I Document No. 9045 l/SVJ

Name Position Signature Date

Prepared by C. H; Wan Associate ~ r ~. fA . 14-::f 11./2./'1G, Checked by D. Johnson Project Manager - .; 11...\ 1-/9(" ,

Approved by S. V.Jones Project Director \<::. 110~ I'llt \% Revision No. 09/02/96

'....J ,

Copy No. qb\. of 160

. @ This report is printed on recycled paper

Mouchel Asia Ltd

MOUCHEL No part of this document may be reproduced or transmilted,.in any form or by any means electronic. mechanical, photographic, recording or otherwise, or stored

'in a retrieval system of any nature without the written permission of Moue he I Asia LId, application for which shall be made to Mouchel Asia Ltd, 241F. Citicorp Centre, 18 Whitfield Road. Causeway Bay, Hong Kong.

I -

North TSing Yi Reclamation EIA - Executive Summary

INTRODUCTION

In July 1994 the Civil Engineering Department (CED) appointed Mouchel Asia to carry out an Environmental Impact Assessment (EIA) of the formation of a reclamation at a site on North Tsing Yi presently occupied by shipyards. The reclamation is to be formed using construction waste as the fill material.

The EIA addresses:

traffic, • noise;

. air quality; • marine water quality; and • land contamination.

The EIA Final Report provides an assessment of existing environmental conditions, the impacts during the execution of the Project and measures required to mitigate environmental impacts. A monitoring and audit programme has been prepared to monitor the effectiveness of the measures.

THE PROPOSED DEVELOPMENT

PROJECT DESCRIPTION

The Project comprises the reclamation of 7.62 hectares of seabed and foreshore located in the northern most portion of Tsing Yi Island adjacent to Tam Kon Shan Road. The location of the Project is shown on Figure SI ", ,I the Project site is shown on Figure S2.

Twenty-one shipyards presently occupy the Project site, fifteen of which are on Government land· and six on private lots.

The Project is proposed to commence in mid 1996 and will be completed within 21 to 30 months depending upon the rate of receipt of the fill.

The Project comprises three main stages:

• site clearance; construction of a seawall; and reclamation construction by operating as a public dump receiving construction waste.

Executive Summary 90451/SVJlDJlSEB/MW/August 1995

Mouchel Asia Ltd

The after use of the Project site is planned for "0", Open Space, with a small portion of the site designed as "GIC", Government Institution and Community Facilities. The future land use of the reclamation is not addressed in this EIA.

SITE CLEARANCE

Buildings and piers remaining after relocation of the shipyards will require demolition, removal and disposal. There may also be residual waste on sile such as scrap materials and containers. The type and quantity of material that will require removal and disposal have been estimated from field' surveys. Site clearance will commence at the start of the Project and will last for about three months.

SEAWALL CONSTRUCTION

The Project requires the construction of a 530m long seawall approximately 155m offshore. It has been assumed that dredging for the seawall foundations will be from east to west and that the seawall will then be constructed from both ends inwards with a gap being left in the middle until completion of the reclamation. This will allow ingress and egress of water and will minimise ponding. About 380m of the seawall will be sloping rubble mound and 150m will be a vertical seawall with landing steps to provide marine access to and from the site.

The soft marine sediments directly below' the seawall will require removal to prepare the foundation for

. the seawall. Approximately 105,OOOm' of sediment will require removal and disposal as follows:

• the dredging will be conducted by one grab dredger using a 3m' grab; the working hours of the dredger will be 12 hours a day (0700 - 1900); and the dredging rate will be approximately 1,020 m' per day.

The seawall will take about· eight months to construct. A sand layer will be. placed in the dredged trench and the wall will be formed with a rock fill core and armour. Precast blocks will be used to form the vertical section.

North Tsing Yi Reclamation EIA - Executive Summary

CONSTRUCTION OF THE RECLAMATION

The reclamation will take between 6 and 15 months to complete depending upon the rate of delivery of fill material. The hours of operation will be 0800 to 1800 Monday to Saturday and the facility will be closed on Sundays and Public Holidays. Fill material will" be delivered to the site by truck and will normally be end tipped into the reclamation. There may also be temporary stockpiling of materials. There will be no rock crushing but there will be some light equipment used for sorting of unsuitable materials that may be delivered to the reclamation.

The iotal fill material required is 0.5 million m' to achieve the finished level of -+'5 mPD. The source of fill material will be construction sites within and around the Tsing Yi area.

Because of the unpredictability of the rate of delivery of fill material at public dumps, three filling scenarios were assessed as follows:

15 month period - approximately I,355m' of material received daily; 12 month period - approximately I,694m3 of material received daily; and 6 month period - approximately 3,375m3 of material received daily.

The material that will be accepted at the site will be public dumping material as defmed under the Public Dumping Licence Agreement in Appendix I of the Works Branch Technical Circular No. 2/93. Acceptable material under the licence will include earth, inert building debris, broken rock and concrete. Small quantities of timber may also be included. Other types of waste such as marine mud, household refuse, plastic, metal, industrial and chemical waste, animal and vegetable matter and any other material considered unsuitable for public dumps will be rejected.

EXISTING ENVffiONMENT

TRAFFIC

There are two access routes to Tsing Yi : the northern route and the southern route. The northern route brings traffic over the Tsing Tsuen Bridge

Executive Summary 904511SYJ/DJ/SEB/MW/August 1995

Mouchel Asia Ltd

directly to the Tam Kon Shan Roundabout and into Tam Kon Shan Road. The southern route brings traffic via the Tsing Yi Bridge. Access from the southern approach is less direct and once over the bridge there are three options all of which converge at the Tam Kon Shan roundabout. The key road junction is therefore the Tarn Kon Shan Roundabout. .

Traffic surveys at the Tam Kon Shan Roundabout during peak morning and evening periods showed approximately 3,000 vehicles/hour negotiating the junction. An assessment of the traffic conditions revealed that the roundabout operates well during peak traffic hours with no apparent queues or delays.

Queues occur on the approaches to the eastern end of Tsing Tsuen Bridge. The queuing lasts from a few minutes up to a maximum of 15 minutes, indicating that this junction is operating close to capacity during peak hours. Queues also occurred at the eastern approach to the Tsing Yi Bridge indicating that this road is also operating close to capacity in both peak hours.

NOISE

The existing noise levels in the vicinity of the Project site are dominated by intermittent hammering noise from the shipyards and noise from schools. Tarn Kim Shan Road is not a major traffic route but the existing traffic flow is fairly· heavy, particularly for the road section close to the Tarn Kon Shan Roundabout. Road noise therefore contributes to the overall noise environment.

. Baseline noise levels were monitored in October and November 1994. Maximum noise levels of 68 dB(A) were measured at Shing Tai House and Queen's College Old Boys' Association Secondary School. The school is already air-conditioned and is insulated against noise impact.

AffiQUALITY

The proposed reClamation is about 1.3 km from the Tsuen Wan industrial areas and 600m 'west of the Nga Ying Chau Oil Depot on Tsing Yi Island.

Air quality is routinely monitored by EPD at the Tsuen Wan Air Quality Monitoring Station, the closest station to North Tsing Yi. The 1993 armual average total dust and fme dust concentrations

2

North Tsing Yi Reclamation EIA - Executive Summary

monitored at this station were 101 p.g/m' and 57 p.g/m' respectively. Both of these values exceed the annual Air Quality Objective (AQO) value of 80 p.g/m' and 55 p.g/m' respectively.

Dust levels at four locations around the Project site were measured daily over a two week period in October and November 1994. On all occasions monitoring data was below the AQO.

MARINE WATER AND SEDIMENTS

The quality of marine water in and around the. Project area is affected by:

• water from the Pearl River containing, in particular, high suspended solids;

• foul sewers and storm drains discharging into the Rambler Channel; and

• restricted flushing of the Rambler Channel due to low tidal currents.

Short term variations in water quality adjacent to the Project site are influenced by the local tidal conditions.

Long term water quality monitoring by EPD reveals thatthe Water Quality Objectives are breached for some parameters, in particular E. coli, dissolved oxygen and inorganic nitrogen.

The EPD Sediment Classification Scheme defines the sediments along the line of the seawall as Class C, seriously contaminated, with respect to their heavy metal content. High Polycyclic Aromatic Hydrocarbons (PAH) concentrations are indicative of probable pollution from petroleu!ll hydrocarbons from the shipyards.

LAND CONTAMINATION

The Project site was originally formed in 1964 and has been used continually for shipyard activities since 1967.

The main activities carried out at the shipyards are the construction, maintenance and renovation of steel hulled ships and barges. There has been some manufacture of fibre glass boats but this has now stopped. The chemicals and materials used in the shipyards consist primarily of paint, solvents, acetylene gas and oxygen, welding tubes and zinc

Executive Summary 9045~/SVJ/DJISEB/MW/August 1995

Mouchel Asia Ltd

sacrificial anodes. Diesel oil and lubricating oil and grease are also used for the machinery, cables and rails of the slipways. These materials most likely will have caused land contamination of the.site.

Spills from these materials have accumulated on the bare soil andeoncrete surfaces in the shipyards. The surface deposits appear to be composed of materials such as marinevgrowth residue, stripped paint, rust, and liquid wastes.

POTENTIAL ENVIRONMEm.AL IMPACTS

AND THEm MITIGATION

TRAFFIC IMPACTS

Daily vehicle trips from site clearance will be less than those generated at present by the shipyards and the seawall will be constructed using marine,based equipment. These works will·thus not generate any additional road traffic.

There will, however, be additional traffic from delivery of reclamation material. Observations at similar reclamation sites indicate that the peak hours· for vehicles delivering construction waste to the reclamation will differ from those for other traffic and the existing peak hour flows on the adjacent roads will not increase.

The impacts of the Project on traffic flows will be:

a reduction of 134 vehicle trips in the mo·rning peak hour (0730 to 0830);

• a reduction of 165 vehicle trips in the evening peak hour (1715 to 1815);

• changes in mid-morning (1000 to 1200) traffic ranging from an increase of 13 trips if the site is filled in six months to a reduction of 93 trips if the site is filled in 15 months; and a reductions in mid-afternoon traffic (1530 to 1800) of up to 123 trips depending on the rate of filling.

All of these changes are compared with traffic flows including those generated by the shipyards.

The itupact on peak traffic flow will not be significant. However, at certain times the rate of arrival of vehicles at· the site may exceed the material handling capacity resulting in the formation

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North Tsing Yi Reclamation EIA - Executive Summary

of queues close to the site on Tam Kon Shan Road.

Mitigation Measures

The Project will not cause an increase in peak traffic flows and thus no mitigation measures are considered necessary.

To minimise queuing of traffic on Tam Kon Shan Road, it is recommended that the Contractor locates the site entrance in such ~ way as to provide queuing space within the site boundary.

NOISE IMPACTS

There will be no working' after 1900 or on public holidays when noise levels are restricted under the Noise Control Ordinance (NCO). The criteria for noise levels at the sential receivers during normal working hours for noise from the construction activities are thus the EPD guideline of 75dB(A) L,q (30 min) for dwellings, 70 and 65 dB(A) L,q (30 min) for schools and during examinations and 70dB(A) for road traffic noise.

Mechanical equipment used during site clearance could give rise to noise levels above the EPD guidelines at locations immediately adjacent to the site unless mitigation is applied. Noise levels could exceed the NCO values when fIlling is being carried out in the eastern half of the reclamation site. Construction of the seawall is not expected to give rise to any significant rise in noise levels.

Mitigation Measures

The study has considered mitigation measures to reduce noise levels. The most effective mitigation measure for construction noise is conirol at the source. In the case of powered mechanical equipment, this involves either selecting silenced equipment, or reducing the transmission of noise using mufflers, silencers, or acoustic enclosures.

Specific measures that are recommended to be implemented by the Contractor for compliance with the NCO and appropriate Technical Memorandum include:

use a bulldozer and dump truck with a sound power level at or lower than 109dB(A) and ll1dB(A) respectively utiless the Contractor

Executive Summary 90451/SVIIDJ/SEBIMW/August 1995 -

Mouchel Asia Ltd

can prove that noise levels from other plant will meet the noise control criteria;

• prepare a list of equipment and provide a schedule of activities prior to site clearance or reclamation activities that demonstrate that no noise impact will occur at any NSR;

apply other measures, such as locating, selecting, operating and maintaining equipment in such a marmer as to reduce noise and

, selecting noise barriers or earth embankments to screen NSRs as required; and '

• establish community relations between the Contractor, the Engineer's Representative, surrounding residents and, school administrators.

Compliance with the construction noise criteria can be achieved by employing these mitigation measures.

Residual noise impacts after implementation of mitigation measures will be, within established standards and guidelines.

AIR QUALITY IMPACTS

The structures in the shipyards are steel or wooden with the exception of a few concrete structures. , It is unlikely that substantial amounts of dust will be produced by site clearance.

Dredging and placing of the fill for construction of the seawalls are not dust generating activities and thus no adverse air quality impacts are expected.

, Construction dust will be generated by the transport and handling of fill reclamation material.

Mitigation Measures

The following mitigation measures are recomm,nded to suppress dust emissions:

twice-daily watering of exposed surfaces;

haul roads on the site to be watered four times daily;

progressive cover of areas reaching'the final level by hydroseeding;

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North Tsing Yi Reclamation EIA - Executive Summary

• stockpiles restricted, to an area of 500m2 , a mean height of 3m and surrounded on three sides by windbreaks;

• a washing facility at the exit from the site to remove dust and grit from the tyres, undercarriage and body of the vehicle; and

• twice weekly cleaning of the access road by flusbing or vacuuming.

These mitigation measures will result in the I-hour and 24-hour dust standards being met even at the most exposed sensitive receivers. The annual air quality estimate is influenced by the background value, which, at Tsuen Wan, already exceeds the Air Quality Objectives under the Air PoIlution Control Ordinance. The predicted increase in the annual figure from this Project is smaIl and

'consequently the impact of the Project is also smaIl.

Residual dust, impacts from the Project after mitigation will be within established standards and guidelines.

MARINE WATER QUALITY IMPACTS

It is not expected that the reclamation will have'any effect on the hydrodynamics of the Rambler Channel or alter flow from the storm water ,discharge at the eastern boundary of the site.

Marine sediments in the Project area are contaminated and special care will be required to avoid any contamination of marine waters during dredging and other marine works. Removal of existing piers, jetties and slipway rails will disturb the near shore sediments. The area of impact will, however, be limited to the' immediate adjacent shoreline.

Dredging for the seawall foundations could cause impacts on water quality if not carefuIly controIled; however, the materials to be used for the formation of the seawaIl are not expected to release any significant quantities of suspended solids into the 'water.

Filling will be predominantly carried out by end face tipping from trucks. Water current velocities in the

Executive Summary 904511SVJ/DJ/SEB/MW/August 1995

Mouchel Asia Ltd

region of the face will be low and increased suspended solids will be confined to the area immediately adjacent to the face. Timber and other buoyant matter in the dumped material could cause to floating debris which could cause visual annoyance and damage marine craft.

Effluent from the vehicle washing facility could cause siltation in the catchpits, produce a visible sediment plume and possibly a surface oil film if allowed to run into the surface water drains. Toilet and wasbing facilities in the site offices could cause poIlution if aIlowed to discharge into the marine waters. Maintenance and refueIling facilities could create a risk of oil and fuel spillage.

Mitigation Measures

The following mitigation measures are proposed to control the potential for marine water quality impacts:

removal of marine structures, in particular slipway runners, should be carried out during low water;

• dredging should be carried out using a sealed grab within a silt curtain;

• contaminated sediments should be disposed of in the pits at East Sha Chau and contained by capping with clean sand;

• a containment curtain with a surface boom should be used for containing floating material and the area contained by the boom should be cleared at least daily by scavenging sampans;

• a vehicle washing facility should be built at the site exit. This should include a recirculation system to reduce the amount of discharge. Arrangements should be made for treatment or disposal of contaminated wash water;

• any fuel tanks on the site should be housed within bunded containment areas. Vehicle maintenance should be carried out on paved areas and waste oils disposed of off site; and

• permanent site offices and facilities should be cortnected to the sewer in Tam Kon Shan Road or chemical toilet facilities should be provided

5

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North Tsing Yi Reclamation EIA - Executive Summary

and serviced daily.

Sediment lost into suspension during dredging will be mostly contained by the silt curtain and there will be no significant effects away from the dredging area.

Implementation of these mitigation measures will reduce impacts to within established standards and guidelines and· there will be no adverse residual . ,

. impact.

CONTAMINATED LAND IMPACTS

This study has included a preliminary survey of the potential for land contamination. A detailed survey ~as not been possible due to lack of access.· Contractors undertaking site clearance could be exposed to hazardous materials if present in the soil and dust. There could also be effects on the contractors· working during the reclamation construction ... The level of impact will decrease as the works proceed and the surface deposits are covered. In addition, surface . runoff and groundwater flow from the contaminated land could cause pollution of the waters of the Rambler Channel.

The impacts of the contamination on future land uses are dependent on the level of contamination. High

. levels of heavy metals in the soil would render the ground unsuitable for leaving uncovered; high levels of phenol would require careful choice of building materials to minimise deterioration. Where the material is covered the limitations on future use of the site will depend on the nature and level of contaminants and "the depth of fill.

Mitigation Measures

Measures to minimise the exposure of sensitive receivers will depend on the nature and level' of contaminants at the site which can only· be effectively determined when access to the site is granted. '

Where the soil is "un-polluted" or if contamination is at a low level, the best environmental option will be to leave the surface material in place.

If the contamination is too great to allow burial in

Executive Summary 904511SVJ/DJ/SEBIMW/August 1995

Mouchel Asia Ltd

the reclamation, or the contamination is classified as chemical waste, it should be removed from the site and disposed of in a suitable landfill or treated at the chemical waste facility.

If contantination is below the limit requiring removal from the site, but at a level which may cause adverse effects· if left exposed, it should be buried in the reclamation at a suitable depth.

BENEFICIAL IMPACTS

The primary beneficial impact is the diversion of inert construction waste from landfill sites and reusing waste materials. This will extend the life of these laridfills and the need for new or expanded landfills will be deferred.

Secondary benefits include:

the removal of a land use incompatible with the residential and. educational uses of northeast Tsing Yi and the creation of land for ·much­needed GIC facilities and district open space;

reduction in marine contamination by materials washed from the intertidal zone within the shipyards;

a smoother coastline profIle which will improve marine flushing of the area;

a rocky sea wall which will result in a greater degree of biological diversity and· hence· productivity in the subtidal, intertidal and splash zones.

ENVIRONMENTAL· MONITORING AND. AUDIT (EM&A)

The EIA has identified and quantified the potential environmental effects of the Project and proposed mitigation measures. To ensure the effective iinplementation of the measures and monitor un­anticipated effects, an EM&A programme is required which will undertake the following specific activities:

• monitoring of the environmental performance of the Project and the effectiveness of mitigation

6

North Tsing Yi Reclamation EIA - Executive Summary

measures;

verifying the environmenial impacts predicted in the EIA;

• determining ·compliance· with regulatory requirements and governinent policies; and

• initiating remedial action if un-anticipated impacts arise.

Monitoring should be undertaken before, during and after the Project and should consist of:

• baseline monitoring of noise, air and marine water quality, to determine the conditions immediately prior to the commencement of the Project;

impact and compliance monitoring to determine the effect of the activities and the effectiveness of the mitigation measures and compliance with regulatory requirements and standards.

The results of environmental monitoring programme should be subject to independent audit and reported to EPD.

CONCLUSIONS

The implementation of the mitigation measures recommended in the EIA Report supported by the

· EM&A programme will ensure that the Project is carried out in such a way that the potential environmental impacts are controlled to within the

· environmental guidelines and standards.

Executive Summary 90451/SVJ/DJISEB/MW/August 1995

Mouchel Asia Ltd

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