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, Hong Kong Resort Company Limited

Discovery Bay Development Master Plan 6.0 (A)

Environmental Impact Assessment

Executive Summary March 1996

-I,~~A~XIS Environmentol AXIS Environmental Consultants Ltd.

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Contents

1. Introduction

1.1 Background

2.

3.

1.2 Environmental Design and Assessment

Discovery Bay North

2.1 Project Description

2.2 Existing Environment

2.3 Noise

24 Air Quality

2.5 Landscape and Visual Quality

2.6 Ecology

2.7 Water Quality

2.8 Sewage Disposal

2.9 Waste

Road and Tunnel Link



3.3 Noise

34 Air Quality


3.6 Ecology

3.7 Water Quality

3.8 Waste

3.9 Lantau North Country Park

3.10 The Booster Water Pumping Station & Access Road

3.11 The Road and Tunnel Link Toll Plaza

4. Environmental Monitoring & Audit

Figures

Figure 1 Study Area

Figure 2 Discovery Bay North Master Layout Plan

Figure 3 Discovery Bay North Landscape Master Plan

Figure 4 Road and Tunnel Link Options

Executive Summary

1. Introduction

1.1 Background

In August 1994. the Government agreed in principle to the addition of 210.000 m' residential Gross Building

Area (GBA) to Discovery Bay which would raise the population to 25,000, and the provision of a tunnel link to

Siu Ho Wan for road and utility connections. Hong Kong Resort Company Limited (HKR) prepared Master Plan

6.0 which was subsequently revised in response to comments from Government and renamed Master Plan

6.0(A) .

The project involves an extension to the existing Discovery Bay development northwards into Yi Pak and is confined within the existing Discovery Bay lease

boundary. This extension is referred to as Discovery Bay North (DBN). The study area is shown in Figure 1.

The proposed Road and Tunnel Link (RTL) connecting Discovery Bay and North Lantau will be restricted to residential coaches, service vehicles and emergency

vehicles.

1.2 Environmental Design and Assessment

Environmental issues were key considerations during the development of Master Plan 6.0(A) and the

requirement for a high quality environment and minimal

disruption to the existing community have been primary objectives. The development proposal has also taken

opportunities to contribute positively to sub·regional plans for environmental improvement.

The design progressed through an iterative process whereby potential environmental issues were identified and addressed within the planning and engineering design. Guidelines and standards established in the Hong

Kong Planning Standards and Guidelines (HKPSG) were applied throughout the design, and additional requirements

to protect environmental quality have been adopted.

The EIA studies addressed the DBN and RTL components of Master Plan 6.0(A) separately in order to facilitate review of the project by the various Government departments. This Executive Summary includes the findings of the EIAs for both DBN and the RTL.

2. Discovery Bay North


Residential Accommodation

DBN will provide 2230 residential units with a GBA of 185,000 m'. The layout is illustrated in Figure 2.

Hong Kong Resort Company Limited

Discovery Bay Master Plan 6.0(AJ

There will be 12 residential tower blocks (24 storeys), 3 medium rise residential blocks (13 storeys) and 67 low·rise blocks (6 storeys).

Commercial Facilities and Hotel Development

The commercial facilities consist of a 3-storey

building adjacent to the ferry terminal, transport interchange and hotel. The proposed hotel has a GBA of

25,000 m' and will be a 19-storey building over a 4-storey podium with proper segregation from the

residential areas.

Transport Facilities

The new ferry terminal proposed at DBN will supplement the existing Discovery Bay pier which will

continue to operate. The ferry terminal will be served by a transport interchange containing a bus terminal. Buses

will serve all parts of the new development and the existing ferry pier, and will provide links to Chek Lap Kok airport and the mainland via the tunnel.

No private cars will be allowed in the DBN development. Road traffic will be limited to buses, service vehicles and golf carts. The internal road

network has been designed to minimise gradients and bus services have been planned to reduce uphill , and inherently noisier, bus movements.

Community and Recreational Facilities

A public primary school, an international school and a Neighbourhood Community Centre are included in the

Master Plan 6.0(A) proposal. Three residents ' clubs will service different residential clusters and phases of the development. Each club will be approximately 1000 to 2000 m' in area and will include sports and leisure facilities such as tennis and badminton courts and a

swimming pool. A Type A Indoor Recreation Centre is also included and will be either adjacent to or in the same building as the Neighbourhood Community Centre.

Utilities and Services

The tunnel link will create an opportunity for the rationalisation of many existing services and utilities on North Lantau and, to a lesser extent, some of the Outlying Islands. Potable water will be supplied by the

Siu Ho Wan Water Treatment Works replacing the existing potable water supply derived from the Discovery Bay reservoir. Flushing water will continue to be sourced

from the existing impounding reservoir.

Sewerage connection through the tunnel will permit all sewage loads from Discovery Bay to be treated at the Siu Ho Wan Sewage Treatment Works. This link will also permit sewage from Peng Chau to be diverted to Siu Ho

AXIS Environmental Consultants Ltd.

Executive Summary

Wan. Three local submersible type sewage pumping

stations with screening facilities will be located within the

DBN site.

A dangerous goods store is located adjacent to the

roundabout on the tunnel approach road. This site will

store LPG and has been located away from residential

areas and the roundabout for safety reasons.

Solid waste will be gathered at a refuse collection

point (Rep) which is also adjacent to the roundabout on

the tunnel approach road. The waste will then be

transported to the Siu Ho Wan Refuse Transfer Station

via the RTL. This service will replace the existing marine

collection service from Discovery Bay.

Telecommunication services may be diverted from

the existing microwave links to landline connections

through the tunnel if so desired by Hong Kong Telecom.

Landscaping

The Landscape Master Plan (Figure 3) retains the

open valley which is a feature of the current landform

and includes the development of a range of formal and

informal open spaces. From an environmental

perspective, the main features of the plan include:

• creation of a stream course and fresh water pools

and associated riparian vegetation along the southern

edge of the development area;

• creation of an area of mudflats to the south-east of

the site for relocation/planting of mangroves;

• provision of an integrated open space network within

the valley floor; and

• extensive woodland creation on slopes within and

around the margins of the development area.

Drainage

The streams flowing through Yi Pak will be

culverted or diverted to new channels. The major stream

will flow through a series of pools and a reprovisioned

channel before flowing over the restored mangrove

mudflat. The stream banks will be planted with a range

of species currently found on the site. Run-off from

buildings, roads and the building platforms will be

collected by a separate drainage system, and discharged

directly at the sea wall.

Construction Requirements

The major construction works for DBN include:

• formation of fourteen building platforms;

• formation of the internal road network;

• filling the Yi Pak valley to +6 mPD;

• construction of the seawall;


Discovery Bay Master Plan 6.0(A)

• reclamation and earth moving activities; and

• construction of the various residential blocks and

other buildings.

The platforms and reclamation will be constructed

over three to four years. The development will be

phased in three stages, with work starting on the higher

platform areas and progressing to the reclamation. The

construction of residential and commercial buildings in

each phase will last three to four years. The ferry

terminal will be constructed during the first and second

development phases.

Platform formation will require both blasting and

excavation. The main platforms will be formed using fill

removed from Yi Pak Hill and the existing formed roads

within the site will be used as haul roads.

The reclamation will be to a level of +6 mPD.

Marine mud (150,000 m3) will be dredged from the site of

the seawall but will be left in situ in other parts of the

reclamation site. Sampling of the marine muds has

shown that the sediments are uncontaminated with

respect to heavy metals. The dredged marine muds will

not be suitable for site formation but can possibly be

used for the mangrove mudflat and in landscaping

works.


The landscape of the study area is characterised by

high and low-rise urban development set against the

backdrop of the mountains of North Lantau. Two

promontories enclose Yi Pak Wan and form a natural

amphitheatre. The southern promontory forms part of

the existing Discovery Bay development conSisting of

low-rise residences and is separated from the proposed

site by the steep and well wooded slopes of the ridge.

The ridge extends into a prominent knoll which is also

developed. The northern promontory (Yi Pak Hill) is

undeveloped and is prone to wildfire, but has an area of

established woodland on its lower slopes.

The flat landscape of the Yi Pak valley is

characterised by man-made influences with two minor

paved roads crossing the site to access temporary

platforms containing a spoil stockpile, a horticultural

nursery and an abandoned agricultural area. The area of

the valley plain that lies closer to the sea is composed of

mangrove and estuarine areas surrounded by

scrub/woodland vegetation.

Infrequent use of Sam Pak was recorded during

winter 1994/95 and spring 1995. The Sarn Pak Wan

beach was used by only a few hikers and fishermen.

Pleasure craft began using both Yi Pak Wan and Sam


2

Executive Summary

Pak Wan in April 1995 for water sports.

The area is relatively quiet and noise levels are

typical of low density urban conditions. Air quality

compares favourably with urban areas of Hong Kong.

The future air quality of Discovery Bay may deteriorate

marginally as a result of the Lantau Port and Western

Harbour (LAPH) development, probably with a slight

elevation of dust levels from the extensive construction

works.

Yi Pak Wan falls within the boundaries of Southem

Water Control Zone (SWCZ). Tai Pak beach at Discovery

Bay is not gazetted but is regularly used by both residents

of Discovery Bay and visitors for recreation and water

sports. The bathing water quality during 1993 was rated

as 'fair' based on EPD monitoring data.

Presently, the marine waters of Discovery Bay are

influenced by wastewater arising from the existing

development (population approximately 11,000). The

wastewaters are screened and disinfected before being

discharged via an outfall off the peninsula to the south of

Discovery Bay into the SWCZ. The sewage disinfection

system was commissioned recently to upgrade the

treatment level of the Discovery Bay sewage wastewater

discharge in anticipation of the deterioration in water

quality which may result from the partial embayment of

Discovery Bay following construction of the Lantau Port.

As part of Master Plan 6.0(A), sewage from

Discovery Bay (and Peng Chau) will be pumped via the

tunnel link to the Siu Ho Wan Sewage Treatment Works

and water quality in the area will improve as a result.

Five natural watercourses drain the hill slopes

surrounding the Yi Pak site, with four draining into the Yi

Pak estuary. The streams had continuous flows during

autumn/winter 1994 and are generally clean and silt free,

except in times of exceptional rainfall. The upper section

of one stream is culverted.

The area contains ecological resources composed of

marine, estuarine and fresh water habitats of importance

on a local level. The mangrove communities in the

estuarine area at Yi Pak Wan represent the habitat of

greatest conservation value in the study area. Some

mature upland woodland is also of conservation value.

The LAPH development will have a major effect on

Discovery Bay. Later phases of the Port will be clearly

visible and Discovery Bay will potentially be affected by

minor noise and air pollution effects, although predicted

to be within acceptable limits. The most important effect,

however, will be the partial blockage of the seaward view

and loss of the rural setting currently enjoyed by

Discovery Bay residents.



2.3 Noise

Construction

Noise sensitive receivers (NSRs) are the residential

buildings on the northern fronts of the existing Discovery

Bay development. Construction noise at selected NSRs

was predicted based on the best estimates of

construction phasing and equipment available at the time

of the assessment. The predicted noise levels were

compared with typical daytime guidelines and the

standards detailed in the Technical Memoranda (TM)

which support the Noise Control Ordinance (NCO).

Cumulative construction noise (not including

perc~ssive piling) was predicted to exceed daytime

guidelines mainly due to platform formation works .

Predicted noise levels from percussive piling were below

the TM standard.

A construction noise mitigation plan was developed

to control the noise impact of general construction works.

The plan is based on a combination of noise source and

path control measures. Source controls include the use

of silenced plant and machinery noise enclosures, while

path controls include noise barriers at the site or platform

boundaries. The construction noise impact can be

mitigated through source and path controls, and reduced

further through construction programming and good site

practice. A community liaison group will be established

to respond to complaints of construction noise and noise

levels will be closely monitored as part of the

Environmental Monitoring & Audit (EM&A) programme.

Operation

The key operational noise issues relate to road

traffic noise and noise from the LAPH development.

Road traffic noise is under planning control and was

predicted using the RoadNoise model. No private cars

or taxis will be allowed into the existing or new residential

areas. Noise planning controls included building aspect and setback, road alignment and gradient, and bus

routing. Road noise at all flats and both schools

proposed under Master Plan 6.0(A) will be below the

planning standards. Less than 1 % of the fiats in the

existing blocks of Greenvale Village which overlook the

Yi Pak site will be subject to a minor traffic noise impact

of 1 dB(A) or less over the standard.

Detailed modelling was undertaken to determine the noise impact of Container Terminals 10, 11, 12 and

13 planned under the LAPH project. Noise levels were

compared with the planning noise guideline and the NCO

standard. The Master Plan 6.0(A) design avoids direct

line of sight to the Port and incorporates screening for

residential buildings as far as possible. 96.6% of the


3

Executive Summary

proposed DBN development met the night-time planning

guideline, and all predicted noise levels complied with the NCO enforcement standard.

Noise from the ferry terminal, aircraft/helicopters, the tunnel ventilation system and utility areas is under

planning control and is predicted to be acceptable for the Master Plan 6.0(A) development.

2.4 Air Quality

Construction

Air quality sensitive receivers (ASRs) are the

existing tower blocks to the west of the site (Greenvale Village) and the housing on the promontory to the south. The main source of impact is dust from vehicle travel on unpaved roadways, site excavation, drilling and blasting,

dry material stockpiles, material handling, general construction activity and wind erosion of open areas. The Air Quality Objectives (AQO) specify standards for

dust levels.

Dust emissions were predicted using the Fugitive Dust Model and the best available site information and construction programme. The modelling results indicate

that without mitigation, dust levels from general construction works could be high at the ASRs to the west and south-west of the DBN site. Should the blasting scenario be adopted as modelled, unmitigated dust

levels at ASRs will exceed the AQO. In practice, however, blasting will only occur in localised areas and

with the effective implementation of dust control measures for blasting and other construction activities,

dust levels should be within the AQOs at the ASRs. Further dust modelling studies may be required for blasting works once further information on the site conditions and construction details are available and are

reviewed with EPD. The amount of blasting should be

minimised where possible.

Operation

Operational sources of air quality impact include

internal road traffic and odour from the proposed sewage pumping stations. The pumping stations will be operated in a similar manner to the existing facilities and should not cause any odour nuisance.

Levels of nitrogen dioxide (NO,) and respirable suspended particulates (RSP) from vehicles were predicted using the CALlNE4 model and compared with the AQO for these parameters. The results showed that both RSP and NO, concentrations from vehicles in DBN will be well within the AQOs.




The DBN layout plan has attempted to maintain views over the sea and green areas, and to orient views of

future residents away from the Lantau Port as far as possible. Attention has been given to maintaining the 'open' feel of the valley, providing effective buffers between the existing and new development areas and retention of the lower scrub-woodland covered slopes of Yi

Pak Hill.

The development will fundamentally alter the open,

rural character of the Yi Pak valley, resulting in a number of clearly identifiable landscape and visual impacts on sensitive receivers. Long-term landscape impacts include the loss of Sam Pak Wan Valley South natural landform and vegetation; lowering of Yi Pak Hill and cutting back of

the Yi Pak Hill spur; the loss of the lower Yi Pak valley ecosystem; and the loss of natural coastal features in Yi

Pak Wan and part of Sam Pak Wan.

Severe long-term visual impacts will remain for some existing residents as a consequence of their proximity and

elevated views over the Yi Pak valley and the DBN development. The long-term visual impact for hikers and boat passengers (medium and low sensitivity receptor,

respectively) will be low.

Specific landscape measures have been included to

compensate for loss of existing habitat and a major revegetation plan is proposed both within and around the

development area. The standard of the internal landscape will equal that in the existing Discovery Bay development. The overall landscape and visual impact of the

development is considered to be acceptable.

2.6 Ecology

The DBN site contains a range of habitats and the area has been influenced by the proximity to the existing Discovery Bay development. Some areas are highly

modified either through construction activity or fire; others retain an essentially natural character.

The site vegetation consists of shrub woodland, shrub grassland, grass/disturbed areas, mangroves and associated vegetation, and backshore vegetation. The habitats present include upland grass/scrub cover, woodland, freshwater streams, beach, sub- and inter

tidal areas, and the Yi Pak estuary.

No protected or endangered terrestrial plant species were recorded on the site. A major portion of the development will be constructed on shrubland and grassland and loss of these areas is not predicted to be significant. The greatest impact to birds will be habitat loss, particularly with the loss of a Black-eared Kite nest


4

Executive Summary

site. Impacts on mammals will be loss of habitat for burrowing small mammals; no protected species were recorded on the site during recent surveys. With regard

to reptiles and amphibians, only the common Asiatic

Painted Frog was recorded on the site. The availability of suitable lowland habitats for reptiles and amphibians

will decline upon completion of the development.

The DBN site does not encroach upon areas included in the proposed extension of the Lantau North

Country Park.

The boulder shore and associated coastal vegetation between Yi Pak Wan and Sam Pak Wan will be lost with the development, but is common in Hong

Kong and is not of conservation importance. Unavoidable adverse impacts on coastal areas include

loss of natural sand beach at Yi Pak and part of Sam Pak; loss of beach-associated vegetation, an

increasingly rare plant community in Hong Kong; loss of sand spits and lagoons on Yi Pak and Sam Pak beaches which provide shelter for juvenile marine fish; loss of tidal wetland at Yi Pak including 0.6 ha of mangroves;

disruption of the main Yi Pak stream; and loss of 5 ha of

seabed with possible impacts on local fisheries.

The primary impact would be loss of the estuary

and mangrove stand at Yi Pak. Such coastal wetland habitats are an increasingly rare vegetation type in Hong Kong due to sustained development pressure.

Impact mitigation includes detailed revegetation and habitat enhancement plans to compensate for woodland and shrubland loss and loss of habitat for

birds, reptiles, amphibians and mammals. In addition, the Black-eared Kite nest will be relocated to a suitable

site in the adjacent Sam Pak valley.

Mitigation of mangrove habitat loss is proposed in the formation of a mangrove mudfiat to the south-west of the development in Yi Pak Wan. The design of the replacement mangrove will aim for an area three times larger than the area of mangrove lost. Creation of a new mangrove area will not fully replace the form and

function of the existing wetland, but will provide a comparable mangal habitat within a secure management

situation.

The boulder shore will be recreated along the edge of the DBN seawall. Together with the mangrove recre"tion plan, these measures will help mitigate impact on local fish nurseries. In addition, artificial reefs and fish decoys will provide shelter and a source of food for juvenile and small fish.

The lower section of the main Yi Pak stream will be reprovisioned and will fiow over the mangrove stand.



The stream banks will be planted with native species,

and aquatic plants and animals will be reintroduced if they do not recolonise on their own.

Residual impacts of the proposed development

would be the loss of coastal, intertidal and estuarine habitats. Master Plan 6.0(A) includes compensation

measures to maintain coastal ecological resources within the plans for development of the area. The loss of habitats is significant but the proposals provide maximum compensation and opportunities for the longterm protection of the compensating areas.

2.7 Water Quality

Construction

Dredging of marine muds prior to reclamation work will increase suspended solid levels and reduce dissolved oxygen with potentially adverse effects on

marine ecology. Analysis has shown that the marine sediments are not contaminated by heavy metals and will be suitable for reuse in the restored mangrove

mudfiat or in site formation works. Water quality impacts of dredging and spoil transport will be minimised through

careful working practices, control of dredging rates, dredging under appropriate tidal conditions, and through

the use of silt curtains as necessary, and will be

monitored for compliance with the Trigger/ActionfTarget (TAT) levels agreed with EPD as part of the EM&A programme.

Other sources of marine and stream water quality impact include suspended solids in site runoff,

chemicals/fuels used on site, and litter. The site drainage system will include controls to reduce suspended solid levels and intercept any oil from fuel

storage areas. Stores of fine materials will be covered and bunded, and fuels/chemicals will be stored on bunded hard surfaced areas. Fuel/chemical spill control plans will be implemented. Stream culverting and diversion works will be carried out at an early stage of construction and during the dry season to minimise potential problems with temporary drainage and fiood

control.

Operation

The impact on streams in Yi Pak will be severe with

all the channels being culverted, with the exception of the lower portion of the main stream. This stream section will be diverted through the central landscape area to a new channel which will discharge to the restored mangrove mudfiat. The Sam Pak stream will not be affected by the development. Stormwater fiows will increase by 10% with the DBN development and can be easily accommodated within the site drainage system.


5

Executive Summary

Stormwater runoff will be relatively clean and suitable controls will be included in the site drainage system and chemical/fuel storage areas to protect the quality of the drainage effluent. The impact of site drainage on water

quality will be minimal.

The reclamation proposed in Master Plan 6.0(A) will have only a minor impact on water circulation patterns in

the area. Recent improvements in sewage treatment and the Master Plan 6.0(A) proposal to export Discovery

Bay's sewage to Siu Ho Wan will improve water quality in the bay, a significant environmental benefit of the

project.

2.8 Sewage Disposal

Currently, sewage from Discovery Bay is screened

and disposed of through a marine outfall. A Disinfection and Dechlorination Facility began full operation in

October 1995 with the aim of improving the

bacteriological and microbiological quality of the local waters. Sewage loads will increase with the DBN development and, following the recommendation of the

Outlying Islands Sewerage Master Plan, Master Plan 6.0(A) proposes to export all sewage from Discovery Bay and Peng Chau to the Siu Ho Wan Sewage Treatment Works via the tunnel link. Previous laboratory trials and

technical review have shown that the existing Disinfection Facility will be capable of disinfecting the

additional fiows from DBN to meet the relevant

microbiological/bacteriological discharge standards.

The diversion of sewage to Siu Ho Wan will improve marine water quality in Discovery Bay and will help mitigate the potential water quality impacts caused by the embayment formed by the proposed Lantau Port. Connection to the Siu Ho Wan Sewage Treatment Works

is technically feasible and the facility is capable of accommodating the additional fiows under normal operating conditions. The export of Discovery Bay

sewage to Siu Ho Wan is not anticipated to have any significant environmental impact upon the North Lantau marine waters.

The proposals for treatment of Discovery Bay sewage prior to connection to Siu Ho Wan will be reviewed at the end of 1996 in case of delays to the RTL

construction programme.

2.9 Waste

Construction

A construction waste minimisation and recovery plan has been prepared and includes controls for waste generation at source, efficient use of resources through construction phasing, reuse of wastes where possible,



and provision of staff responsible for waste minimisation and sorting on site. The majority of spoil generated from

the DBN site will be clean material suitable for use in reclamation and platform creation . The marine muds to . be dredged are not contaminated and will be used on site or disposed of at a suitable approved site. The impacts of spoil storage, handling and disposal relate to

dust, noise and water quality, and with suitable controls, can be reduced to acceptable levels. The contractor

should prepare a comprehensive on-site waste management plan. The EM&A team will monitor the storage, transport, collection and disposal of construction

wastes to ensure good practice.

Operation

The management of domestic waste from the whole

of Discovery Bay will be improved and simplified as a result of the Master Plan 6.0(A) project. Waste from

DBN will be collected at a new RCP and together with other waste from Discovery Bay, will be exported via the tunnel to the Siu Ho Wan Reiuse Transfer Station in

accordance with the waste disposal strategy for Lantau. With the inclusion of appropriate controls and mitigation measures, the new RCP is not anticipated to result in adverse environmental impacts.

3. Road and Tunnel Link


Environmental issues were a key consideration in the development of the RTL alignment options. The RTL will provide a two lane single carriageway road running from the proposed ferry terminal at DBN to the utility services road adjacent to the North Lantau Expressway

(NLE). Five alignments, Options A 1, A2, A3, Band C, were considered initially (Figure 4), but Option C was subsequently not deemed feasible due to confiicting land

use requirements with the Siu Ho Wan water and sewage treatment works projects which are currently

under construction.

The RTL will be restricted to residential coaches, service vehicles and emergency vehicles only. No private cars, taxis or golf carts will be permitted. The tunnel will also provide utility connections between Discovery Bay and North Lantau. The sewerage and water pipelines will follow the RTL alignment and

construction works for these pipelines will have negligible

impacts.

The RTL will be built and operated by HKR to standards approved by the Government. There will be a payment system for uses (e.g. tolls) to offset operational


6

Executive Summary

and maintenance costs. The operation of the RTL will be

controlled under the Discovery Bay Road Tunnel Bill which is currently being drafted for submission to

LEGCO.

Construction Requirements

Construction of the RTL will take up to three years. The tunnel will be excavated using a drill and blast method. Blasting may also be required for sections of the Siu Ho Wan link road, lengths of which may be

elevated. A temporary access track will be required along the alignment for the movement of equipment and materials, and should be within the operational boundary

of the RTL.


The landscape of North Lantau is characterised by

a mountainous barren terrain with peaks of up to +465 mPD which fall steeply to the coast. Chek Lap Kok and associated projects have fundamentally altered the rural character of the island. The reclamation and works for

the sewage and water treatment plants at Siu Ho Wan, a microwave link relay station at Tai Che Tung, and the

NLE are features of the RTL study area. All surrounding land uses are non-residential.

A stream course and tributaries run through the Siu Ho valley, and several small streams flow down steep

courses along the Lau Fa Tung foothills. Habitats in the study area comprise hillside shrub woodland of relatively high conservation value on the Lau Fa Tung foothills, and shrub grassland which is subject to wildfire. The

study area has been extensively disturbed by ongoing construction projects which have degraded the quality of

the remaining habitat for fauna.

Noise is dominated by construction works for the Siu Ho Wan Sewage and Water Treatment Works, and the NLE, and in the future, the dominant noise sources

will be NLE traffic and aircraft at Chek Lap Kok. Air quality on North Lantau compares favourably with the urban areas of Hong Kong. Construction works for the

airport and related projects have resulted in increased dust levels, and may be similarly affected by works for the LAPH developments in the future.

3.3 Noise

Construction

The NSR for the Discovery Bay tunnel portal is Greenbelt Court, the closest residential building of the existing Discovery Bay development. There are no

NSRs near the Siu Ho Wan tunnel portal and construction noise is not an issue in this location. The predicted noise levels for tunnelling and portal formation

Hong Kong Resort Company Umited


works at the Discovery Bay portal were compared with typical daytime guidelines and the standards detailed in the TM which support the NCO.

Cumulative unmitigated construction noise levels were predicted to exceed daytime guidelines and a construction noise mitigation plan was developed to

control construction noise and minimise nuisance to NSRs. The plan includes source and path controls, construction and equipment use phasing, and recommendations for good site practice. Construction noise will be closely monitored by the EM&A team and

close liaison will be maintained with nearby NSRs.

Operation

Sources of noise during the operation of the RTL are limited to the tunnel venti lation system and road

traffic on NSRs in the DBN site. These issues are addressed in Section 2.3.

3.4 Air Quality

Construction

Dust from construction works is the key air quality issue during construction of the RTL. Dust emissions

from works at the Discovery Bay portal were considered as part of the DBN air quality assessment (Section 2.4).

The ASRs for the Siu Ho Wan link road and tunnel portal are the Siu Ho Wan Sewage and Water Treatment

Works. Blasting works will be the main dust source, and dust emissions were calculated for heavy construction

operations for road construction, and secondly for dust emitted during blasting at the Siu Ho Wan tunnel portal. Dust emissions were predicted using the Fugitive Dust

Model for Option A3, the road alignment which is closest

to the ASRs.

Predicted dust levels at ASRs for road construction were well below the EPD 1 hour guideline and the AQO standards. Unmitigated dust levels from blasting were predicted to exceed the EPD 1 hour guideline in the short term at the eastern end of the water treatment

works site. The extent of blasting should be minimised and careful working practices followed to achieve compliance with the EPD guideline. Further dust

modelling studies may be required for blasting works once more site information and construction details are available and have been reviewed with EPD.

Operation

Air quality issues during the operation of the RTL relate to vehicle emissions and sewage odour. The tunnel will be ventilated by jet fans drawing air from the

Discovery Bay portal and exhausting to the Siu Ho Wan


7

Executive Summary

portal. Vehicle usage of the tunnel will be light compared with other tunnels in Hong Kong, and the fans will effectively extract and discharge air pollutants emitted

inside the tunnel. The portal emissions were predicted using the ISCST2 model and vehicle emissions on the open road calculated using the CALlNE4 model.

Predicted levels of N02 and carbon monoxide were both below the standards in the AQOs and will not result

in adverse air quality impacts at the Sewage or Water

Treatment Works.

Sewage odour within the tunnel will be controlled through both the design of the sewerage pumping system and the tunnel ventilation system. The EM&A

programme will include checks to ensure that sewage odour is not detectable, and odour controls could be added to vents if necessary. The potential impact of

odour from the Siu Ho Wan Sewage Treatment Works should be insignificant for users of the RTL.

Sewage can generate methane and hydrogen

sulphide, but the tunnel ventilation system will prevent the build up of these gases inside the tunnel.


The landscape of North Lantau is undergoing a period of considerable change. The recent reclamation and development along the north coast has

fundamentally altered the island's rural landscape setting. Features of the study area include the Siu Ho valley and stream; foothills of the Lau Fa Tung range; the

Siu Ho headland which is the site of extensive earthworks; and the Siu Ho Wan reclamation.

Option C is strongly preferred on landscape and

visual impact grounds, but is not feasible due to land use confiicts with the Siu Ho Wan Sewage and Water Treatment Works. The remaining options will have more significant landscape and visual impacts, with Options

A1/A2 being preferred in terms of landscape impact, and Option B preferred in terms of visual impact. The final

alignment should be based on a combination of these options to minimise landscape and visual impacts, and as such, Option A3 is the most appropriate.

The major impact of concern is the effect on views of travellers on the NLE, either approaching or leaving Hong Kong via Chek Lap Kok airport. Extensive planting of the cut slopes and areas along the alignment will contribute to the long-term mitigation of visual impacts, and a revegetation plan has been prepared.

3.6 Ecology

The study area has been disturbed by ongoing construction works for the NLE and the Siu Ho Wan



Sewage and Water Treatment Works, and also by hill fires. Hillside shrub woodland on the coastal foothills is of relatively high conservation value, while the shrub grassland which covers the majority of the site is of low conservation value. No protected or endangered plant

species were recorded.

Faunal use of the site appears limited to birds which were observed mainly in the shrub woodland habitat. Aquatic animals, reptiles and amphibians, and

mammals were not recorded during surveys, although the shrub woodland could provide habitat for some

burrowing mammals.

Options A 1, A2, A3 and B will result in greater ecological impacts than Option C. Selection of Option C

would reduce impacts to fiora and fauna as the road would be constructed on previously disturbed sites. However, this alignment is not feasible due to land use

confiicts with the sewage and water treatment works sites. Mitigation measures for Options A 1, A2, A3 and B

include habitat restoration through revegetation of

disturbed areas, and erosion control measures.

3.7 Water Quality

Construction

Construction wastes with potential water quality impacts include sewage, canteen and washing facility discharges, and site litter. Self-contained chemical

toilets should be provided and the sewage arisings disposed off-site at a suitable facility by a licensed contractor. Canteen and washing facility effluents should be combined and discharged into a settlement

tank/grease trap and soakaway pit at a suitable distance from streams and the coast. Site lilter can be controlled through the provision of convenient disposal points and

regular litter patrols.

Other sources of stream water quality impact

include suspended solids in site runoff, spilt chemicals and engine oils/fuels, and suspended solids in groundwater seepage during tunneling works. The potential water quality impact can be mitigated through the use of drainage controls, settlement ponds, construction programming and good site practice. Water quality will be closely monitored by the EM&A team

during the construction period.

Operation

Rainfall runoff from the Siu Ho Wan section of road will be relatively clean and will be discharged to an existing drainage channel on the Siu Ho Wan reclamation or to the NLE drainage system. Suitable controls will be included in the RTL drainage system to


8

Executive Summary

protect the quality of the effluent. Accidental spills of

material on the road could potentially be washed into the drainage system by rain. Vehicles carrying dangerous

goods will not be permitted to use the RTL.

The RTL crosses several stream courses, some of which may be culverted or diverted. Where practical, the

road will cross streams on structure to minimise stream bed and vegetation loss.

3.8 Waste

A construction waste minimisation and recovery

plan has been prepared for the RTL. The largest volume

of waste will be rocky spoil from road and tunnelling works and will be minimised through a balance of cut

and fill. Suitable spoil will be used as fill material either on site or by other construction projects, or in shore

revetment works in Discovery Bay. Spoil will be transported along a haul road within the operational boundary of the RTL. The contractor should prepare a comprehensive on-site waste management plan, and the EM&A team will monitor the storage, handling and

disposal of construction wastes to ensure good practice.

3.9 Lantau North Country Park

The RTL options are outside the existing boundary of the Lantau North Country Park, but all would affect the proposed country park extension. The tunnel section of

all options would pass under the future country park area with no intrusion above ground. The Siu Ho Wan tunnel portal will be within the future country park boundary for all options. The length of road that would lie within the Lantau North Country Park extension would be small

(225m for Options A1/A2 and 110m for Options A3/B). Option C was not considered as this alignment is not

feasible due to land use conflicts. Relocation of the tunnel portal outside the country park boundary is not preferred in terms of portal location, engineering and

tunnel ventilation considerations. The impact of the road can be reduced through detailed design, landscaping and revegetation.

3.10 The Booster Water Pumping Station & Access Road

The booster pumping station will pump potable water from the Siu Ho Wan Water Treatment Works to

Discovery Bay via the RTL. The single storey pumping station building will be located to the south of the water treatment works site and will be accessed by a 245m length of road branching from the RTL. Potential impacts considered include water quality, stream disruption, landscape/visual quality and ecology.



Construction and operational phase water quality impacts will be minor and can be mitigated effectively

through the use of proper controls. Impacts on stream courses have been reduced through careful siting of the

pumping station and the design of the access road. The road will cross one stream on structure to minimise the

impact on the stream bed and vegetation. The pumping station and access road will add to the landscape and visual impact of this section of the RTL and will increase the area of shrub woodland loss. Both ecological and landscape/visual impacts can be reduced through

revegetation of disturbed areas.

3.11 The Road and Tunnel Link Toll Plaza

The Toll Plaza will control vehicular use of the RTL and prevent access by unauthorised vehicles. The

facility will have a small control building and a barrier gate. The proposed location is an area on the new reclamation adjacent to the junction of the RTL and the NLE utility services road. No adverse ecological impacts

would result at this location and the landscape/visual impact would be minimal. The Toll Plaza could be

landscaped to extend the area of shrub woodland vegetation on the coastal foothills.

4. Environmental Monitoring & Audit

EM&A procedures are essential in order to:

• ensure that any environmental impacts resulting from the construction and operation of DBN and the RTL are minimised or kept to acceptable levels;

• establish procedures for checking that mitigation measures have been applied and are effective, and

that the appropriate corrective actions are undertaken,

if and when required; and

• provide a means of checking compliance with environmental objectives, recording anomalies and

documenting corrective action.

The EM&A requirements for DBN and the RTL relate to noise, air quality, landscape and visual quality, ecology, water quality and waste impact mitigation management. The EM&A schedules detail monitoring requirements for selected environmental parameters and action plans outline the action to be taken if certain pollution levels are reached. An audit system is also proposed for both construction and operational phases of the project. The EM&A requirements are included in an EM&A Manual and will be incorporated into the construction contract(s) in the form of environmental clauses.


9

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