Consultancy Agreement No. CE 63/2008 Providing Sufficient Water Depth for Kwai Tsing Container Basin and its Approach Channel Environmental Impact Assessment Report

2. Project Description

2.1 The Project Requirements and Programme

The southern portion of the Rambler Channel between Tsing Yi and Kwai Chung has been developed into Hong Kong’s primary container shipment port. Nine container terminals, comprising a total of 24 berths which line the east and west sides of the channel, are collectively referred to as the Kwai Tsing Container Port (KTCP), and the waterway within the KTCP is referred to as the Kwai Tsing Container Basin (KTCB). Access for ocean-going container vessels between the KTCB and the main shipping lanes is along the section of the Northern Fairway to the south of Tsing Yi, the Western Fairway and the East Lamma Traffic Separation Scheme (ELTSS).

Developments within the container shipping industry have seen the introduction of ultra-large container ships (ULCS) to the main intercontinental shipping routes. These vessels have a maximum draft of 15.5m. The current average seabed level within the KTCB is approximately -15.6mCD, while depths in parts of the approaches to the KTCB are shallower. Therefore, it is proposed under this Project to deepen the seabed level of the KTCB and its marine access route to provide adequate depth of water to enable the new generation of ULCS to call at the KTCP. The Project layout is shown in Figure 2.1 .

The Project’s objective is to lower the seabed in the KTCB and its access fairways and channels so as to maintain an adequate clearance for ULCS at all times. For the purpose of determining the functional least depth of dredging, the maximum draft of an ULCS is taken to be 15.5m. It is recommended in Marine Department’s “The Complete Berthing Guidelines for Port of Hong Kong” that an under-keel clearance of 10% of the maximum draft is provided within manoeuvring basins, sheltered fairways and approaches to berths. Marine Department has confirmed the applicability of this criterion to the Kwai Tsing Container Basin and its approaches in the Northern and Western Fairways as well as the East Lamma Traffic Separation Scheme, and has advised that the minimum depth to be provided is 17.0m below lowest astronomical tide, corresponding to a sea bed level of -17.0mCD.

In order to determine the appropriate maintained seabed level, an assessment of the sedimentation rates within the Project area since 1990 has been carried out. The assessment concludes that the potential for sedimentation within the Project area is low. However, it is not known with certainty that the conditions which existed in the period covered by the assessment will prevail for the service life of the KTCP. In order to account for possible increases in the sediment load in the Pearl River Estuary, yet still achieving a sensible balance between capital and maintenance dredging works, a target seabed level of -17.5mCD has been adopted.

In Section 2.2.1 of Port Works Design Manual Part 1, the Chart Datum (CD) is 0.146m below the Principal Datum (PD). Therefore, the target seabed level is -17.646mPD. For construction tolerance, the final seabed level should not be shallower than the targeted level, nor should it be 0.3m deeper than the targeted level.

In addition to the foregoing, modification of the Tsing Yi Submarine Sewage Outfall and demolition of the Kwai Chung Submarine Sewage Outfall are included as part of the scope of works for this Project. For the Tsing Yi Submarine Sewage Outfall modification works, this will involve removal of the rock armour, replacement of the existing riser pipes and non-return valves, and followed by the re-application of rock armour. Demolition of the Kwai Chung Submarine Sewage Outfall will only involve the dismantling of the pipe section that is above the dredge level. The dredged volume quoted in the Study Brief was 5.5Mm 3;

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Consultancy Agreement No. CE 63/2008 Providing Sufficient Water Depth for Kwai Tsing Container Basin and its Approach Channel Environmental Impact Assessment Report

however, as the engineering design has progressed in parallel with this EIA, the dredged volume has been refined to be at 4.4Mm 3. This provides environmental benefit through the reduction in the volume of material to be dredged and disposed of as well as reducing the extent of potential impacts on the receiving water column.

According to the latest estimate, the Project is tentatively scheduled to commence works in the second half of 2011, to be substantially completed within 2 years except for a small area near Container Terminal no. 1 and 5.

2.2 The Study Area and Surrounding Environment

The Kwai Tsing Container Port (KTCP), located in the north-western part of the harbour in the reclamation along Rambler Channel between Kwai Chung and Tsing Yi Island, comprises nine container terminals with 24 berths of 7,804 m of deep sea frontage and is operated by five companies, each responsible for maintaining a strip of seabed of approximately 50 m wide along the terminals. In addition to KTCP, the study area also includes a portion of Northern Fairway south of Tsing Yi Island and a section of Western Fairway west of Hong Kong Island. Additionally, to the northwest side of the container basin, there are also two submarine outfalls namely Tsing Yi Submarine Sewage Outfall and Kwai Chung Submarine Sewage Outfall which are part of the project. Collectively, the study area occupies an area of approximately 446 ha in size.

2.3 Need for the Project and Consequences of not Proceeding with the Project

Hong Kong’s container port is the third busiest in the world after Singapore and Shanghai, followed by Shenzhen. It is renowned for its efficient cargo-handling operations making it a preferred shipping hub in the region. With the global trend of increasing size of container ships, the ULCS to be generated in the near future will have a maximum draft of 15.5m. However the KTCB and its approach channel are being maintained at the depth of about -15.5 mCD with some parts being only at -15.2 mCD, while the water depth for the Yantian Container Port in Shenzhen is at -16.0m.

In the short term, with the trend of the increasing size of container vessels, current container ships occasionally have to wait for high tide to depart from Kwai Tsing Container Port due to insufficient depth of the KTCB. Such limitations reduce the efficiency in cargo-handling operations, potentially harm the reputation of Kwai Tsing Container Port and conceivably could encourage vessels to make alternative arrangements including the diversion of traffic to Shenzhen and other regional ports.

The execution of this Project is therefore necessary to keep the container basin deep enough to maintain current efficiencies and to facilitate the growing size of container ships in the short term. In addition, it is also needed to meet the draft requirement of ULCS and to maintain the competitiveness of the Kwai Tsing Container Port and Hong Kong as a regional hub port in the long term. Benefits from this Project are the considerable increase in import and export capacity and the associated economic and social gains for Hong Kong as a whole.

In the absence of this Project, the insufficient depth of KTCB and its approach channel will cause Kwai Tsing Container Port to become less efficient given the increased vessel sizes, including the inability to physically berth and accommodate the ULCS. The long-term development potential of the Kwai Tsing Container Port will inevitably be constrained by the depth of KTCB and its approach channel. International shipping lines will no longer continue to call into the Hong Kong port but turn to Yantian Port or other ports, 259053/TNI/ENL/23/E July 2010 P:\Hong Kong\MRT\259053 KTCB\01 Project Management\71 Deliverables\07 Environmental Impact Assessment Report\FINAL_PE\EIA_Rpt_Jul 10_Ch 2.doc 2-2

Consultancy Agreement No. CE 63/2008 Providing Sufficient Water Depth for Kwai Tsing Container Basin and its Approach Channel Environmental Impact Assessment Report

resulting in the long term, in a critical loss of shipping trade and declining competitiveness of Hong Kong in the world port economy.

2.4 Consideration of Alternative Construction Methods and Sequence of Work

2.4.1 “Do Nothing” Scenario

The “do nothing” scenario is described in the preceding section 2.3. The current depth of the KTCB limits the efficiency of KTCP and threatens the long term position of Hong Kong as a regional hub and world class port.

The new generation of ULCS is expected to have a draft of 15.5m. This means that in order for these ULCS to access the container terminals at KTCP, a minimum water depth of about 17m would be required. Current seabed levels thus constrain access by ULCS to tides higher than +1.5mCD. Such restrictions on the permissible access time for ULCS would severely hinder the operational flexibility and efficiency of these container ships, and would be an impractical option for both shipping lines and terminal operators. Consequently, a “do nothing” option is not considered viable for the long term economy of Hong Kong.

2.4.2 Alternative Locations

KTCP is currently the only port in Hong Kong that contains the facilities which can handle the volumes of cargo associated with the ULCS. Apart from this location, the other potential location for handling ULCS and their associated cargo would be the proposed Container Terminal 10 (CT10), located southwest of Tsing Yi. However, there is no confirmed programme for the CT10 project at this stage, and there is no certainty that the proposed CT10 project will be able to meet the timeline required for the arrival of the ULCS. Encouraging ULCS to migrate to alternative locations external to Hong Kong, even on a temporary basis, would not be conducive to the role of KTCP as a regional hub and a world class port.

2.4.3 Alternatives to Treatment and Disposal of Dredged Sediment

Other than the conventional method of dredging and disposal of dredged material, consideration has been given to the potential for treatment and reuse of the dredged material in order to minimise the volumes of sediment requiring disposal, based on the nature of sediment including moisture content and level of contamination. Selection of treatment options (in-situ and ex-situ treatment including dewatering or decontamination, etc) has to take into account the handling of a vast quantity of dredged material, i.e. about 4.4 Mm 3 and the fact that marine sediment within the container basin is likely contaminated due to the historical release of contaminants from previous factories on Tsing Yi Island. Reuse of the sediment as landfill cover is not possible as sediment is not accepted at landfill sites in Hong Kong. Reuse of the dredged material in reclamation or as public fill is also not recommended as the sediment would require significant treatment before it could be suitable for use as fill material. As part of this Project, a number of alternative sediment treatment options has been considered to assess the feasibility of reusing the sediment from the Project. In addition, to the foregoing as the purpose of the Project is to provide sufficient depth for the ULCS only ex-situ treatment options were considered.

Treatment options which have been considered include mechanical dewatering, physical separation, brick making, bioremediation, chemical treatment, stabilisation and thermal treatment. The viability of these treatment methods are summarised below, with further details of these methods provided in Chapter 4.

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Mechanical dewatering - considered inappropriate for this project due to the slow nature of the process and the additional implications resulting from the generation of contaminated water. Disposal of remaining residual sediment still has to be resolved.
Physical separation - effective only for sandy material and would not be suited to the clay-based nature of the sediment arising from the Project.
Brick making – similar to physical separation, the nature of the dredged sediment would be unsuitable for brick making.
Bioremediation – this method would be effective for sediment containing organic contaminants, but not heavy metal contaminants; hence, its applicability would be restricted.
Chemical treatment – this method is contaminant-specific, and would not be suitable if a wide range of contaminants is identified.
Stabilisation treatment - involves binding the contaminants to prevent their release. This type of treatment may not be sufficient to ensure the sediment would be acceptable for reuse, nor will this method reduce the volume of sediment that requires disposal; therefore, this option is not considered appropriate for the Project.
Thermal treatment – this option would lead to other adverse environmental impacts as well as requiring extensive pilot testing and an additional environmental impact assessment to be conducted.

The above summary shows that it is difficult to identify a practical treatment method for the dredged material that would be generated by this Project. Other constraints include: limitation of the Project programme, need to minimise disturbance to the KTCP operations as far as possible, land-take requirements, environmental consequences of treatment methods, disposal of residual material and viability of reuse options. It was concluded after a detailed study that the treatment options considered would not be feasible, especially given the volume of material to be treated.

An alternative option involving the creation of an artificial island to dispose of the dredged material would have been considered if there was reclamation associated with this Project. The practicalities of coordinating with other reclamation projects, unrelated to this Project, may still be considered by the future Contractor if the timing, programme, contractual and environmental management arrangements could be coordinated. However, the risks associated with such arrangements are high.

To ensure a secure outcome for the Project, conventional dredging and disposal of the dredged material is therefore considered as the recommended option.

2.4.4 Dredging Programme

The current dredging programme is tentatively stated as being between 2011 and 2013, to allow the KTCP to receive ULCS by 2013. In order to meet this deadline, it is envisaged that 24-hour dredging operations will be required. In order to avoid disruption to the operation of the KTCP and to maintain safe marine access, dredging operations have to take into account movements of marine traffic as well as environmental considerations. On the environmental side, the dredging programme has considered the effect of other concurrent projects in the vicinity of the Project, and also projects involving dredging which are farther away but which could potentially have “cumulative effects” on this Project.

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It is currently envisaged that implementation of the dredging works will involve the simultaneous use of dredgers in the Western Fairway, Northern Fairway and the KTCB i.e. a maximum of 3 dredgers at any one time. Consideration has been given to ensure that potential conflicting demands of vessel traffic and dredging works are resolved through deliberation of, inter alia, marine traffic, types of dredgers and environmental factors.

It was also seen that within the Project area, a hotspot was found near Container Terminal no. 1 and 5 (S2). As such, it would be prudent to isolate S2 to a later stage such that the majority (c. 99%) of the navigational (i.e. capital work) dredging can proceed without affecting the overall construction programme. Besides, it is envisaged that dredging in dry season where sea water temperature is relatively lower can help in controlling the release of unionized ammonia (UIA). This is especially good for dredging of hotspot area to minimize the impact in terms of UIA to water sensitive receivers.

2.4.5 Conventional Dredging Method

As part of the detailed engineering studies associated with this Project, it has been identified that equipment which could be deployed is constrained by a number of factors, including: layout and seabed composition (materials to be dredged) of the KTCB; need to maintain undisrupted operation of the KTCP during the dredging works; programme; and need to avoid adverse environmental impacts.

The nature of the dredged material is one of the key factors determining the equipment to be used for dredging. Initial ground investigations indicated the presence of soft marine deposits over the majority of the Project area. Subsequently, additional detailed investigations revealed some harder materials at a small area in the north-eastern (NE) corner of the KTCB.

Characteristics of the materials to be dredged define the options available for dredging plant, such as, trailer suction hopper dredgers or cutter suction dredgers or grab dredgers. The most commonly used types of dredger in Hong Kong are the trailer suction hopper dredger (TSHD) and the grab dredger (GD). The TSHD is more manoeuvrable than the GD, and with a comparatively higher production rate. While the dredging work can be undertaken at a faster rate with a TSHD, there are, however, higher consequential environmental impacts associated with this option, particularly due to the practice of “overflowing”, whereby the TSHD allows supernatant water pumped aboard to overflow back into the sea. However, “overflowing” is not permitted in Hong Kong and this reduces the efficiency of the TSHD to a point where it offers little or no production advantage over a GD.

The GD generally results in smaller environmental impact as compared to the other types of dredger, especially when fitted with a frame-type silt curtain. However, a GD operates in a stationary mode and is slower to manoeuvre compared to TSHD.

In Hong Kong, the use of TSHD is not permitted to dredge contaminated spoil. On the other hand, grab dredgers can perform relatively accurate removal of sediment, simply by adjusting the location of dredger and the depth of grabbing, and hence, is the accepted technique when there’s a need to handle contaminated sediment. Investigation of the sediment quality within the Project area has identified an irregular distribution of contaminated and uncontaminated sediment within the zones to be dredged (refer to Section 4 on Waste Management). As such, it would not be feasible to deploy the TSHD to handle only the uncontaminated spoil. Grab dredging is thus preferred over TSHD.

Findings of the Marine Traffic Impact Assessment (MTIA) (completed under Agreement No. CE 63/2008) indicate that dredging works within the KTCB and its approaches using either multiple grab dredgers or 259053/TNI/ENL/23/E July 2010 P:\Hong Kong\MRT\259053 KTCB\01 Project Management\71 Deliverables\07 Environmental Impact Assessment Report\FINAL_PE\EIA_Rpt_Jul 10_Ch 2.doc 2-5

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TSHDs will not result in unacceptable marine traffic impacts. However, the busy nature of the marine environment at KTCB requires that appropriate management measures be implemented and that in-field conformance to high standards of safety management be maintained.

As mentioned earlier, some hard material was found within the NE corner of the KTCB. Such material may not be readily removed by GD, and may require the use of a cutter suction dredger (CSD). The potential environmental impacts of a CSD are limited to the generation of sediment plume in the immediate vicinity of the stationary CSD whilst in operation. A CSD’s operation is very localized when engaged in the removal of hard materials with large particle size, and therefore, associated environmental effect will be limited to a small area.

Other types of dredger, such as bucket ladder dredgers and backhoe dredgers, have not been commonly used in Hong Kong. These dredgers are not known to provide operational advantages over grab dredgers, and hence, have not been considered further.

2.4.6 Keyhole Dredging Method

2.4.6.1 Background

This innovative technique was investigated in Holland between 2003 and 2005 as a possible means to extract sand from the below layers of overburden without removing the overburden. It involves the insertion of a hollow tube into the material to be extracted, followed by loosening of the material with water jets and then pumping the slurried material to the surface through the tube. The tube traverses around the central insertion point in a series of elliptical loci which trace out in plan the image of a petalled flower, centred on the insertion point. The seabed material remains in place (though is disturbed to some degree by the process) and the level of the seabed drops in proportion to the volume of material extracted. The process is repeated at centres which are determined by the radius of the treated zone (estimated to be about 2m to 3m, depending on the plant used), such that the tips of the “petals” at adjacent insertion points are approximately contiguous. Production rates of 150m 3 of material extracted per hour have been reported, which is comparable to the rates achieved by grab dredging.

2.4.6.2 Project Credentials

Keyhole dredging has been pioneered by a leading Dutch dredging company but it does not appear to have been used on a wide scale outside of Holland. Available documentation refers to “site trials” and “pilot projects” between 2003 and 2005, but no details are found of its use on a scale which is comparable to the dredging of the KTCB. This method may still be considered as innovative and is not known to have a proven track record in Hong Kong, whether for sand extraction or for lowering of the seabed. Examples of this technique appear to be limited to shallow water (of about 5m depth) and extraction of material from 6m below seabed. The capability of the technique to extract material from 6m below seabed in 17m water depth, as would be required for this Project, does not appear to have been demonstrated in the previous trials or pilot projects.

It is concluded that the effectiveness of the technique when applied over an extensive area has not been demonstrated.

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2.4.6.3 Environmental Impact

An important rationale behind the development of keyhole dredging was that it obviates the need for overburden removal. However, the technique disturbs the seabed and pollutants released to the water column from contaminated sediment are recognised as a real consequence of the method.

There are no records of qualitative and quantitative trials which examined the potential environmental impact of this technique. It is considered that the use of this method for lowering the seabed in KTCB and its approaches could not be adopted without first conducting extensive site trials to monitor the potential effects of the method on nearby sensitive receivers, including the fish culture zones, Castle Peak Road beaches and water inlets along the Rambler Channel.

It has been proposed in available literature that the potential release of pollutants from contaminated sediment can be mitigated by placing a sand blanket on the seabed before commencement of keyhole drilling. While this might prove effective in containing the pollution of the water column, it would still introduce a number of new issues to the Project, including the following:
a sand supply would need to be identified, investigated and approved for use; an EIA of the borrow site might also be required and this is outside the EIA Study Brief for the Project;
the placement of sand on the seabed could affect the navigation of large container vessels within the basin and the approaches, and so would need to be introduced locally to the extraction operation, attracting potential time and cost penalties;
the sand would need to be removed upon completion of the extraction, introducing the risk of dredging contaminated mud with the sand); and
the volume of material extracted would need to be increased to ensure that the additional thickness of sand did not protrude above the target dredge level.

2.4.6.4 Marine Traffic Impact

The plant required for keyhole dredging is significantly larger than a grab dredging pontoon. In addition, the size of pumps which would be necessary to handle the Kwai Tsing Container Basin is likely to be found only on larger plant such as medium cutter suction dredgers. The extraction plant would need to remain stationary during operation at each position and would need to be tended by up to two barges. Together, this constitutes a large stationary vessel in the fairways and the Container Basin, which is unlikely to be acceptable to the pilots and operators of the KTCP and oil depots from a risk perspective.

2.4.6.5 Commercial

There appears to be only one contractor in the world using the keyhole dredging technique. A commitment to this method for this Project could thus have a negative impact on the tender cost and the range of tenders received.

2.4.6.6 Summary

Keyhole dredging has not been proven to be successful on the scale demanded by this Project and adverse environmental impacts are likely. The method would have a greater impact on marine traffic in the basin and fairway than conventional grab dredging, with increased risks of collision and loss-of-life potential. In the light of the foregoing discussion, the use of keyhole dredging is considered to be not feasible for this Project and was not recommended for further consideration. As such, convention dredging is selected as the preferred option for this Project. 259053/TNI/ENL/23/E July 2010 P:\Hong Kong\MRT\259053 KTCB\01 Project Management\71 Deliverables\07 Environmental Impact Assessment Report\FINAL_PE\EIA_Rpt_Jul 10_Ch 2.doc 2-7

Consultancy Agreement No. CE 63/2008 Providing Sufficient Water Depth for Kwai Tsing Container Basin and its Approach Channel Environmental Impact Assessment Report

2.5 Selection of Preferred Option

2.5.1 Dredging Equipment

In selecting the preferred dredging option, consideration has been given to aspects including technical feasibility, environmental acceptability, public interest and the findings from the Marine Traffic Impact Assessment (MTIA). The benefits and disbenefits of different dredging options which are relevant to this Project are summarised as follow:

Table 2.1: Benefits and Disbenefits of Dredgers which could be used for this Project

Dredging options Benefits Disadvantages Using grab dredger • Least amount of sediment release, • Slower rate of production (Typical dredging rate: 4000 therefore lesser environmental impact m3 / 24 hours) • Fixed position, and so other vessels can plan movements around the working area • Silt curtain can be applied around the dredging area to reduce the dispersion of sediment plume • Relatively small operating area • Accurate dredging Using cutter suction dredger • Enables excavation of hard materials • More marine sediment produced by (Typical dredging rate: 700 • Faster production rate than grab dredger volume due to high water content m3/hour) (only if overflowing is not a constraint) • Silt curtain cannot be applied in this • More manoeuvrability than grab dredger Project due to adverse impact on shipping in the KTCB and its approaches. Frame type silt curtain cannot be used Using trailer suction hopper • Easy to manoeuvre as the dredger is self- • More marine sediment produced by dredger propelled volume due to high water content (Typical dredging rate: 7200 • Potentially higher rate of production • Movement of suction pipe and draghead m3/24 hrs) causes turbidity and resuspension of sediment, resulting in more significant environmental impact • Overflow will not be permitted from hopper during loading to avoid causing sediment resuspension; this will have a major negative impact on the productivity of the TSHD and could render the method not feasible in terms of programming • Silt curtain cannot be applied for this Project due to constraints including those of marine traffic • Operation interferes with other marine traffic

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Consultancy Agreement No. CE 63/2008 Providing Sufficient Water Depth for Kwai Tsing Container Basin and its Approach Channel Environmental Impact Assessment Report

Table 2.2 below provides a summary of the aspects considered in identifying the preferred dredging option.

Table 2.2: Selection of Preferred Dredging Option Dredging Method Aspects Considered GD CSD TSHD Disturbance to marine traffic Moderate Least Least Loss Rate of Suspended Solids (SS) Least Moderate Most Manoeuvrability Least Moderate Moderate Accuracy of dredging Most Moderate Least Speed of Work (production rate) Slow Slow 1 Slow 1 Ease of mitigation of impact of elevated SS in the KTCB
X X Removal of hard material X
X Removal of Contaminated sediment
X X Removal of Uncontaminated sediment


Protection of water quality at Fish Culture Zones

X Protection of water quality at Bathing Beaches

X Public Option and perception
X X Preferred Dredging Option





X

Given the aforementioned findings and considerations, the grab dredgers have been identified as the preferred equipment for dredging for KTCB, as they are able to meet the technical requirements while limiting environmental impacts. Since grab dredgers are not effective in the removal of hard material, a CSD is likely to be needed to carry out dredging at the NE corner of KTCB dredging area. The estimated volume of hard material that will require excavation is approximately 92,000 m 3. Since the hard material forms a very small component of the entire dredging operation (accounting for only about 2% of the total dredged volume), the choice of CSD is not likely to significantly alter the overall environmental impacts associated with the Project. Nonetheless the impacts associated with both dredgers have been assessed in the subsequent sections of the EIA.

2.5.2 Dredging Rationale

Owing to the distinctive nature of this Project, considerations have been given to balancing Construction Programme, Marine Traffic Impact and Environmental aspects to determine the most favourable dredging rationale for this Project. In making the balance, the first principle is to ensure the outcome fulfils the needs of the Project, i.e. that the dredging operation can be undertaken within the anticipated programme. At the same time, environmentally and marine traffic issues have been taken into account such that the proposed activities will not result in unacceptable levels of environmental impact and will minimise obstruction to the operation of the container terminals.

Taking into account the foregoing, it was calculated that a maximum of three grab dredgers (shown to be more environmentally friendly, see Section 2.5.1 ) would be able to complete the dredging operation within the programme of this Project, without compromising the environment and existing marine traffic conditions

______

1 The prohibition of overflowing from TSHDs and barges of CSD reduces their efficiency, and effectively nullifies any dredging rate advantage over grab dredging; this effect is exacerbated with increasing separation between dredging site and disposal facility.

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(based on findings in Marine Traffic Impact Assessment). Due to the presence of hard material in the NE corner of the container basin, a CSD is also likely to be needed.

2.6 Existing Submarine Outfall within Kwai Tsing Container Basin

The Project will also involve modification of the Tsing Yi Submarine Sewage Outfall and dismantling of the abandoned Kwai Chung Submarine Sewage Outfall, such that these outfalls will not impose any hazards to future marine traffic after the lowering of KTCB’s seabed.

2.6.1 Tsing Yi Submarine Sewage Outfall

The Tsing Yi Submarine Sewage Outfall (TYSSO) is approximately 328m long, starting from the junction chamber in the vicinity of the existing Tsing Yi Preliminary Treatment Works. A reinforced concrete (RC) pipe of 1650mm diameter was adopted to connect the junction chamber and a 1200mm diameter drop shaft. The TYSSO was an exempted Designated Project (DP) under the EIAO for the previous HATS Stage 1 project. Under this Project, the proposed modification works will not alter the capacity and alignment of this outfall; as such, no material change is expected to be associated with the TYSSO works.

In order to conform to the target seabed level, the modification works of the TYSSO will involve the removal of the existing rubble layer to a level below -18.9mCD (i.e. -19.05mPD), and followed by cutting down of the existing riser pipes. Tailor-made collars will be adopted to connect the existing riser pipes to the new non- return valves. The tailor-made collar will be combined by two semi-circular pipes and bolted together to form a circular shape surrounding the existing riser pipe. The tail of the collar will be welded to the existing riser pipe to prevent leakage of treated sewage. The new non-return valves, which function in the same way as the existing non-return valves, will be connected to the existing riser pipes through the collars by bolting. Similar to the existing conditions, the riser pipes protected by concrete pipes will be extruded from the proposed dredging level to avoid blockage by siltation. The surrounding rock fill and armour will be replaced around the modified diffusers to afford the same level of protection as existed prior to dredging. It is understood from DSD that the TYSSO was originally designed for continuous screened sewage discharge to the sea. Upon the commissioning of HATS Stage 1 system in 2001, the outfall changed to serve as an emergency by-pass just in case of the failure of HATS's tunnelling system.

For the design flow discharged from the Tsing Yi Preliminary Treatment Works, changes of flow rates / velocities at the diffuser ports due to the proposed modification works will be insignificant. With sea water level at +1.3mPD and gradient of effluent plume at 0.15:1 (H:V, under still water condition), for one diffuser, the volume of water body for dilution is increased from 136m 3 to 200m 3 after the modification works. Thus, with the diffuser ports shortened by approximately 2.45m due to the proposed modification works, the increased volume of water body due to dredging will provide improved dilution of the screened and de- gritted sewage. It is also noted that ambient current velocity, densities of jet effluent and ambient water, which will affect the dilution effect all have no significant change after the modification work and thus no material change to its operation after the modification works. More discussion on the effect of modification works can be found in Chapter 3.

2.6.2 Kwai Chung Submarine Outfall

The Kwai Chung Submarine Sewage Outfall is a submarine outfall which is connected to the Kwai Chung Primary Treatment Works constructed between 1976 and 1981 (before the enactment of EIAO), consisting of 2 nos. of 1650mm diameter steel pipelines of approximately 900m long, with the eastern and western diffusers each of approximately 170m long. It has currently ceased operation as confirmed by DSD. 259053/TNI/ENL/23/E July 2010 P:\Hong Kong\MRT\259053 KTCB\01 Project Management\71 Deliverables\07 Environmental Impact Assessment Report\FINAL_PE\EIA_Rpt_Jul 10_Ch 2.doc 2-10

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The said sewage outfall will be demolished by chiselling, which is localised in terms of the resulting impact and is unlikely to release suspended solids (SS) or other materials to the receiving environment. As only approximately half of the outfall is above the target seabed level of -17.5mCD, this top half of the concrete pipe will be demolished, and will remain in the bottom half of the pipe.

2.6.3 Summary

Based on the nature of works as described above, there is insignificant environmental impact in terms of water quality or waste management associated with the modification and dismantling of the two submarine sewage outfalls. Particularly for the Tsing Yi Submarine Sewage Outfall, the modification works will not in any way modify its performance and hence, will not result in the addition of pollution loading to the environment.

2.7 Need for Maintenance Dredging

The following information has been used to identify the changes in seabed levels for assessing the sedimentation rate within the works area in the Kwai Tsing Container Basin and its approach channels in the Northern and Western Fairways: a. Hydrographic data provided by the Marine Department for bathymetric surveys carried out in the Study Area as follows:- i. Northern Fairway and Container Basin – annual records from 2000 to 2009; ii. Western Fairway – 1999, 2002, 2004, 2006 and 2008.

b. Dredging histories obtained from the Port Works (previously Technical Services) Division of the Civil Engineering Department and the Marine Department on the removal of high spots in local locations during development of Container Terminal CT9.

c. Bathymetric survey completed in November 2009 under this Project.

The computer software “Surfer” was used to analyse the changes in seabed levels through the generation of “sedimentation isopachytes”, by subtracting contours of successive survey data to identify zones of sediment accumulation within the Study Area.

Figures 2.2 to 2.13 show the recorded seabed levels within Kwai Tsing Container Basin and the Northern Fairway between 2000 and 2009 and the isopachytes of sediment accumulation between 2003 and 2009. The isopachytes show that there were no significant levels of siltation within most of the Study Area, apart from some isolated high spots adjacent to the berth boxes, where sediment of between 0.5m to about 1m appeared to have accumulated. It is considered that such accumulation has occurred as a result of the action of propeller wash from container vessels during berthing and was not related to natural siltation.

It should be noted that natural flow in the Rambler Channel has been significantly altered in the past 30 years as a result of the construction of the KTCP, which has had the effect of channelizing the natural flow through the Rambler Channel. This was particularly noted following the construction of CT9 which has caused the current velocities within the narrow channel to become higher than before its construction. Surveys since 2003 have indicated that within the levels of accuracy of the survey techniques, a slight but persistent lowering of seabed levels has been taking place.

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Figures 2.14 to 2.15 show the recorded seabed levels in the Western Fairway and the East Lamma Channel between 1999 and 2008 and the corresponding isopachytes of sediment accumulation, which indicated no significant siltation occurring in these areas.

Notwithstanding the above, it is appropriate to presume that maintenance dredging will be required, though at less frequent intervals and with a much smaller volume of material to be removed than in the past.

Additionally, the Container Terminal Operators (CTOs) are reported to have been undertaking maintenance dredging within the berth boxes. The records for these maintenance works since year 2000 are summarised in Table 2.3 .

Table 2.3: Volume of Maintenance Dredging undertaken by Container Terminal Operators; 2000 - 2009 3 Terminal Approximate Maintenance Dredge Volumes (m ) from Year 2000 to 2009 ANNUAL Operator No. 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 MAX 1 MTL 15,667 -- 53,000 1 ------12,333 -- 12,667 26,500 1 2 MTL 15,667 12,500 12,500 ------12,333 -- 12,667 15,667 3 DPW -- -- 9,000 11,000 1,600 ------17,000 -- 17,000 4 HIT -- 50,000 3 ------65,000 2 ------50,000 3 5 MTL 15,667 12,500 12,500 ------12,333 -- 12,667 15,667 6 HIT 50,000 3 50,000 3 10,000 -- 35,000 -- 65,000 2 -- 19,800 -- 50,000 3 7 HIT 50,000 3 -- 10,000 -- 35,000 ------19,800 13,000 50,000 3 8 East 4 COSCO/HIT ------0 8 West 4 ACT ------0 9 HIT ------4,300 20,000 20,000 Totals 147,000 125,000 107,000 11,000 71,600 0 130,000 37,000 60,900 71,000 Notes: 1. Figure for CT1 in 2002 covered two years, so annual maximum is half of this value. 2. These figures included lowering of the seabed and are therefore not taken as maintenance dredging maxima. 3. HIT advised that it will not dredge more than 100,000m 3 of materials annually. 4. COSCO/HIT and ACT advised that they have no plans to undertake maintenance dredging.

From the information provided, a “worst credible” maintenance scenario has been developed, based on the highest annual maintenance dredging volumes attained by each of the operators over the past ten years. In arriving at an annual maintenance dredging volume of 225,000m 3 (within the berth boxes), volumes of capital dredging to lower the seabed within berth boxes have been ignored, as these are not considered to be maintenance dredging. Furthermore, where dredging intervals at particular terminals exceed one year, the dredged volume is divided by the interval to provide an estimate of the annual volume. The value includes an allowance of 30,000m 3, being the estimated annual volume of maintenance dredging undertaken by the Port Works Division (PWD) of CEDD and as notified by PWD accordingly. It is considered that the aggregate volume of maintenance dredging thus derived is conservative, yet appropriate for inclusion in the assessment of Water Quality and Waste in Sections 3 and 4 of this Report.

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2.8 Interface with Planned Projects

The dredging work under this Project (referred to as the “Subject Project” for clarity in this section) is tentatively scheduled to commence in mid-2011 for completion by mid-2013. The following projects have been identified as potentially concurrent projects. The description below outlines the projects and available details related to their execution, with the locations of these projects as indicated in Figure 2.16.

1. Construction of Container Terminal No.10 (CT10) at Southwest Tsing Yi

The nature of the project is to develop a container terminal on a proposed reclamation site (approximately 180ha) and a proposed land formation site (approximately 130ha) at Southwest Tsing Yi, including all infrastructure works and connecting roads. Part of the proposed reclamation site to the south of Tsing Yi is located next to the Subject Project. There is currently no detailed construction programme or plant inventory for this project.

2. Proposed dredging for marine sand at South of Tsing Yi

The project has been confirmed by the Civil Engineering and Development Department (CEDD) as being inactive at present.

3. Marine borrow and dumping areas at South of Tsing Yi

This is a disposal facility for sediment suitable for Type 1 – Open Sea Disposal. This disposal facility is currently not being used, as confirmed by CEDD.

4. Proposed laying of submarine cable between Kennedy Town and Outlying Islands

The nature of this project is to lay a submarine cable between Kennedy Town and the Outlying Islands which will mostly involve marine based works. This project has been referred in the Project Profile of the Subject Project. However, project details such as alignment and construction programme are not available at present. Given the relatively small scale of this project compared to the Subject Project, it has not been taken into consideration in the assessment of concurrent projects.

5. Proposed submarine cable from Tong Fuk to Chung Hom Kok

The nature of the project is to install an approximately 37km long submarine cable of 34mm in diameter in the existing foreshore and seabed within the HKSAR waters from Tong Fuk (on Lantau Island) to Chung Hom Kok, involving injection jetting operation. The submarine cable will be buried in a narrow trench of approximately 0.25m in width to a depth between 3m and 9m in the seabed. This project has been referred in the Project Profile of the Subject Project. However, information regarding project alignment and construction programme are not available at this stage. As is the case for Item (4) above, in view of the relatively small scale of this project compared to the Subject Project, it has not been considered in the assessment of concurrent projects.

6. Dredging operations and seawalls modification works carried out by the Container Terminals’ Operators associated with this Project

The CTO will carry out their maintenance dredging within their berth boxes at the same time as the Subject Project. It is proposed that for the duration of dredging for the Subject Project, there will not be any 259053/TNI/ENL/23/E July 2010 P:\Hong Kong\MRT\259053 KTCB\01 Project Management\71 Deliverables\07 Environmental Impact Assessment Report\FINAL_PE\EIA_Rpt_Jul 10_Ch 2.doc 2-13

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overlapping of dredging operations between the Subject Project and the maintenance dredging by the CTO. This will be achieved by suspending dredging in the KTCB for the Subject Project while maintenance dredging work is in progress such that the overall environmental effect is still within the assessment contained in the EIA Report.

7. Wan Chai Development Phase II and Central – Wan Chai Bypass

The project comprises reclamation works including associated dredging works in Wan Chai North and Causeway Bay. The construction works commenced in 2009 and are schedule to be completed by 2016. The project includes staged dredging and filling works associated with reclamation which are scheduled between mid 2011 and mid 2013, namely:
Hong Kong Convention and Exhibition Centre (HKCEC) Reclamation Stages 2 and 3;
Wan Chai Reclamation (WCR) Stages 3 and 4;
Temporary Public Cargo Working Area (TPCWA); and
Temporary Causeway Bay Reclamation (TCBR)

The dredging works will be carried out by closed grab dredger at a maximum rate of 6,000m 3 per day and the total dredged sediment is estimated to be 1.15Mm 3. The project has been considered in this EIA given both projects may potentially influence water quality in the Victoria Harbour Water Control Zone.

8. Shatin to Central Link (SCL) – Cross Harbour Section (Phase II – Hung Hom to Admiralty)

This project is an approximately 6 km extension of the East Rail Line from a new Hung Hom station crossing the harbour to new stations at Hong Kong Convention and Exhibition Center and Admiralty. The railway alignment will be constructed predominantly in tunnel together with some above ground structures such as ventilation buildings and station entrances. It is a designated project as defined under EIAO. The cross-harbour section of the SCL will not commence until after the Subject Project has been completed, but there is a requirement to construct a small reclamation adjacent to Kai Tak as entrusted advance works to provide a works area for the project. The construction of this minor reclamation is scheduled to tentatively commence in 2012 and to proceed at the same time as the Subject Project. As such, the SCL project was included in the assessment of the Subject Project.

9. Installation of Submarine Gas Pipelines and Associated Facilities from To Kwa Wan to North Point for former Kai Tak Airport Development

The project will be undertaken by Towngas Company and comprises construction of new gas pipelines from To Kwa Wan to North Point. The project will include a trench for installation of a twin submarine gas pipeline across the Victoria Harbour. The construction phase is scheduled to tentatively commence in 2012 and to be completed by 2014. Details of this potential concurrent project were included in the assessment of concurrent projects.

10. Tuen Mun – Chek Lap Kok Link (TM-CLKL)

The nature of the project is to construct an approximately 5km long dual 2-lane road tunnel between Tuen Mun Area 40 and the Hong Kong Zhuhai Macao Bridge (HZMB) Hong Kong Boundary Crossing Facilities (HKBCF) at north-east of the Airport Island, including construction of approximately 4.2km seawalls and approximately 35.6ha of reclamation to the Government foreshore and seabed at Tuen Mun Area 40 and Lantau for the tunnel portals and the associated roads. Construction for the TM-CLKL will commence in

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late 2011, with a target opening date for the entire road link at the end of 2016. Details of this potential concurrent project were included in the assessment of concurrent projects.

11. Hong Kong - Zhuhai - Macao Bridge (HZMB) – Hong Kong Link Road (HKLR)

The project involves construction of an approximately 9.4km viaduct from HKSAR boundary to Scenic Hill on the Airport Island, an approximately 1.1km tunnel through Scenic Hill and underpassing the Airport Road and the Airport Railway, reclamation adjacent to the eastern side of the Airport Island, together with a section of at-grade road leading to the HKBCF. According to the tentative construction programme, the construction will commence in 2011 and end in 2015. Details of this project were included in the assessment of concurrent projects.

12. HZMB Hong Kong Boundary Crossing Facilities (HKBCF)

The project involves reclamation (approximately 130ha), infrastructure on the reclamation for serving the HKBCF, and works on the Airport Island for connections with the HKBCF, including road links and an Automated People Mover (APM) system. Construction of the HKBCF is programmed to start in the 3rd quarter of 2010 and final phase completion by the end of 2016. Details of this project were included in the assessment of concurrent projects.

13. Lantau Logistics Park (LLP)

The scope of the project includes dredging, construction of seawalls, and reclamation of a land platform of approximately 112ha, with 72ha for the development of the LLP and the remaining 40ha at the western portion for possible logistics park extension or other compatible uses. The site of this project is about 9.5km to the west of the proposed dredging areas of the Subject Project. However, it has been confirmed by CEDD that there is no programme for the construction of the LLP and it is therefore not considered as a concurrent project.

14. Backfilling North Brothers Marine Borrow Area (NBMBA)

The operation of the open sea disposal ground at North Lantau borrow pit has been suspended since 2000. There is no schedule to backfill the North Brothers Marine Borrow Area, as confirmed by CEDD and it is therefore not considered as a concurrent project.

15. Existing Dredging/ Filling of the Contaminated Mud Pits in East Sha Chau

The projects include dredging of a series of seabed pits besides the existing pits at East Sha Chau; backfilling each dredged pit with contaminated mud that has been classified as requiring Type 2 disposal in accordance with ETWBTC 34/2002; and capping each backfilled pit with uncontaminated mud and/or public fill to effectively isolate the contaminated mud from the surrounding marine environment. According to the approved EIA report of HZMB HKBCF project, the dredging works for the contaminated mud disposal facility at East Sha Chau is expected to be operating between 2011 and 2013. Details of this project were included in the assessment of concurrent projects.

16. Proposed Dredging Works of the Contaminated Mud Pits in South of Brothers

The key scope of the project includes dredging of a series of seabed pits within the proposed South Brothers Facility Boundary, backfilling each dredged pit with contaminated mud and capping with 259053/TNI/ENL/23/E July 2010 P:\Hong Kong\MRT\259053 KTCB\01 Project Management\71 Deliverables\07 Environmental Impact Assessment Report\FINAL_PE\EIA_Rpt_Jul 10_Ch 2.doc 2-15

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uncontaminated mud or public fill. The contaminated mud disposal facility at South Brothers is scheduled to facilitate filling works in 2012 as confirmed by CEDD; however, only dredging works for the disposal facility to the south of the Brothers is expected to be carried out in mid 2011. Details of this project were included in the assessment of concurrent projects.

A summary of the above mentioned potentially concurrent projects is provided in Table 2.4. The programmes of the Subject Project and the potentially concurrent projects are provided in Table 2.5.

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Table 2.4: Summary of potentially concurrent projects Project Timeline Approx. Included/Excluded Comments Source of No. distance to in Assessment Information Subject Project (SP) 1 Construction of Container Terminal N/A Southwest of Excluded On hold as confirmed by CEDD. CEDD No.10 (CT10) in Southwest Tsing Yi Tsing Yi Island

2 Proposed dredging for marine sand at N/A N/A Excluded On hold as confirmed by CEDD. CEDD South of Tsing Yi 3 Marine borrow and dumping areas at N/A N/A Excluded Currently not being used as CEDD South Tsing Yi confirmed by CEDD 4 Proposed laying of submarine cable N/A N/A Excluded Unavailable Project details Public Domain between Kennedy Town and Outlying Islands 5 Proposed submarine cable from Tong N/A N/A Excluded Unavailable Project details Public Domain Fuk to Chung Hom Kok 6 Dredging operations carried out by the Same time as Berth Boxes Included Administrative control will be in Container Terminal container terminal’s operators (CTO) in the SP within the place to ensure no overlapping of Operators association with this Project Container Basin dredging operations for the Subject Project and any of the CTO maintenance works. 7 Wan Chai Development Phase II and 2011 to 2013 7 km Included The dredging and filling works in EIA Report (Register Central – Wan Chai Bypass Wan Chai and Causeway Bay will No. AEIAR- be carried out in stages from 2011 125/2008) to 2013. Potential impacts on the water quality in the Victoria Harbour Water Control Zone. 8 Shatin to Central Link – Cross Harbour 2011 to 2018 8 km Included Potential cumulative impacts with MTRC Section (Phase II – Hung Hom to the Subject Project may arise during Admiralty) the entrustment work of this project involving advance dredging works, scheduled to be tentatively from the 2nd quarter of 2011 to the 3 rd quarter of 2013. 9 Installation of Submarine Gas Pipelines Jan 2012 to 10 km Included Potential cumulative impacts with HKCG and Associated Facilities from To Kwa June 2014 the Subject Project may arise during Wan to North Point for former Kai Tak the trench dredging works of this 259053/TNI/ENL/23/E July 2010 P:\Hong Kong\MRT\259053 KTCB\01 Project Management\71 Deliverables\07 Environmental Impact Assessment Report\FINAL_PE\EIA_Rpt_Jul 10_Ch 2.doc 2-17

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Project Timeline Approx. Included/Excluded Comments Source of No. distance to in Assessment Information Subject Project (SP) Airport Development project scheduled between the 2 nd and 4 th quarter of 2012. 10 Tuen Mun – Chek Lap Kok Link (TM- Late 2011 to 16 km Included Potential cumulative impacts with EIA Report (Register CLKL) End 2016 the Subject Project may arise during No. AEIAR- the dredging and filling works of this 146/2009) project scheduled in phases from November 2011 to February 2014

11 Hong Kong – Zhuhai – Macao Bridge 2011 to 2015 20 km Included Potential cumulative impacts with EIA Report (Register (HZMB) – Hong Kong Link Road the Subject Project may arise during No. AEIAR- (HKLR) the dredging and filling works of this 144/2009) project scheduled in phases from March 2011 to end of January 2013.

12 HZMB Hong Kong Boundary Crossing 3rd Quarter 18 km Included Potential cumulative impacts with EIA Report (Register Facilities (HKBCF) 2010 to the Subject Project may arise during No. AEIAR- End 2016 the dredging and filling works of this 145/2009) project scheduled in phases from September 2010 to May 2014.

13 Lantau Logistics Park N/A 9.5 km Excluded On hold as confirmed by CEDD. CEDD 14 Backfilling North Brothers Marine N/A 14 km Excluded Backfilling is not anticipated, as CEDD Borrow Area confirmed by CEDD. 15 Existing Dredging/ Filling of the 2011 to 2013 16 km Included Dredging works for this project is HZMB HKBCF EIA Contaminated Mud Pits in East Sha expected to be carried out from Report (Register No. Chau 2011 to 2013. Potential cumulative AEIAR-145/2009) impacts with the Subject Project may arise. 16 Proposed Dredging Works of the Operation in 14 km Included Dredging works are expected to be CEDD Contaminated Mud Pits in South of Mid 2012 carried out in 2011. Brothers

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Table 2.5: Concurrent Projects Programme 2011 2012 2013 Item Project Period Source Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Providing Sufficient Water Depth Mid 2011- S.P. for Kwai Tsing Container Basin CEDD Mid 2013 and its Approach Channels

1 Container Terminal No.10 N/A CEDD

Dredging for marine sand at 2 N/A CEDD South of Tsing Yi Marine borrow and dumping 3 N/A CEDD areas at South Tsing Yi Proposed laying of submarine Pls refer to S2.8 for 4 cable between Kennedy Town N/A details and Outlying Islands Proposed submarine cable from Pls refer to S2.8 for 5 N/A Tong Fuk to Chung Hom Kok details Dredging operations by the Same as Container Terminal 6 container terminal’s operators the SP Operators Wan Chai Development Phase II EIA Report 7 and Central – Wan Chai Bypass 2011-2013 (Reg.No. AEIAR- (part) 125/2008) Shatin to Central Link - Cross Q2 2011- 8* MTRC Harbour Section Q3 2013 Installation of Submarine Gas Q2-Q4 9 Pipelines from To Kwa Wan to HKCG 2012 North Point - Trench Dredging EIA Report Nov 2011- 10 Tuen Mun – Chek Lap Kok Link (Reg.No. AEIAR- Feb 2014 146/2009) EIA Report Mar 2011- 11 HZMB – Hong Kong Link Road (Reg.No. AEIAR- Jan 2013 144/2009) EIA Report HZMB – Hong Kong Boundary Sep 2010- 12 (Reg.No. AEIAR- Crossing Facilities May 2014 145/2009)

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2011 2012 2013 Item Project Period Source Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Project Profile (App. 13 Lantau Logistics Park N/A No. PP-230/2004); RTHK 15 July 2009. Backfilling North Brothers Marine 14 N/A CEDD Borrow Area Existing Dredging/ Filling of the EIA Report 15 Contaminated Mud Pits in East 2011-2013 (Reg.No. AEIAR- Sha Chau 146/2009) Proposed Dredging Works of the From mid 16 Contaminated Mud Pits in South CEDD 2011 of Brothers

S.P. = Subject Project HZMB = Hong Kong Zhuhai Macao Bridge For the listed projects, only the period of dredging and filling works is included * Only the period of entrustment work involving dredging dredging and filling works is included

Included in Assessment

Excluded from Assessment

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