time to time. Those currently in force (December 1992) are :-

• Noise Control (Hand Held Percussive Breakers) Regulations

• Noise Control (Air Compressors) Regulations

• Noise Control (Hearing Protection) Regulations

RT-5148-02/01 Final Report Appendix C 1


T: 5148\frlapp-clcJ .doc


• The Factories and Industrial Undertakings (Noise at Work) Regulations are also applicable.

d) The Contractor shall be responsible for obtaining Construction Noise Permits (CNP's) from EPD as required for his operations. The locations of suspected Noise Sensitive Receivers (NSR's) are indicated in the Particular Specification, but the Contractor shall be responsible for obtaining and' complying with the requirements for EPD regarding identification ofNSR's and conditions attached to CNP's. All correspondence with EPD and each issued CNP shall be copied to the Engineer.

e) The Contractor's attention is drawn to the fact that other construction work in the vicinity of the Site will be taken into account by EPD in assessing applications for CNP.

c c

c

f) The Contractor shall arrange methods of working to minimize noise impacts, and shall G provide experienced personnel with suitable training to ensure that these methods are implemented. 0

g) If after commencement of the Works the Constructional Plant, equipment or methods of working are believed by the Engineer to be causing serious noise pollution impacts, they shall be inspected and remedial proposals drawn up by the Contractor, consented to by the Engineer and implemented. In developing these remedial measures, the Contractor will be expected to review all construction noise sources that may be contributing to the pollution impacts, and propose changes to plant locations and scheduling of activities, installation of plant soundproofing, provision of alternative plant, erection of sound barriers around part of the Site or the location of construction noise sources, or any other measures that may be effective in reducing noise. Where such remedial measures include the use of additional or alternative Constructional Plant or equipment, such Constructional Plant or equipment shall not be used on the Works until the Engineer's consent has been given. Where remedial measures include maintenance or modificatioll of previously approved Constructional Plant or equipment such Constructional Plant or equipment shall not be used on the Works until such maintenance or modification is completed and the adequacy of the maintenance or modification is demonstrated to the satisfaction of the Engineer.

If the above measures are not sufficient to restore the construction noise quality to an acceptable levels upon the advice of ET Leader, the Contractor shall liaise with the ET Leader on alternative mitigation measures, propose to ER for Approval, and carry out the mitigation measures.

RT-514S-02/01 Final Report Appendix C1


T: 514S\frlapp-clc1.doc

C: o

c c c C) o c~

c c c c

c

c

8 o

o o ()

c'

o o

c c

c

West Kowloon Reclamation Comprehensive Traffic Analysis Review & Environmentallmpac/ Assessment

Figure 3.1 Noise Monitoriug Field Record Sheet

Monitoring Location

Description of Location

Date of Monitoring

Measurement Start Time (hh:mm)

Measurement Time Length (min.)

Noise Meter Model/Identification

Calibrator Model/Identification

L,o (dB(A))

Measurement Results LIO (dB(A))

Leq (dB(A))

Major Construction Noise Source(s) During Monitoring

Other Noise Source(s) During Monitoring

Remarks

Recorded By

Checked by

RT-5148-02/01 Final Report Appendix C1

Name & Designation


.

Sjgnature

T: 5148'frlapp-clcJ.doc

4. WATER QUALITY


4.1 WATER QUALITY MITIGATION MEASURES

a)

b)

c)

d)

•

•

The EIA report has not recommended any water quality monitoring per se however, we recommend site specific controls and mitigation measures to manage surface runoff from construction sites. The Contractor shall be responsible for the design and implementation of these measures. We propose that the Contractor implements water quality mitigation measures which shall include, but not be limited to, the following:

The Contractor shall not discharge directly or indirectly (by runoff) or cause or permit or suffer to be discharged into any public sewer, storm-water drain channel, stream-course or sea, any effluent or foul or contaminated water or cooling or hot water without the prior consent of EPD who may require the Contractor to provide, operate and maintain at the Contractor's own expense, within the premises or otherwise, suitable works for the treatment and disposal of such effluent or foul or contaminated or cooling or hot water.

If any office, site canteen or toilet facilities is erected, foul water effluent shall, subject to Clause 3.3.1 above, be directed to a foul sewer or to a sewage treatment facilities either directly or indirectly by means of pumping.

The Contractor's attention is drawn to the Buildings Ordinance, the Water Pollution Control Ordinance, and the :rechnical Memorandum "Standards for Effluents Discharged into Drainage and Sewerage Systems, Inland and Coastal Waters" issued by the EPD.

In order to reduce the amount of suspended solids in effluent to the levels quoted in the Technical Memorandum referred to in Clause 3.3.3 herein, the Contractor shall install setting tanks followed by one or a combination of

MUltiple-plate thickeners

Centrifuges

• Mechanical Filters

•

e)

f)

Hydrocyclones

All equipment shall be regularly cleaned and maintained in good working order.

If the above measures are not sufficient to restore the water quality to an acceptable levels upon the advice of the ET Leader, the Contractor shall liaise with the ET Leader on some other mitigation measures, propose to ER for approval, and carry out the mitigation measures.

RT-5148-02101 Final Report Appendix C1


T: 5 1 48![rlapp-clcJ .doc

c'

c

o

c o c· c

C) o c'

c c c c c

c c

c

E) Q

e

o

C\

c'

o o

c c c

c

5.

West Kowloon Reclamation Comprehensive ,Traffic Analysis Review & Environmental Impact Assessment

WASTE MANAGEMENT

The Contractor is responsible for waste control within the construction site, removal of the waste material produced from the site and to implement any mitigation measures to minimise waste or redress problems arising from the waste from the site. The waste material may include any sewage, waste water or effluent containing sand, cement, silt or any other suspended or dissolved material to flow from the site onto any adjoining land, storm sewer, sanitary sewer, or any waste matter or refuse to be deposited anywhere within the site or onto any adjoining land.

When handling the waste material, the following measures shall be undertaken:

• The strategy for management and disposal of all wastes arising from execution of individual projects will need to be based on the principle of segregation and re-use on site followed by disposal to reclamation, public dump or land fill as appropriate.

• It is not anticipated that bulk excavations will be carried out in the underlying mud and any limited quantities of mud which may arise will be disposed of at landfill.

• Excavation of basements to buildings located on land reclaimed by public dumping could give rise to quantities of mixed materials requiring screening prior to disposal at public dump or landfill. However, there are no known public dumps in the WKR.

• Where surplus excavated material is to be exported from WKR to public dumps this should be carried out by marine transfer if at all possible. It is recommended that a barge loading point be provided under one of the early infrastructure contracts to facilitate transfer of suitable material to one or both of these public dumps which are accessible by barge and which can be equipped with off loading facilities.

• The purpose built, Government controlled and operated loading point on WKR should be designed and operated to minimise environmental impact by incorporating screening and dust suppression. A potential suitable location, roughly central to the 'wKR, has been identified at the edge of planning area 8.2, however is emphasised that this is a preliminary suggestion needing consultation with all relevant departments.

• Disposal of other construction wastes arising as a result of construction of structures and buildings is govern by the EPD policy on disposal for construction waste. The principles established maximise re-use of materials on site and segregation of wastes to ensure that the minimum quantities are disposed of to landfill and that the maximum is directed for disposal off-site to reclamation by public dumping. All construction waste should therefore be sorted on site into inert and non-inert materials.

• Non-inert materials such as wood and other materials including glass, plastics, steel and metals should be disposed of a landfill. Other inert materials like soil, sand, rubble, are to be separated from non-inert and disposed of at public dumps.

• In addition large quantities of site fencing, scaffolding and timber for the building work will be generated and require disposal at landfill via the WKTS.

• Paint residues, lubricants and other oily wastes are classified as chemical waste under the Waste Disposal (Chemical Waste) (General) Regulations and special controls are imposed to regulate storage, labeling transport and disposal at the Chemical Waste Treatment Centre. Construction sites must register individual as chemical waste producers to comply.

The Contractor shall also pay attention to the Waste Disposal Ordinance, the Dumping at Sea Ordinance, the Public Health and Municipal Services Ordinance and the Water Pollution Control Ordinance, and carry out the appropriate waste management work. The relevant

RT-5148-02!O 1 Final Report AppendixCI


T: 5148\frlapp-clcl.doc


license/permit, such as the effluent discharge license, the chemical waste producer registration, etc. shall be obtained. The Contractor shall refer to the relevant booklets issued by EPD when applying for the license/permit.

During the site inspections and the document review procedures as mentioned in Section 6.1 and 6.2 of this manual, the ET Leader shall pay special attention to the issues relating to waste management, and check whether the Contractor has followed the relevant contract specifications and the procedures specified under the iaws of Hong Kong.

RT-514B-02/01 Final Report Appendix CI

App.Cl Page - 26 September 1997

T: 514B\frlapp-clcJ .doc

c c

c 6

G

C:

o o c c' 6

o

c

c

c

(

c

8

o

o o c'

8

o o

c c

c c

6.

6.1

6.2


SITE ENVIRONMENTAL AUDIT

SITE INSPECTIONS

Site Inspections provide a direct means to trigger and enforce the specified environmental protection and pollution control measures. They shall be undertaken routinely to inspect the construction actives in order to ensure that appropriate environmental protection and pollution control mitigation measures are properly implemented. With well defined pollution control and mitigation specifications and a well established site inspection, deficiency and action reporting system, the site inspection is one of the most effective tools to enforce the environmental protection requirements on the construction site.

The ET Leader is responsible for formulation of the environmental site inspection, deficiency and action reporting system, and for carrying out the site inspection works. He shall submit a proposal on the site inspection, deficiency and action reporting procedures within 21 days of the construction contr!lct commencement to the Contractor for agreement and to the ER for approval.

Regular site inspections shall be carried out at least once per week. The areas of inspection shall not be limited to the environmental situation, pollution control and mitigation measures within the site; it should also review the environmental situation outside the site are which is likely to be affected, directly or indirectly, by the site activities. The ET Leader shall make reference to the following information in conduction the inspection:

(a) the EIA recommendations on environmental protection and pollution control mitigation measures;

(b) (c)

(d) (e) (f)

works progress and programme; individual works methodology proposals (which shall include proposal on associated pollution control measures); the contract specifications on environmental protection; the relevant environmental protection and pollution control laws; and previous site inspection results.

The Contractor shall update the ET Leader with all relevant information of the construction contract for him to carry out the site inspections. The inspection results and its associated recommendations on improvements to the environmental protection and pollution control works shall be submitted to the ER and the Contractor within 24 hours, for reference and for taking immediate action. The Contractor shall follow the procedures and time-frame as stipulated in the environmental site inspection, deficiency and action reporting system formulated by the ET Leader to report on any remedial measures subsequent to the site inspections.

Ad hoc site inspections shall also be carried out if significant environmental problems are identified. Inspections may also be required subsequent to receipt of an environmental complaint, or as part of the investigation work, as specified in the Action Plan for environmental monitoring and audit.

COMPLIANCE WITH LEGAL AND CONTRACTUAL REQUIREMENTS

There are contractual environmental protection and pollution control requirements as well as environmental protection and pollution control laws in Hong Kong which the construction activities shall comply with.

RT-514B-02/01 Final Report Appendix Cl

App.Cl Page - 27 September 1997

T:514B![rlapp.clcl.doc

6.3


In order that the works are in compliance with the contractual requirements, all the works method statements submitted by the Contractor to the ER for approval shall be sent to the ET Leader for vetting to see whether sufficient environmental protection and pollution control measures have been included.

The ET Leader shall also review the progress and programme of the works to check that relevant environmental laws have not been violated, and that the any foreseeable potential for violating the laws can be prevented.

The Contractor shall regularly copy relevant documerits to the ET Leader so that he checking work can be carried out. The document shall at least include the updated Work Progress Reports, the updated Works Programme, the application letters for different license/permits under the environmental protection laws, and all the valid license/permits. The site diary shall also be available for the ET Leader's inspection upon his request.

After reviewing the document, the ET Leader shall advise the ER and the Contractor of any non-compliance with the contractual and legislative requirements on environmental protection and pollution control for them to take follow-up actions. If the ET Leader's review concludes that he current status on license/permit application and any environmental protection and pollution control preparation works may not cope with the works programme or may result in polential violation of environmental protection and pollution control requirements by the works in die course, he shall also advise the Contractor and the ER accordingly.

Upon receipt of the advice, the Contractor shall undertake immediate action to remedial the situation, The ER shall follow up to ensure that appropriate action had been taken by the Contractor in order that the environmental protection and pollution control requirements are fulfilled.

ENVIRONMENTALCOMPLArnTS

Complaints shall be referred to the ET Leader for carrying out complaint investigation procedures. The ET Leader shall undertake the following procedures upon receipt of the complaints:

(a) log complaint and date of receipt onto the complaint database; (b) investigate the complaint to determine its validity, and to assess whether the source

of the problem is due to works activities; (c) if a complaint is valid and due to works, identifY mitigation measures; (d) is mitigation measures are required, advise the Contractor accordingly; (e) review the Contractor's response on the identified mitigation measures, and the

updated situatIon; (f) if the complaint is transferred from EPD, submit interim report to EPD on status of

the complaint investigation and follow-up action within the time frame assigned by EPD;

(g) undertake additional monitoring and audit to verifY the situation if necessary, and review that any valid reason for complaint does not recur;

(h) report the investigation results and the subsequent actions to the source of complaint for responding to complainant (If the source of complaint is EPD, the results should be reported within the time frame assigned by EPD); and

(i) record the complaint, investigation, the subsequent actions and the results in the monthly EM&A reports.

RT-5148-02/01 Final Report AppendixCl

App. Cl Page - 28 September 199!

T: 5148Vi"lapp-clcJ .doc

c

o c c

c

C) o

c c c

c

c

(

8 Cj

c' o

c'

o o c~

c c

c c

West Kowloon Reclamation Comprehens~ve Traffic Analysis Revie.w & Environmental Impact Assessment

During the complaint investigation work, the Contractor and ER shall cooperate with the ET Leader in providing all the necessary information and assistance for completion of the investigation. If mitigation measures are identified in the investigation, the Contractor shall promptly carry out the mitigation. The ER shall ensure that the measures have been carried out by the Contractor ..

A flow chart of the complaint response procedures is shown in Figure 6.1.


App.CJ Page- 29 September 1997

T: SI48IJr\app-c\cJ .doc

. /


7. REPORTING

7.1

7.2

7.3

GENERAL

The following reporting requirements based upon a paper documented approach. However, the same information can be provided in an electronic medium upon agreeing tbe format with the ER and EPD. This would enable a transition form a paper/historic and reactive approach to an electronic/real time proactive approach.

BASELINE MONlT9RING REPORT

The ET Leader shall prepare and submit a Baseline Environmental Monitoring Report within 10 working days of completion of the baseline monitoring Copies of the Baseline Environmental Monitoring Report shall be submitted to each of the three parties; the Contractor, the ER and the EPD. The ET Leader shall liaise with the relevant parties on the exact number of copies tbey want, The format of the report and the format of the baseline monitoring data in magnetic media to be submitted to EPD shall be agreed with EPD.

The baseline monitoring report shall include at least tbe following:

(a)

(b)

(c)

(d)

(e)

(f)

(g)

(h)

up to half a page executive summary;

brief project background information;

drawings showing locations of the baseline monitoring stations;

monitoring results (in botb hard and diskette copies) together with the following information:

monitoring metbodology; equipment used and calibration details; parameters monitored; monitoring locations (and depth); monitoring date, time, frequency and duration;

details on influencing factors, including: major activities, if any, being carried out on the site during the period; weather conditions during tbe period; other factors which might affect tbe results;

determination of the Action and Limit Levels for each monitoring parameter and statistical analysis of the baseline data;

revisions for inclusion in the EM&A Manual; and

comments and conclusions.

MONTIll, Y EM&A REPORTS

The results and findings of all EM&A work required in the Manual shall be recorded in the monthly EM&A repor.ts prepared by the ET Leader. The EM&A report shall be prepared and submitted within 10 working days of tbe end of each reporting month, with the first report

RT·5148·02101 Final Report Appendix C1


T:5148'frlapp·clc1.doc

c c

c; c (J

e o c

c c e

c c c (

c

c

e o c) o o

o o

c) c c c c c

7.3.1

West Kowloon Reclamation Comprehensiv~ Traffic Analysis Review & Environmental Impact Assessment

due in the month after construction commences. A maximum of 4 copies of each monthly EM&A report shall be submitted to each of the three parties: the Contractor, the ER and the EPD. Before submission of the first EM&A report, the ET Leader shall liaise with the parties on the exact number of copies and format of the monthly reports in both hard copy and electronic medium reqnirement.

First Monthly EM&A Report

The first monthly EM&A report shall include at least the following:

(a)

(b)

(c)

(d)

(e)

(f)

(g)

(h)

(i)

1-2 pages executive summary;

basic project information including a synopsis of the project organisation, programme and management structure, and the work undertaken during the month;

a brief summary of EM&A requirement including: all monitoring parameters; environmental quality performance limits )Action and Limit levels); Event-Action Plans; environmental mitigation measures, as recommended in the project ErA study final report; environmental requirements in contract documents;

advice on the implementation status of environmental protection and pollution control/mitigation measures, and recommended in the project ElA study report, summarised in the updated implementation schedule;

drawings showing the project area, any environmental sensitive receivers and the locations of the monitoring and control stations;

monitoring results (in both hard and diskette copies) together with the following information;

monitoring methodology equipment used and calibration details parameters monitored monitoring locations (and depth) monitoring date, time, frequency, and duration;

graphical plots of trends of monitored parameters over the past four reporting periods for representative monitoring stations annotated against the following:

major activities being carried out on site during the period; weather conditions during the period; and any other factors which might affect the monitoring results;

advice on the solid and liquid waste management status;

a summary of noncompliance (exceedances) of the environmental quality performance limits (Action and Limit levels);

a review of the reasons for and the implications of noncompliance and deficiency reporting and any follow-up procedures;

RT-SI48-02/01 Final Report AppendixCI


T: SI48IJrlapp-clcl.doc

(k)

(1)

(m)


a description of the actions taken in the event of noncompliance and deficiency reporting and any follow-up procedures related to earlier noncompliance;

a summary record of all complaints received (written or verbal) for each media, including locations and nature of complaints, liaison and consultation undertaken, actions and follow--up procedures taken and summary of complaints; and

An account of the future key issues as reviewed form the works programme and work method statements.

7.3.2 Subsequent EM&A Reports

The subsequent monthly EM&A reports shall include the following:

(a)

(b)

Title Page

Executive Summary (1-2 pates) Breaches of AL levels Complaint Log Reporting Changes

. Future key issues

(c) Contents Page

(d)

(e)

Environmental Status Drawing showing the project area, any environmental sensitive receivers and the locations of the monitoring and control stations Summary of non-compliance with the environmental quality performance limits Summary of complaints

Environmental Issues and Actions Review issues carried forward and any follow~up procedures related to earlier non-compliance (complaints and deficiencies) Description of the actions taken in the event of noncompliance and deficiency reporting Recommendations (should be specific and target the appropriate party for action) Implementation status of the mitigatory measures and the corresponding effectiveness of the measures

(f) Future Key Issues

(g)

RT-5148-02/01 Final Report AppendixC1

Appendix AL levels Graphical plots of trends of monitored parameters at key stations over the past four reporting periods for representative monitoring stations annotated against the following: i) major activities being carried out site during the period; ii) weather conditions during the period; and iii) any other factors which might affect the monitoring results Monitoring schedule for the present and next reporting periods


T:5148I[r\app-c\cJ.doc

c

~J

(,

c

o c c o c C~

o

o

c c c

(

c (;

c

e

c'

C)

c' c) c (

c c

7.4


Cumulative complaints statistics Details of complaints, outstanding issues and deficiencies

QUARTERLY EM&A SUMMARY REPORTS

The quarterly EM&A summary report which should generally be around 5 pages (including about 3 of text and tables and 2 of figures) should contain at least the following information:

(a) up to haifa page executive summary;

(b)

(c)

(d)

(e)

(f)

basic project information including a synopsis of the project organisation, programme, contacts of key management, and a synopsis of work undertaken during the quarter;

a brief summary of EM&A requirements including:

monitoring parameters; environmental quality performance limits (Action and Limit levels); and environmental mitigation measures, as recommended in the project ErA study final report;

advice on the implementation status of environmental protection and pollution control/mitigation measures, as recommended in the project ErA study report, summarised in the updated implementation schedule;

drawings showing the project area, any environmental sensitive receivers and the locations of the monitoring and control stations;

graphical plots of the trends of monitored parameter over the past 4 'months (the last month of the previous quarter and the present quarter) for representative monitoring stations annotated against;

the major activities being carried out on site during the period; weather conditions during the period; and any other factors which might affect the monitoring results;

(g) advice on the solid and liquid waste management status;

(h)

(i)

(k)

(I)

a summary of noncompliance (exceedances) of the environmental quality performance limits(Action and Limit levels);

a brief review of the reasons for and the implications of non-compliance including review of pollution sources and working procedures;

a summary record of all complaints received (written or verbal) for each media, liaison and consultation undertaken, actions and follow-up procedures taken;

comments (e.g. effectiveness and efficiency of the mitigation measures), recommendations (e.g. any improvement in the EM&A programme) and conclusions for the quarter; and

proponents contacts and any hotline telephone number for the public to make enquiries.

RT-SI48-02/01 Final Report AppendixC1


T:SI48!{r\app-c\cJ.doc


7.5 DATA KEEPING

7.6

The site document such as the monitoring field records, laboratory analysis records, site inspection forms, etc. are not required to be included in the monthly EM&A report for submission. However, the document shall be well kept by the ET Leader and be ready for inspection upon request. All relevant information shall be clearly and systematically recorded in the document. The monitoring data shall also be recorded in magnetic media form, and the software copy can be available upon request. The water quality data software format shall be agreed with EPD. All the document and data shall be kept for at least one year after completion bfthe construction contract.

(e) Environmental Issues and Actions

(f)

(g)

Revise issues carried forward and any follow-up procedures related to earlier non-compliance (complaints and deficiencies) Description of the actions taken in the event of noncompliance and deficiency reporting Recommendations (should be specific and target the appropriate party for action) Implementation status of the mitigatory measures and the corresponding effectiveness of the measures

Future Key Issues

Appendix AL levels Graphical plots of trends of monitored parameters at key stations over the past four reporting periods for representative monitoring stations annotated against the following: i) major activities being carried out on site during the period; ii) . weather conditions during the period; and iii) any other factors which might affect the monitoring results Monitoring schedule for the present and next reporting period Cumulative complaints statistics Details of complaints, outstanding issues and deficiencies

INTERIM NOTIFICATIONS OF ENVIRONMENTAL QUALITY LIMIT EXCEEDANCES

With reference to Event/Action Plans in Tables 2.2, and 3.2, when the environmental quality limits are exceeded, the ET Leader shall immediately notify the ER & EPD, as appropriate. The notification shall be followed up with advice to EPD on the results of the investigation, proposed action and success of the action taken, with any necessary follow-up proposals. A sample template for the interim notifications is shown in Figure 7.1.



T: 5148Ifrlapp-clc/.doc

C' c; €;

C, c

c' c

o

c c c' c

c

c c

8 o C: (j

(\

o C;

>

c) c

c c c

Figure 7.1

Project

Date

Time


Sample Template for Interim Notifications of Environmental Quality Limits Exceedances

Incident Report on Action Level or Limit Level Non-compliance

Monitoring Location

Parameter

Action & Limit Levels

Measured Level

Possible reason for Action or Limit Level Non.compliance

Actions taken I to be taken

Remarks

Prepared by :

Designation:

Signature:

Date:


App.CJ Page - 35 September 1997

, Location Plan

T: 5148\frlapp-clcJ .doc


8. OPERATION PHASE EM&A

8.1 INTRODUCTION

Operational Phase EM&A will be required to assess the performance of the new road and rail

('

c'

c system in achieving environmental objectives. This is expected to focus on noise and air C quality impacts at defined sensitive receivers. The key aspects of the programme will be -discussed in due course with EPD, however, detailed information is not included here, since it too early in the development programme which may be subject to change particularly in Ci the light of further development of the western corridor Railway.

RT-514B-02/01 Final Report Appendix C1


T:514B\frlapp-clcJ.doc

8 V

G

o

o c)

c (

c~!

C C\

c)

()

c)

(

(,

c' c c c

c

c·

West Kowloon Reclamation , Final Report - EIA

Appendix C2 .

Code of Practice

Operation Guide for Container Depots

General planning criteria

I.

2.

3.

Site Location

(a) In the absence of any planned buffer areas, site s should ideally have a clearance of 200m away from sensitive environmental areas such as conservation areas/Sites of Special Scientific Interest (SSSIs).

Site Planning

(a) The optimum site area should not be less than 2.25 ha (please see Appendix I).

(b) Stacking heigh~ of more than 8 TEV is not recommended.

(c) Distance between ingress and reception are within the depots should not be less than 70 m to accommodate at least 4 container vehicles.

(d) About 50% of the depot site area should be devoted to the provision of access and marshalling areas. '

(e) Not less than 10% of the site area or 1 container vehicle parking space/2,250m2

should be devoted to providing parking area for waiting container vehicles, whichever is greater.

Traffic

(a) Ideally there should be separate ingress/egress of not less than 15 m in width off a public road.

(b) In case of a combined ingress/egress, the width should be not less than 20 m.

(c) Any ingress/egress should not conflict with any bus stop or road junction.

Drainage

(a) Sites should have stormwater drainage connections to public drains if available.

(b) Any drains/streams within and abutting depots should be maintained and cleared by operators.

RT·5148-02/01 Final Report App.C2 Page - 1

September 1997 T:5148\fr\app-c\c2.doc

. App~ndix C2

5.

6.

Environmental Aspects


(a) Noise impact caused by the container activities should be minimised by screening, mounding, protection by noise tolerant structures or buffer of empty container boxes.

(b) Circulation space within depots should be maintained free of pot-holes to minimise traffic noise impact.

(c) Container repair areas should be positioned away from sensitive receivers or be screened by effective acoustic barriers. Wherever possible it is recommended such operation by carried out in purpose built structure.

(d) All wastes generated by on-site activities should be properly disposed of.

(e) Sites should be properly surfaces and maintained to reduce dust emissions from vehicular traffic and container handling operations.

(f) Hours of operations should be restricted as follows:

(1) General on-site operation such as the stacking and retrieving of containers - from 0700 to 2300 hours

(2) Repairing activities - from 0700 to 1900 hours

Safety Aspects

(a) Stacked containers within depots should be set back from pavement/roads to ensure safety to pedestrians and vehicles. The distance should not be less- than the stacking height at anyone time.

(b) In the event of Typhoon Signal No.3 being hoisted, all containers should be securely

G

o o ()

c) o ()

CJ ()

,\

stacked and fastened and all operations should be suspended thereafter. C:" 7. Landscaping

(a) General perimeter landscaping is recommended.

RT-514B-02/01 Final Report App~ndix C2

App.C2Page - 2 Septemberl997

T:514Blfrlapp-clc2.doc

(I

(

C' c· (,

(

()

C.

Documents

FINAL REPORT -EIA · Highest 1 hour N02 Concentrations (flg/m 3) at 1.8m above ground level Decrease in Traffic Emissions with Height - Hing Wa St I Yen Chow St Figure 3.11 Traffic