Geography 2007 Summer Project

Geography 2007 Summer Project- Urban Problems

 Housing Problems of Hong Kong  Transport Problems of Hong Kong  Environmental Problems of Hong Kong  The Land Use Development of Hong Kong

Submitted by: Lau Kin Lok, Ken 6SS (20)

Date of Submission: 21st August, 2007

1 Topic 1 Housing Problems of Hong Kong

A.An Outline of Housing Problems in Hong Kong

Problem Major causes Main measures adopted

Shortage of housing  Population growth  Building of private and units  Economic progress public housing High land rent  Limited supply of land  Increase land supply by reclamation  Increase land capacity by constructing high-rises Inadequate facilities /  Lack of land use  Provision of completely Poor sanitation planning independent units  Development with low  Increase social facilities standard in the past Overcrowding  Large population  Development of public  High population density housing  Development of new town s

Old and torn buildings  Buildings getting old  Repair and regular maintenance Slums / squatters  Large number of poor  Gradual clearance and people and new migrants redevelopment

2 B.The Paramount Solution to Housing Problems-

URBAN RENEWAL

(a). Establishment of the Urban Renewal Authority

Hong Kong has undergone rapid development in the nearest 50 years. With the elapse of time, more and more residential buildings are getting old and dilapidated. These aged buildings are the crux of the housing problems like poor living conditions and intolerable density. According to the Housing Authority, there are over 10,000 private buildings in the Metro Area (Hong Kong Island, Kowloon, Tsuen Wan and Kwai Tsing) which are 30 years' old and above. In ten years' time, the number of buildings over 30 years' old will increase by 50%. The problem of ageing buildings is most serious in older urban areas.

Sensing the emergence of housing problems, the colonial government established the Land Development Corporation in 1980s to formulate nice plans for land use. However, housing problems has been getting more complicated and the shortage of land has become tenser. To cope with the needs of our evolving city, the SAR government founded the Urban Renewal Authority (URA) in May 2000. The URA is responsible of tackling problems of urban decay and improving the living conditions of residents in dilapidated urban areas.

(b). Key principles underlying urban renewal

1. Owners whose properties are acquired or resumed for the implementation of redevelopment projects should be offered fair and reasonable compensation 2. Tenants affected by redevelopment projects should be provided with proper rehousing 3. The community at large should benefit from urban renewal 4. Residents affected by redevelopment projects should be given an opportunity to express their views on the projects

3 (c). Target areas to be renewed

To facilitate better restructuring, the Land Development Corporation had designated nine sizeable target areas for renewal. Completing the project of renewal initiated by the former organization, the URA put their focus on these nine key districts:

1. Kwun Tong 2. Ma Tau Kok 3. Sai Ying Pun 4. Sham Shui Po 5. Tai Kok Tsui 6. Tsuen Wan 7. Wan Chai 8. Yau Ma Tei 9. Yau Tong

(d). The urban renewal strategy

1. 4Rs Approach

The URA's 4Rs strategy is applied to enable a ‘holistic’ approach to unlock the full potential of urban renewal. The 4Rs are Redevelopment, Rehabilitation, Revitalization and pReservation. i). Redevelopment Redevelopment will target old, dilapidated buildings with poor living conditions. These sites will be replanned and rebuilt to achieve clear environmental and social benefits such as open space and community facilities. Where possible, the URA will assemble larger areas of land for comprehensive planning (site assembly). This will enable restructuring, for example of the local road and transport network and open spaces, to achieve a better utilization of land and improve the overall district environment.

The URA aims at completing a redevelopment project within 6 or 6 1/2 years, which includes the process of planning, land resumption and clearance in 3 1/2 years. To meet this target, the URA will have to shorten the time on site assembly. The URA will acquire property interests through negotiations while at the same time submitting

4 applications for land resumption as stipulated in the URA Ordinance.

After securing a cleared site, the URA will adopt a flexible approach to implementing its redevelopment projects, either by site disposal to private developers for redevelopment, joint venture partnership with developers or considering redevelopment by the URA itself. ii). Rehabilitation Under rehabilitation, the URA will be working with owners, the Government and other partners to prevent the decay of the built environment by promoting and facilitating the proper repair and maintenance of buildings. Rehabilitation will extend the useful life of buildings to alleviate the urgency of redevelopment. To this end, the URA has introduced a range of measures including advisory, incentive loan, grant and insurance schemes to encourage owners to rehabilitate their buildings. iii). Revitalization Revitalization is the deployment of appropriate means of renewal to revive and strengthen the economic and environmental fabric of different districts. The URA's 'holistic' and coordinated approach involving its partners and stakeholders to improve the quality of urban living through redevelopment, rehabilitation and preservation initiatives, will combine to revitalize the old urban districts. iv). pReservation The URA will preserve heritage buildings if such preservation forms part of its urban renewal projects. Preservation should include:  restoration of buildings, sites and structures of historical, cultural or architectural interest; and  retention of the local colour of the community and the historical characteristics of different districts.

As far as practicable, the preserved heritage buildings should be put to proper community, public or other beneficial use. The aim is that these buildings should be a living and functional part of the community and not mere historical artifacts for display.

5 2. Area-based Approach

To speed up the development planning process and put the 4Rs Strategy fully into practice, the URA has adopted an area-based, rather than an individual project site based development approach by setting our sight, from the outset, on the overall planning and development of clearly delineated ‘Action Areas’. With this approach, we will plan for each Action Area to include a cluster of redevelopment sites that will dovetail with a judicious mix of rehabilitation, preservation and revitalization measures.

Each Action Area provides for a focus of URA activities which together will achieve a synergistic impact, creating a positive image of run-down areas which will help leverage more investment from the private sector and elsewhere. This approach also helps the URA in setting priorities based upon a coherent framework for implementation.

C. Opinions on Measures to Coincide Urban

Renewal

1. Social I mpact A ssessment

For urban renewal to be implemented, in particular, redevelopment, a certain range of residents must be affected. In order to minimize the disturbance to the affected residents, the URA should fully assess the impacts of every proposed project of renewal, which can be classified into three main aspects, in accordance with its people-oriented approach: i). Population concern Before a renewal project has been carried out, the URA should carefully study the population characteristics of residents in the target area, for example, their age distribution and proportion of males to females. Since population density is influential to residents’ quality of life, the URA should analyze the degree of overcrowding in the area. Each of the affected families may have its own children at different ages, so the government should take into account the educational for children from different families. If there are underprivileged groups such as the elderly people, the disabled

6 and single-parent families living in the area, the government should pay attention to their special needs, too. ii). Social care The URA should consider the social lives of affected residents in advance of implementing renewal projects. As far as housing issues are concerned, the government should take care of the housing conditions in the target areas, the rehousing needs along with housing preferences of the affected residents. In addition to housing, the URA should also attend to the availability of amenities, community and welfare facilities in the area because recreation is very much needed in the urban area to strike a nice balance with the ongoing expansion of commercial land use at present. As heritage preservation is an important part of renewal, the government should not overlook the historical background, cultural and local characteristics of the involved area. The URA should also have its sights upon the social networks of the affected residents. iii). Economic consideration A life of high quality is tightly correlated to a steady and prosperous economic environment and thus economy is absolutely an important part to consider in urban renewal. The URA should penetrate the characteristics of local business activities in the target area, from large-scale corporations to small shops and street stalls. Moreover, the URA should get acquainted with the income distribution of the affected residents. Besides, the government should be attentive to their employment status and locations of working.

2. Financial arrangements

To operate a flood of urban renewal projects, a wealth of financial power is essential. In the long run, it will be definitely an unbearable burden for the government to be responsible for the entire payment for every project. Hence, support from non- governmental organizations is imperative. Undeniably, property developers are the most interested group to share the load with the government- if they can generate revenues from the project. In order to encourage participation of the private sector and fashion a self-financing urban renewal programme, it is wise for the government to tackle financial problems by two principal ways as follows:

7 i). Waiver of land premia for redevelopment and rehosuing sites Attainment of gain is always the main drive for property developers to inject funds to renewal projects. Allowing transferal of prior ownership of the redeveloping sites to enterprises is for sure a strong impetus to property developers because they can maximize their gain if they can take the possession of land. Hence, a great deal of capital can be gathered for renewal. ii). Loans to the URA Not only are renewal projects carried out for the general public, but they can also be a field of investment for the private sector. The government can design an attractive loan and repayment scheme so as to broaden its coffers from enterprises.

3. Acquisition policy

Redevelopment is a kind of conformation. The government has to resume land of the target areas, tear down the dilapidated and construct the new. Among four types of renewal, redevelopment most affects the residents as the buildings they are living in may be dismantled. Although both redevelopment and rehabilitation involve residential buildings, the latter is much easier to implement as rarely does it demolish residents’ present dwellings and actually the plan can be realized simply by subsidizing the flat owners. In fact, the government has introduced a number of schemes with different characteristics to provide residential buildings owners with incentives to implement rehabilitations:  Maintenance Cost Reimbursement Scheme  Rehabilitation Materials Incentive Scheme  Interest-free Rehabilitation Loan Scheme  Hardship Grant Scheme

On the contrary, redevelopment is far more intricate as the government must acquire the ownership of the affected buildings. In defect of the owners’ approval, the government can do nothing on the buildings and can start nothing about renewal. There are two ways of settling the affected residents- immediate rehousing or repayment. However, the former is actually unfeasible because almost all owners yearn for nothing else than financial compensation. In other words, if the government does not give them money, they hold their ownership tight. This phenomenon is well illustrated by the Kwun Tong Redevelopment Project. All those affected residents insist in repayment for ownership. Since the number of affected buildings is large, the

8 government propounds repaying by installment. Nonetheless, this suggestion is rejected by the affected owners as it will postpone some owners’ reception of compensation. Their standpoints show that under no circumstance can affected residents be satiated without money and in no way can redevelopment be fulfilled without repayment.

To be truthful, the government has done its possible to satisfy the demand of affected owners under redevelopment. Adopting the ex-gratia policy, the government acquires ownership of all old buildings by paying their market values for they are only seven years’ old now. This policy, of course, is popular with a mass of owners living in old buildings. For example, all residential buildings at Fa Yuen Street (commonly known as ‘Ball Shoes Street’) in Yau Ma Tei have surpassed the age of 40 years and reasonably, market prices of their flats are at most around hundreds of thousand. Not willing to sell their flats cheaply, the owners refused to give in their buildings if the government only pays equally to their present market values. But if owners are paid according to the ex-gratia policy, each of their flats may be sold for two million! Now they can swap their ownership for a much higher price than it should be, the owners love to possess cashes than flats. This policy has effects on flats trading too. Knowing which areas are the targets for renewal, some speculators quickly purchase flats there as they believe they may generate more gain by the government repayment.

In the short run, the ex-gratia policy is an acceptable mitigation measure which can cut the knot. However, there lies red light in future.

D. Comments on the Urban Renewal of Hong

Kong in Future

(a). A dull outlook- Land use crises

By the resolve of the government and the acceptance by the public masses, urban renewal is well under weigh in Hong Kong at present. We can foresee that even in the next twenty years, the engine for urban renewal of our city can continue its generation because of sufficiency in void areas, for example, the old site of Kai Tak. Nonetheless, how will it be later?

9 With its deficiency in extensive land to cope with its expanding population, Hong Kong now has a new fad for property development: Many developers begin to construct high-rises, particularly in respect of residential buildings. Taking the residential area of the Kowloon West seashore at Tsim Sha Tsui as example, three skyscrapers (the Sorrento, Harbourside and Arch), all with over seventy floors, are erecting there. At the time of marveling at their heights, we should also wonder how we can renew these buildings or the districts of them after fifty years, or, thirty years. The USA is one of the most prosperous countries with the speediest development for its infrastructures and so countless tall buildings, overhead railways and elevated bridges are constructed. Time passed and these ‘great’ constructions have been aged. Yet, renewing or rehabilitating these constructions is intricate due to their fearful heights and lengths. The fall of a bridge having been used for decades in the US, which is a piece of breaking news in recent, has already sounded the alarm for the government to evaluate the ‘outstanding’ constructions in its country. Some analyzers claim that the entire US is drifting towards a tremendous challenge for its urban renewal and redevelopment. Notwithstanding the difficulties, what the US has are capital and a large range of spacious land and so it should be able to solve the land use problems it is facing as long as its government can carry out a series of large-scale constructions. But, without sufficient void areas, can Hong Kong stride across the obstacles of renewal and land use as does the US?

1. Economic and financial difficulties In sober fact, our obstacles swell up as more high-rises are built. The higher a residential building is built, the larger the number of flat owners of the building will be. In other words, the number of property owners in the district or area of that building will rise. When the government attempts renewal of that area, it needs to undergo a lot more problems. At least, it will cause a longer preparation time as larger number of owners takes more time in making their decisions on the terms for the government compensate them. Moreover, managing a larger group of owners will induce more complicated administrative processes. Most importantly, and inevitably, the government has to pay a larger amount to owners as compensation for acquisition of their properties. Financial difficulties do not merely lie with acquisition payment. The higher a building is, the heavier its dismantling cost will be. We can imagine how handsome the sum will be if the government is to renew the seashore in Kowloon West one day.

10 Although the government may think of financial support from the private sector, this solution does not come so easily. We may first penetrate this problem by the concept of land capacity. As for a piece of land, its area is unchangeable but its capacity for people may vary. Its capacity is enlarged when a higher building is built on the land as more people will be able to act on that piece of land simultaneously, vice versa. In terms of economic value, the larger the capacity of a piece of land is, the greater the gross gain that a property developer can generate from the land because there should be more hirers and buyers for the properties on the land of the developer. Therefore, when an old building is torn down under renewal and if a property developer is funding the renewal project, for sure the developer will intend to replace the old one by a taller building so that the land capacity can increase. If the old building is a high- rise, the increment of land capacity becomes more imminent to the property developer. It is because a high-rise always incurs a huge acquisition payment for its ownership and heavy dismantling costs. In order to compensate such big costs, the property developer must increase the land capacity as far as in his or her lies, that is, the new building must be built higher as far as possible. Otherwise, the acquisition and dismantling costs cannot be compensated. If a net gain cannot be secured, which property developers are willing to take part in renewal projects? If no investment from the private sector can be procured, is it possible for the government to be the sole financial source of all renewal projects which incur skyrocketing figures of costs? Some may suggest rehabilitation as an alternative to redevelopment. However, if urban renewal can be achieved by rehabilitation alone, why do we need the 4Rs Approach which includes redevelopment now? Redevelopment is essential to areas in which most buildings are run down and complete replanning of land use is necessary, where rehabilitation is inappropriate. After all, for the sake of getting capital from the private sector to fund renewal projects, the successive constructions of high-rises seem to be an irretrievable tendency. Nevertheless, is it sustainable?

2. Technical and geographical problems Firstly, we should think of whether it is technically possible to replace old buildings with taller ones successively. For example, a tower of the Sorrento was built as high as about 80-storeyed. If the replacement must be taller, should it increase to 90 stories, or even a hundred? Even though it is feasible to replace like this, how about the next time? Can the following replacement be taller once too often? How much will the construction cost be? Is our present technology standard high enough to supply us in building such transnormal skyscrapers?

11 Even if it is technically possible for the skyscrapers to erect everywhere in our city, an avalanche of problems still arise. For safety purpose, Hong Kong has a number of ordinances on height restrictions. If most of the skyscrapers exceed this restriction, can safety of dwellers of these buildings be ensured? Having been a heated topic, the ‘windscreen effects’, caused by high-rises, concern many citizens. If more high-rises are built, for certain the windscreen effects will be intensified: more serious blockade of winds, worse air quality, more inadequate illumination and poorer ventilation. How can our city deal with these.

Apart from environmental impacts, the basic housing needs are also worrisome. Can water and electricity supply be reachable to all flats of high-rises which are built in various sites of Hong Kong? Can channeling of sewage be kept effective to them? If there is a large number of high-rises, citizens may cluster in certain areas where residential skyscrapers are common. Hence, will such an agglomeration induce traffic problems? Is our present transport network flexible enough to cope with such a new phase of residence distribution?

All of the above are awkward obstacles for constructing high-rises successively while there is a shortage of land, which can be translated into a dilemma for urban renewal in Hong Kong in 40 or 50 years later.

(b). A hopeful prospect- Cooperating with Shenzhen

The Gordian knot of urban renewal in Hong Kong is its shortage of land. Reclamation and building high-rises are possible remedies for the nearest decades, but they are definitely not long-term antidotes. Tightening the bond with Shenzhen in terms of land development seems to be our only way out.

In the 1980s, Deng Xiaopeng, the leader of China, commented that Hong Kong was supposed to utilize land together with Shenzhen in the middle part of 21st century. The land of Hong Kong is so limited that it cannot support rising live quality of a huge population and its area is too saturated to further developments. To get rid of the dire straits, Hong Kong has no other choice but to shift some of its developments to the land of another region where void areas are sufficient. Needless to say, the most contiguous economic zone of China to Hong Kong, Shenzhen, is the meant-to-be choice.

12 A similar case can be referred to the connection between Manhattan and New Jersey in the US. If such a connection is established between Hong Kong and Shenzhen, our problems of land shortage can be greatly alleviated. It can also facilitate urban renewal in our city. Or rather, since more land is pioneered, it reduces the imperativeness of and leaves more space for our urban renewal. With a hinterland being provided in Shenzhen, there may lie a chance for the revival for industry of Hong Kong, too.

Bluntly put, around half a century later the land development of Hong Kong and Shenzhen should depend on each other, which matches with Deng’s comments. This is the sole way to prevent Hong Kong from encountering land use crises, and an essential process to achieve duple victory for the two regions.

Topic 2 Transport Problems of Hong Kong

A.An Outline of Transport Problems in Hong

Problems Major causes Measures planned or adopted Traffic jam Little land, huge  To build more roads, flyovers, overpasses

13 population and tunnels Excessive number of  To increase the costs of using private cars cars (license fees, fuel combustion duty, etc.) Increment of  To encourage the use of Mass Transport transportation due to System (railway, train, etc) improving economy Urban encroachment/  To connect the urban areas with building suburbanization highways Concentrate transport  To adopt flexible schedule for commutation volume  To restrict the time for loading and discharging cargoes  To disperse volume of motor vehicles  To set higher fees for using public car parks  To implement Electronic Toll Collection (ETC) Narrow and winding  To widen and straighten roads roads Contradictions of road To divide cars and pedestrians by constructing or use between vehicles establishing more: and pedestrians  Footbridges and pedways  Subways and underpasses  Pedestrian areas and pavements  Auto elevators at Mid-levels Inadequate Limited urban area To build multi-storied car parks parking To restrict the parking time and venue space

B.Relationship between Transport Problems and

Environmental Pollutions

(a). Air Pollution

1. Pollutants emitted

In fact, motor vehicles release various gases and particles which pollute the

14 atmosphere and cause harm to human health, they include:

 carbon monoxide (CO)  nitrogen oxides (NOx)  ozone (O^sub 3^)  sulphur dioxide (SO^sub 2^)  lead (Pb)  respirable suspended particulates (RSPs)

Since motor vehicles, especially diesel vehicles, are the main cause of high concentrations of carbon monoxide (CO) and nitrogen dioxide (NO^sub 2^) at street level in Hong Kong, we may get deeper to the information about these two pollutants.

I. Carbon monoxide (CO) Carbon monoxide is a colorless, odourless gas that is formed when carbon in fuel is not burned completely. Carbon monoxide is absorbed in the lungs, enters the bloodstream and reduces the blood's ability to deliver oxygen to organs and tissues. It is poisonous to humans at high exposure levels, which may result in increased incidence and duration of angina pectoris (chest pain sometimes leading to heart attack), visual impairment, reduced motor skills, poor learning ability, difficulty in performing complex tasks, and low birth weight. The highest levels of CO in the outdoor air typically occur during the colder months of the year when inversion conditions are more frequent. The air pollutants become trapped near the ground beneath a layer of warm air. Another important consideration in generation of CO is the age of vehicle; the older the vehicle, the higher its contribution to exhaust emission.

II. Nitrogen dioxide (NO^sub 2^) Nitrogen dioxide is a brown gas, transformed from nitric oxide (NO) contained in emissions. In an urban area, motor vehicle emissions are the major source of NO^sub 2^, along with industrial boilers and furnaces. NO^sub 2^ irritates the lungs and may lower immunity to respiratory infections. Exposure to high levels of NO^sub 2^ may cause severe lung injury.

2. Available solutions

15 I. Aiming at reduction of transport volume i). Reduction of using private vehicles The government should enhance its education on air pollution to citizens and promote less use of private cars. To coincide the education, economic tools may be applied. For example, the government should heighten the parking fees of public car parks and set more prohibited areas for parking at roadsides.

Furthermore, the government should implement the Electronic Toll Collection (ETC) system as soon as possible. It may be rather too sharp for the government to carry out this system comprehensively all over Hong Kong whip and spur so it may refer to the example of Singapore. In Singapore, the ETC system has been applied over decades wherewith a special rule is supplied: vehicles with an odd number being their last figure for their registration mark are allowed to exempt from charging on Tuesday, Thursday and Saturday while those which have an even number for their last figure are obligied to pay; on the contrary, ‘even-numbered vehicles’ are immune to charging on Monday, Wednesday and Friday when ‘odd-numbered vehicles’ need to pay. Not only can this system alleviate traffic jam and air pollution, but it can also protect the interests of vehicle industry. In fact, even Beijing is trying to carry out such a system. The government of Hong Kong may extract the epitome of this system and bring it into effect initially at business districts where transport volume is extremely heavy like Central and Tsim Sha Tsui.

ii). Promotion of using public transport The governemnt should not merely act against the use of private vehicles. Complementarily, it should make the public transport (buses, railways, trains, etc.) in a larger conformity with the benefits of the masses. If costs of private transport is heightened, the fares for public transport should then be lowered to attract users of private transport in the past. Thus, the government should negotiate with public transport corporations (the MTR, KCR, etc.) for them to adjust the charging for their transport. Elevating the threshold for private transport alone seems a suppressive force upon a large group of private transport users and will induce no more than social discontent.

II. Aiming at reduction of exhaust gases volume

16 i). Tightening vehicle standards

 Tightening emission standards Emission standards for newly-registered vehicles have been progressively tightened since 1995. The most recent change was in 2006, when the government implemented Euro IV emission standards in tandem with the European Union. A Euro IV diesel vehicle emits about 95% less particulates and 60% less nitrogen oxides than a pre- Euro vehicle manufactured before 1995.

 Tightening fuel standards Petrol: The government has tightened the sulphur content in unleaded petrol from 0.015% to 0.005% since January 2005 in tandem with the European Union.

Ultra low suphur diesel (ULSD): ULSD has a sulphur content of 0.005%, which is the Euro IV requirement for motor vehicle diesel. It became the only motor diesel fuel available at petrol filling stations in Hong Kong, after the Government introduced a concessionary duty on ULSD in July 2000. Since April 2002, ULSD has been the statutory minimum requirement for motor vehicle diesel, 3 years ahead of the European Union.

ii). Adoption of cleaner fuels and installation of anti-polluting devices

The government earmarked $1.4 billion for providing grants to owners of diesel taxis and light buses for switching to cleaner alternatives, and for helping owners of older pre-Euro diesel vehicles to install devices that trap pollutants.

Up to 2007, the achievements can be listed as follows:

Vehicles Means of renewal against pollution % renewed Taxi Replacing diesel with Liquefied 99.9 Petroleum Gas (LPG)

Light buses Replacing diesel with LPG or Registered: 56 electric petrol Newly registered: 80

Light diesel Retrofitted with particulate 80

17 vehicle traps and catalytic converters

Medium and heavy Retrofitted with particulate 96 diesel vehicle traps and catalytic converters

Buses Retrofitted with particulate 2000 old buses of traps and catalytic converters pre-Euro or Euro 1 models

The governemnt should not be satiated but continue its effort for complete renewal.

iii). Promotion and legislation for eco-driving

In collaboration with the Vocational Training Council and Hong Kong Productivity Council, the Environmental Protection Department (EPD) should continue offering training sessions for vehicle mechanics on proper engine repair and maintenance to reduce smoke emissions from diesel vehicles.

As LPG vehicles are relatively new in Hong Kong, seminars should also be organized to promote the awareness of their owners on their maintenance.

To speed up the progress against pollution, the government should consult the public on legislating against idling engines.

iv). Governmental measures

 Emission inspection and enforcement

The Smoky Vehicle Control Programme should be carried on. Proved to be a more effective smoke testing method, the chassis dynamometer test has been extended to all diesel vehicles since December 2000. Failure to pass the test should result in the cancellation of the vehicle license.

18 Apart from diesel vehicles, all petrol and LPG vehicles should also be required to undergo an emission check during their annual roadworthiness test. By the present ordinance in Hong Kong, only vehicles being aged above seven years are obliged to receive the test annually. The government should consider compelling cars with lower ages to be tested.

The Police should support the action to control smoky vehicles by mounting roadside smoke-testing operations using a portable smokemeter. Fixed penalty tickets should be issued to the owners of vehicles failing in the smoke test.

 Tax concessio n

The government has offered a 30% reduction in first registration tax to buyers of newly registered environment-friendly petrol private cars, subject to a ceiling of $50,000 per car. Environment-friendly petrol private cars emit 50% less hydrocarbons and nitrogen oxides and consume 40% less fuel than conventional Euro IV petrol private cars.

(b). Noise pollution

1. Types of noise produced by transport

I. Road traffic noise

Road traffic noise is a major concern because it affects more than one million people. The EPD is addressing two sources of traffic noise. One is from new roads, the other from existing roads.

II. Aircraft noise

Aircraft noise is controlled by the Civil Aviation Department, which monitors the noise and requires quieter practices such as noise abatement procedures during take- off. The problem of aircraft noise was greatly reduced when the airport moved from Kai Tak to Chek Lap Kok in 1998.

19 2. Available solutions

I. Engineering measures i). Retrofitting barriers and screens 36 road sections with noise exceeding 70 dB(A) have been identified as technically feasible for retrofitting noise barriers. The criteria for this include requirements that the barrier should:  not obstruct emergency access or fire-fighting;  not reduce road safety or impede pedestrian and vehicular movements;  not cause severe disruption to commercial or social activities; and  that there be adequate space for the barrier or enclosure. ii). Using low-noise surfaces Low-noise road surfacing materials can reduce noise by up to 3 dB(A) and 72 local road sections have been deemed suitable for the surfaces. The roads cannot be on an incline, have a sharp bend or sharp turning movement, or exceed 18 500 vehicles per day. The government should use the low-noise materials to build new roads and repave existing roads as far as possible. iii). Improving design of buildings With the implement of urban renewal, many buildings of old-fashioned design are going to be rehabilitated. In rehabilitations, engineers should improve windows of buildings so as to hinder progression of noise waves. As a last resort, insulation should be provided for buildings at areas with busy traffic.

II. Non-engineering measures i). Land use planning Prevention is the best cure as far as noise is concerned. If homes are not built next to busy roads, fewer people will be affected by noise. In the past, the Kai Tak airport was surrounded by congested residential development and 380,000 people were affected by the noise. Now, only about 200 people are affected by noise from Chek Lap Kok.

20 The same principle can be applied in road traffic. Tung Chung New Town, for instance, was designed against noise pollution so residents would not be exposed to excessive aircraft or road noise. This explains another factor for the imperativeness of urban renewal as many residents in old areas are suffering from serious noise pollution. With a renewed land use plan, more buffer zones can be set between buildings and road so that harm by noise can be diminished.

ii). Road use planning

 Traffic Management Scheme

Traffic management schemes can be implemented to ban certain types of vehicles from using some streets at a range of period to reduce traffic noise. For example, since 4 July 2005, buses have been banned from using Texaco Road Flyover from Mid-night to 6 a.m..

 Pedestrian Scheme

Apart from the traffic management scheme, setting pedestrian areas can also reduce traffic noise affecting residents. Pedestrianisation is being implemented at Mong Kok, Causeway Bay, Central, Tsim Sha Tsui, Sham Shui Po, Stanley, Sheung Shui, Jordan, a section of Tai Yuen Street in Wan Chai and Yuen Long New Street.

C.Transport linkages of Hong Kong (HK) with the

Pearl River Delta (PRD)

(a). Outline of HK-Shenzhen transport linkages before summer 2007

21 Site of linkage Means of transport 1. Lo Wu Railway (KCR East Rail) 2. Man Kam To Motor vehicles 3. Lok Ma Chau Motor vehicles 4. Sha Tao Kok Pedestrians/ motor vehicles 5. Shekou & Tsim Sha Tsui Ferries (Hong Kong China Ferry Terminal)

(b). Outline of HK-PRD transport linkages before summer 2007

1. Aircraft 2. KCR terminus train

(c) . New transport links of HK to Shenzhen and PRD

1. Western Corridor The corridor, as the fourth vehicular boundary between Hong Kong and the mainland, was opened on 1st July 2007. It links Tuen Mun of Hong Kong to Shenzhen Bay Port, Shekou.

2. Lok Ma Chau Spur Line The line is an additional branch to the KCR East Rail which links Sheung Shui Station to a newly built station- Lok Ma Chau. The line was opened on 15th August, 2007. The interval for each turn of train to arrive is within 10 to 12 minutes. After passengers have arrived on Lok Ma Chau Station, they may walk across the Lok Ma Chau Bridge to Futian Port of Shenzhen.

(d). Analysis of effects of the new links

1. Advantages

I. Dispersing volume of commutation The volume of commutation between Hong Kong and Shenzhen is very high each day. Now that two more links are established, the commutation volume of the old

22 links can be alleviated. It can enhance administrative efficiency for officers in each link to control access and thus the queuing time in each link can be reduced.

Since the transport has become more convenient, it may attract more citizens to commute between the two regions. As the transport is facilitated, the tourism of two cities can also be boosted. It then translates into economic gain of HK and Shenzhen.

II. Decrement of fares In the past, as the most direct means of transport from Hong Kong to Shekou, travellers need to take the Huanggang shuttle bus to Lok Ma Chau and then take a taxi to Shekou, costing a total of about HK$60. Now the Western Corridor is built, travelers only have to pay HK$11 for the trip by monopolized buses.

The presence of Lok Ma Chau Spur Line affects the revenue for HK-Shenzhen thorough buses, particularly those which shuttle between Huanggang Port and Hong Kong. Thus, the thorough buses may decrease their fares to compete for travelers. It militates in favour of the masses.

III. Reduction of time cost The Western Corridor drastically reduces traveling time between the northwestern New Territories and the port of Shekou in Shenzhen as it enables commuters to travel from Tuen Mun to Shekou in just 20 minutes.

Many tourists from Hong Kong to Shenzhen are eager to visit shopping spots there, like the “World’s Window”. Now the Lok Ma Chau Spur Line is established, travelers can get to the Huanggang railway station in Shenzhen after they have reached the Lok Ma Chau station and then travel to a variety of shopping spots in Shenzhen. In the past, travelers have no other choice than by Lo Wu station, which consumes one- thirds more of time to travel to shopping spots.

IV. Benefits of safety

Having the Lo Wu station alone previously, many travelers chose thorough buses to touch on Shenzhen. However, traveling by thorough buses is comparatively dangerous. Within the journey, the buses often encounter accidents like quarrel among

23 passengers which intervenes with the driving and even robbery. It is easily out of control of the bus drivers alone.

With the establishment of Lok Ma Chau Spur Line, more travelers can enjoy a safer journey because the railway takes less time and the train is under a more electronic and systematic control in comparison to the thorough buses.

V. Commercial opportunities

The Western Corridor provides a fast and effective access between Hong Kong and Shenzhen, by which cross-boundary transportation of cargoes can be facilitated. It favours the sector of logistics.

The Lok Ma Chau Rail Line create a great many commercial opportunities for areas near its site of cross boundary links. For example, it favours many shops and restaurants at Lok Ma Chau station and Sheung Shui Square.

After all, the two new links tighten the cohesion between Hong Kong and Shenzhen and bring them opportunities for developments in various aspects. It befits the concept of ongoing cross-boundary collaboration mentioned in Topic 1.

2. Drawbacks

Despite a series of advantages, the supplementary transport networks and facilities for two new links have much room for improvement.

I. Western Corridor i). On Shenzhen’s side Not opened for long, the crossing has drawn complaints about inadequate and

24 confusing transportation facilities after getting through the immigration tower at Shenzhen Bay Port. It is reported that some day-trippers claimed there were no clear traffic signs installed and they were left in the dark as to which form of transportation to take to other destinations. Taxis are few and there are only three bus routes available. ii). On Hong Kong’s side At present, there are just two bus routes - B3 operated by Citybus from its terminus at the Tuen Mun ferry pier and B2 operated by New Lantao Bus from its terminus at the Yuen Long West Rail station - plus the New Territories green minibus route with its terminus in Tin Shui Wai and taxis.

The crossing is lacking in a direct bus service, so passengers have to make so many transfers before they arrive on Shenzhen Bay Port.

The forms of transport in being is also deficient in flexibility to meet the needs of people in Tsuen Wan and Tsing Yi who would like to use the new crossing to the mainland.

II. Lok Ma Chau Spur Line i). On Shenzhen’s side Although Futian Port is near to Huanggang railway station, bus routes should not be overlooked. To date, there are only 3 bus routes to adapt to the immigrants from Hong Kong there. The bus routes in being are doubted of whether they are adequate to cater the needs of a mass of immigrants. ii). On Hong Kong’s side Since Lok Ma Chau Spur Line is newly built, some passengers are not familiar with the branching from Sheung Shui Station to Lo Wu and Lok Ma Chau respectively. It necessitates more guidelines for passengers to seek after the route they wish to use.

Topic 3 Environmental Problems of Hong Kong

25 A. Air Pollution

Hong Kong has been facing two air pollution issues: local street-level pollution and the regional smog problem. Diesel vehicles are the main source of street-level pollution. Smog, however, is caused by a combination of pollutants from motor vehicles, industry and power plants both in Hong Kong and in the Pearl River Delta region (PRD).

(a). Causes

1. Transport Please refer to Topic 2 for details.

2. Power generation Electricity generation remains the biggest source of air pollution in Hong Kong. It accounts for 92% of the SO2 and half of the NOx and RSP emissions. As indicated in the figure below, the SO2 emission by local power plants is highly correlated to the SO2 concentration in urban areas.

SO2 Emitted by Power Companies and SO2 Levels in Urban Areas (Source: EPD)

3. Volatile Organic Compound (VOC) VOCs are found in a lot of products such as solvent-based paints, printing inks, many consumer products, organic solvents and petroleum products. Other than motor vehicles, the use of these products releases VOCs which cause air pollution and smog.

26 (Source: EPD)

(b). Available solutions

1. Transport Please refer to Topic 2 for details.

2. Power generation

I. Imposing emission caps Emission caps (or ceiling) for pollutants should be imposed on the three power plants in Hong Kong, which are situated at Castle Peak, Black Point and Lamma Island. The government should require power plants to regularly review and update their pollution control technology by the best practicable means.

II. Commercial means Profit always takes priority for business firms. In order for the emission caps to be effective and to provide inducements for the power plants to reduce emissions, the government should affirm that the permitted rate of return for those plants will be

27 positively correlated to their achievement of the emission caps and negatively correlated to their magnitude of emissions.

III. Retrofitting emissions reduction devices The government should keep granting the Environmental Permit on projects for the power plants to retrofit emissions reduction devices. For example, such permit was granted on 25 April 2006 for Hong Kong Electric Company Limited (HEC) to retrofit flue gas desulphurisation (FGD) system to two 350 MW coal-fired units in Lamma Power Station. Besides, the reports by CLP Power Hong Kong Limited (CLP) for its retrofit project of FGD and selective catalytic reduction (SCR) systems to four 677 MW coal-fired units in Castle Peak Power Station on 21 June 2006 was approved on 25 October 2006.

IV. Promoting renewable energy As a pioneering step, HEC commissioned the first local commercial scale wind power station on Lamma Island in February 2006. On the other hand, CLP also has selected two sites for collecting wind data for the whole year and conducting environmental impact assessment. It is expected that CLP would complete the construction of its first commercial scale wind power station within 2007 and 2008. The government should promote the use of renewable energy sources, which emit far fewer pollutants than do non-renewable sources, and may favour this trend by economic means like subsidies and imposing a comparatively lenient permitted rate of return.

V. Planting Plants are reliable in releasing oxygen and alleviating air pollution. With the implementation of urban renewal, the government should establish more greenbelts as far as in its lies. A few days ago, a historical big banyan tree at Kowloon Park was torn down. To a certain extent, this happened due to the negligence in proper preservation, which should be in the care of the Home Affairs Department. Hence, the government should ensure professional training for its affiliated workers responsible for plants conservation so that the life span of trees in our city can be elongated. Moreover, the government should evaluate the present ordinances for their effectiveness in protecting trees. If need be, the government should draft a set of ordinances to further protect the health of trees.

28 VI. Education It may not be the quickest solution, but for sure is an antidote to cure the problem from its roots. The government should spare no effort in educating the masses on pursuing environmental friendly practice in daily lives through various means, such as planting more at home, minimizing the use of air-conditioning system and turning off electric appliances when not in use within the following 15 minutes.

3. Volatile Organic Compound (VOC)

Since petroleum products are a source of VOCs, the government should implement control measures to recover petrol vapour released during petrol unloading and refueling at petrol stations.

Having been effective from 1 April 2007 under the Air Pollution Control Ordinance, the VOC Regulation controls the VOC content in architectural paints/coatings, printing inks and six broad categories of consumer products (i.e. air fresheners, hairsprays, multi-purpose lubricants, floor wax strippers, insecticides and insect repellents).

Moreover, the government should mandate the installation of emission reduction device in certain printing machines.

B.Water Pollution

(a). Background Water pollution can be invisible to the naked eye, but its impacts are for the most part clear enough. Bacteria, nutrients and other pollutants can make swimmers sick, contaminate or kill marine life, and give off bad smells. Like other major cities in the world, Hong Kong is working diligently to improve its water quality. Our pollutants come from human and industrial sources and livestock farms, and programmes are underway to reduce pollution loads. At the same time, we are working hard to retain the unspoiled clean water in remote areas.

29 Our water quality has improved within some parameters in recent years, but it is not enough for a clean bill of health, particularly in areas like Inner Deep Bay and Victoria Harbour. An expected growth in population will put added pressure on water quality.

(b). Available solutions

1. Sewerage Master Plans (SMPs)

SMPs provide a blueprint of the sewage infrastructure required to collect sewage on a catchment-by-catchment basis and direct it to treatment facilities. The entire territory has been divided into 16 areas, and SMPs have been produced for all of them. The recommendations of these SMPs are being implemented progressively to cater for the present and future development needs of Hong Kong. In light of revised population forecasts and associated projected development proposed for the HKSAR, these SMPs have been reviewed and proposals for upgrading works are being pursued on a priority basis.

All sewage should be discharged into sewers, not stormwater drains which are only meant to carry rainwater into the sea. The EPD is trying to extend the public sewer networks in the New Territories and new development areas. The department prepares sewerage masterplans and the works are carried out by the Drainage Services Department. The plans are revised to take into account a projected population increase of about two million by 2016.

Sewerage Master Plan Reviews (Source: EPD)

30 2. Harbour Area Treatment Scheme (HATS)

The Harbour Area Treatment Scheme (HATS) is an overall sewage collection, treatment and disposal scheme for areas on both sides of Victoria Harbour.

Stage One of HATS was brought into operation in late 2001. It comprised the collection of sewage from the whole of Kowloon peninsula, Kwun Tong, Tseung Kwan O, Tsing Yi, Kwai Chung, Tsuen Wan, the Shau Kei Wan and Chai Wan areas of Hong Kong Island which is then transferred to Stonecutters Island Sewage Treatment Works for chemically-enhanced primary treatment. This accounts for 75% of the total flow from the whole HATS catchment.

In 2001 and 2002, the Government commissioned a number of studies and trials to investigate in detail four options for the further development of this sewerage system to collect sewage from the remaining parts of the Hong Kong Island, that is, HATS Stage Two. About 80% of the people that returned comments indicated their

31 preference for implementation of the Stage Two as soon as possible.

It is now decided that the government will pursue the phased implementation of Stage Two with the aim of completing Stage 2A by 2013-14, and advancing the provision of disinfection at the Stonecutters Island Sewage Treatment Works, subject to the acceptance by the community of the need for the full operating costs to be recovered through the sewage services charging scheme. Stage 2A will expand the existing Stonecutters Island Sewage Treatment Works to cater for the additional flows from the remaining areas of Hong Kong Island and Stage 2B will further expand the plant by adding biological treatment units. The timing for Stage 2B will be subject to further review at a later date.

3. Restriction of waste water operation

The EPD controls waste water discharges through the Water Pollution Control Ordinance. Operators are required to ensure their discharges meet standards specified by the EPD, and these specifications are contained in licenses allowing them to discharge their waste water into receiving water bodies. The EPD should regularly inspect operators, respond to complaints and prosecute offenders.

According to the sewage charging system at present, there is a Trade Effluent Surcharge (TES) payable by thirty specific trades apart from billing on domestic households. In order for these trades to discharge less waste water, the government may consider heightening the surcharge. Furthermore, the government may introduce waste water discharge caps or ceiling for certain categories of trade, business and manufacture as what it does in terms of pollutants emission by the power plants.

4. Education

The government should fully commit itself in cultivating a sense of conserving water among the masses. Education should be carried out for the residents to cooperate with efforts to connect their buildings to sewers and for them to reduce their consumption of water, thereby reducing the amount of sewage that needs treatment. The government should also assure that such individual operators as restaurants and factories follow anti-pollution laws.

32 C.Solid Waste Pollution

(a). Background

Like many developed places, Hong Kong has seen its wasteloads grow as its economy has grown. Municipal wasteloads have increased an average of about three per cent per year since 1986 - when the EPD was formed - mirroring Hong Kong's rapid economic expansion over the same period. At the same time, the population has grown by more than one million people and each person is throwing away more waste. The per capita level of domestic waste has risen from 0.95 kilogrammes per person per day in 1990, to 1.11 kilogrammes in 2002.

Hong Kong generates several different types of waste, and each has its own requirements for handling:

1. Municipal Solid Waste (MSW) It comprises solid waste from households, commercial and industrial sources. This excludes construction and demolition waste, chemical waste and other special waste. MSW is disposed of at landfills.

2. Construction waste It includes waste arising from such activities as construction, renovation, demolition, land excavation and road works. Ideally, the waste is separated and inert material is used as fill in reclamation sites, when available. However, a significant portion of the waste still goes to landfills.

3. Chemical waste It comprises substances specified under the Waste Disposal (Chemical Waste) (General) Regulation as posing a possible risk to health and the environment.

4. Special wastes They include clinical waste, animal carcasses, livestock waste, radioactive waste,

33 grease trap waste and waterworks/sewage sludges. These wastes need to be treated separately. Some livestock waste is treated at the Sha Ling Composting Plant. Arrangements are being developed for the proper treatment and disposal of the other wastes, but more time is needed to address community concerns about such facilities.

5. Other s They comprise dredged mud and excavated materials disposed of at marine disposal sites.

Quantities of Major Types of Solid Waste Disposed of in 1991-2006 (Source: EPD)

(b). Available Solutions

1. Building waste facilities

A good many waste facilities were built under the Waste Disposal Plan and cost more than $10 billion in total to build:

I. Strategic landfills

34 Three strategic landfills are located in the New Territories (Nim Wan, Tseung Kwan O and Ta Kwu Ling). Liners, leachate collection and treatment systems, landfill gas management systems, and surface and ground water management systems are in place to control air and water impacts.

II. Closed landfills

Thirteen closed landfills in Hong Kong are being restored to minimize potential safety and health risks. They are landscaped to provide green zones and can be developed into different public recreational uses such as golf driving ranges and courses, multi- purpose grass pitches, recreational parks and ecological park.

III. Refuse transfer stations

Seven refuse transfer stations are located in different areas in Hong Kong. These are centralized collection points for the transfer of waste to the strategic landfills. The waste from smaller refuse collection trucks is compacted and transferred into containers, which are loaded onto lorries or barges for shipment to landfills. The wastewater, odours and emissions from the stations are all controlled.

IV. Chemical Waste Treatment Centre

The Chemical Waste Treatment Centre on Tsing Yi Island opened in 1993 and accepts a variety of chemical wastes. It has extensive controls on its emissions which are regularly monitored by the EPD.

V. Composting Plant

The Sha Ling Composting Plant in the northern New Territories opened in 1991 and accepts livestock waste. The waste is composted into soil conditioner for use in Hong Kong.

2. Utilizing economic tools

The polluter-pays principle through MSW charging and producer responsibility schemes (PRSs) should be brought into practice. This would create incentives for the community to recycle more and discard less.

35 Moreover, the government should submit its draft of ordinances about an environmental levy on plastic shopping bags to reduce their indiscriminate use. If the levy is legalized, it is for certain that more shoppers will prepare shopping bags themselves so that the use of plastic bags can be reduced.

3. Introducing new technologies

The landfills in being initially were intended to last until 2020, but they could be full several years earlier if nothing is done to reduce wasteloads.

In fact, landfill space could be conserved by various bulk volume reduction and treatment technologies. The EPD is investigating various technologies that may suit the local conditions, for example, less-polluting fashioned cremation and advanced technologies of plastic recycling.

4. Education

Not only should education be made on air and water pollutions, certainly, but it should also be made on solid waste. Citizens should be educated to reduce their waste by buying items with less packaging, using reusable bags for shopping, and separating waste paper, metals and plastics from our daily waste for recycling.

D. Cooperation with the PRD

Notwithstanding the substantial reduction in local emissions, the visibility has been deteriorating due to worsening of the regional background air quality, as shown in the figure below. Smog has now become a common phenomenon for the entire PRD area.

36 Air Pollutants Emitted in Hong Kong and Reduced Visibility Trend (Source: EPD)

# Percentage of Reduced Visibility refers to the percentage of time in a year with visibility less than 8 km and relative humidity not exceeding 80%.

To improve local and regional air quality, the Hong Kong SAR Government reached a consensus with Guangdong Provincial Government in April 2002 to reduce, on a best endeavour basis, the emission of four major air pollutants, sulphur dioxide (SO2), NOx, RSP and VOC by 40%, 20%, 55% and 55% respectively in the region by 2010, using 1997 as the base year. Achieving these targets will enable Hong Kong and the PRD region to significantly improve their air quality and relieve the regional smog problem.

In December 2003, the two governments jointly drew up the PRD Regional Air Quality Management Plan (the "Management Plan") with a view to meeting the above emission reduction targets. The PRD Air Quality Management and Monitoring Special Panel was set up under the Hong Kong/Guangdong Joint Working Group on Sustainable Development and Environmental Protection (JWG) to follow up on the tasks under the Management Plan. The PRD Regional Air Quality Monitoring Network established under the Management Plan is now in full operation to provide comprehensive and accurate air quality data.

37 As a result of various emission reduction measures implemented in recent years, Hong Kong has achieved good progress in reducing the total emissions of NOx, RSP and VOC. For SO2, however, much of the effort has been vitiated by the increase in emissions from the power plants. Details are presented in the table below:

Progress in Achieving the 2010 Emissions Reduction Targets (Source: EPD) 1997 Emission Changes 1997-2004 2010 Target (tonnes) 2004 Emission (tonnes) SO2 64,500 94,800 +47% -40% NOx 110,000 92,500 -16% -20% RSP 11,200 8,040 -28% -55% VOC 54,400 41,900 -23% -55%

Cross-boundary cooperation in environmental protection featured prominently in the Ninth Plenary Session of the Hong Kong/Guangdong Cooperation Joint Conference held in Guangzhou on 2 August 2006. The two sides reconfirmed their determination to achieve the agreed emission reduction targets by 2010 to improve regional air quality.

The PRD Air Quality Management and Monitoring Special Panel under the JWG has completed an implementation framework for the Emission Trading Pilot Scheme for thermal power plants in the PRD region. After consulting with the concerned parties, the implementation framework will be presented to prospective participating power plants later this year so that they can identify trading partners and draw up emission trading agreements.

38 Each of the two governments will also take measures respectively to improve air quality. Measures to be or being taken by the Guangdong Province include:

1. Guangdong will not plan for construction of new coal-fired or oil-fired power plants in the PRD region; 2. LNG (Liquefied Natural Gas) is being introduced for power generation; 3. Guangdong will proceed with the retrofit of FGD systems at existing power plants. It will strive to complete the relevant major works for large-scale generation units by 2008; 4. Shenzhen will expedite the implementation of National III motor vehicle emission standards (on a par with Euro III ones) while Guangzhou has already implemented the National III motor vehicle emission standards on 1 September 2006 ahead of the schedule; 5. leaded petrol will continue to be banned; and 6. a pilot project will be implemented in Shenzhen to install vapour recovery systems at oil depots and petrol filling stations to further control emissions of VOC effectively.

Besides, Hong Kong shares its waters with Guangdong. It makes sense, therefore, that water pollution control efforts be matched by both sides. Through a joint working group, the two regions agreed in 2000 on a 15-year plan to clean up Deep Bay and to reduce pollution from existing sources and control future pollution. The plan will be reviewed every five years with the first review scheduled for completion in 2007. In mid 2003, the two governments formulated a regional water quality management strategy for Mirs Bay to control water pollution and ensure sustainability of the common water body. Both sides are now working on a joint project to develop a numerical model to provide both the Hong Kong and Guangdong governments with an analytical tool for managing the water environment of the Pearl River Estuary.

39 Topic 4 The Land Use Development of Hong Kong Tai O Development - Sheltered Boat Anchorage

A.Introduction

1. Title of the Development Project Tai O Development - Sheltered Boat Anchorage

2. Main Scope of the Project: i). Construction of 4-ha of the Sheltered Boat Anchorage ii). Construction of a 120 metre promenade iii). Construction of a 360 metre breakwater iv). Reclamation about 0.21 ha of land v). Formation of 11 ha of a mangrove replanting area vi). Restoration of a 600 metre historic seawall

3. Estimated Cost of the Project $287.500 million

4. Contractor of the Project China Harbour Engineering Company (Group)

40 5. Resident Engineer for the Project Mausell Consultants Asia Limited

B.Map of the Development Site

41 42 C. Analysis

(a). Merits

1. Marine access channels

Under the project, new marine access channels are created beside Tai O. Therefore, ships and boats can approach the site closely. With such accessional means of transport being provided, the accessibility of Tai O can be largely enhanced. This improvement is particularly significant because Tai O is one of the most distant areas apart from urban districts in Hong Kong and so the site badly needs to foster its convenience respective of transport in order for dwellers of other parts in the city to travel to there more easily. Now its transport on sea is established, for sure more people, both locals and visitors, will be attracted to visit there more frequently. Hence, the new marine channels may translate into a rise of tourism of Tai O and Lantau Island. The new channels also favour the residents of Tai O as one more way is made from now on available for them to get through to the urban area. Those who work in the urban zones should benefit the most.

2. Mangrove replanting area i). Ecological benefits Mangrove trees are so strong that they can withstand violent storms that hit the coast. Moreover, mangroves are able to survive in soil which is unstable and poor in oxygen and can tolerate more salt in their tissues than many other plants. To conclude, the mangrove has impressive life power and thus planting this kind of tree is cost- effective. Mangrove roots also provide shelters for a variety of marine creatures. For example, crabs and sea snails climb up the aerial roots at high to avoid aquatic predators. Besides, mangroves contribute to a better coral reef ecosystem. On the one hand, their fallen leaves are an important source of nutrients for coral reefs and when they are flushed to the sea. On the other hand, a large number of filter-feeders like sponges and shellfish are fastened on the tangle of mangrove roots and clean the water of nutrients and silt there. As a result, clear water washes out into the sea and allow the coral reef system to flourish.

43 Mangrove trees help preserve soil, too. Their roots prevent mud and sand from being washed away with the tide and river currents. Mangroves also regenerate the soil by penetration and aeration. As the soil conditions improve, other plants can take root. Building up mud and reducing the damage from storms, mangroves can stabilize the coast. In conclusion, the plantation of mangrove trees leads to a variety of benefits to the ecology. ii). Creation of job opportunities Although mangrove trees are adapted to grow in salt water, they require regular flushing with freshwater. If mangroves are immersed in saltwater all the time, they will perish and die. Thus, replanting mangroves necessitates a certain degree of manpower for timely irrigation on such a sizable area as 11 hectares. This creates favourable job opportunities for low-skilled labors.

(b). Defects i). A large range of excluded area Undeniably, the development plan was carefully designed; but it has not maximized the usage of every inch of the area within the project limit. Shown on the map, about 7 ha of area on the sea is excluded. In other words, in comparison to the main construction of the project (4 ha of boat anchorage), the excluded area is even larger for up to 3 ha! It is definitely a waste for such an extensive area to be left void. ii). Length of the breakwater In the project, a breakwater is built to protect the anchorage from big waves. However, the proposed breakwater is rather short. By its proposed length (360 m) and position, the breakwater should be effective in deterring waves that are likely to impact the anchorage straight forward from the west. Nonetheless, the breakwater is not deemed reliable in safeguarding the anchorage from strong waves which are advancing askew. For example, if a series of waves are approaching the anchorage from southwest, the breakwater may be only able to hinder some of the tumbling waves while the others may by-pass the breakwaters and crash against the anchorage. Apart from these, a pedestrian link is now proposed to be constructed at the seawall on the border line of the mangrove replanting area. Although the project will restore the existing historic seawall, it cannot change the substantial design of the wall. Yet, the past design of the seawall may not be fit enough to protect the new created

44 pedestrian link from strong waves and so there lie serious safety risks, especially in summer when typhoons are common. The responsibility of protection of the pedestrian link should be reasonably passed upon the new breakwater. Regrettably, due to its proposed length, the breakwater is far shorter than the seawall, let alone full protection of the pedestrian link.

D. Suggestions

1. Minimizing the excluded area

According to the land use plan, the existence of a void area seems inevitable within the new proposed marine access channels. Therefore, it is unrealistic to plan for utilizing every inch of area within the project limit. Furthermore, since the void area is situated apart from the coast of Tai O, it is unlikely to conform the 7 ha of area to a vast piece of land and implement large-scale constructions there due to technical limitations of reclamation. To summarize, reducing the size of the void area is the only remedial measures we can take: the western border of the marine access channels should be shifted eastwards so that the space of separation between the central and the western part of the channels can shrink. As a result, the void area to be excluded can be dwindled. Not only can this suggestion dispense the present project with creating a huge range of void area, but it can also save space for further development in future.

2. Elongation of the breakwater

Safety should take priority in all land use designs. To play it safe, the proposed breakwater should be elongated as lengthy as, at least, the historic seawall. On the one hand, it can be more efficacious in protecting the anchorage from askew typhoons like those from southwest which are common in summer. On the other hand, it can form a better coverage of protection for the historic seawall, at which a new pedestrian link is proposed to be built. It will be ideal if the breakwater can be lengthened for 225 metres southwards.

Acknowledgements:

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