Highways Department New Territories Region
Agreement No. CE 22/96
Widening ofFo Tan Road and Related Improvement Measures in Fo Tan Investigation Assignment
MAUNSELL CONSULTANTS ASIA LTD • t'l H :» "o o ...... "- '"(J) @ Recycled paper , -€r¥3I3!l!Jf: CE 22/96
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Maggie Wong!ll~ li14.1 c 17 r, L [ Agreement No. CE 22/96 Document No. 96496IEIAIES [ [ [ InvestigationAssignment for Widening ofFo Tan Road and o Related Improvement Measures in Fo Tan c (J [ [ [ EXECUTIVE SUMMARY FOR EIA [ [ [ D o C Maunsell Consultants Asia Ltd. [ in association with February 199.8 Consultants in Environmental Sciences (Asia) Ltd. [ Hassell Ltd. E r- [ [ o L [ o c o D [ Q D C C D o o c [ c f' CONTENTS Page I INTRODUCTION I 1.1 Purpose of this Report I [ 1.2 Background to the Study I 1.3 Project Requirements 2 [ 1.4 Environmental Impact Assessment Study 2 2 IDENTIFICATION OF SENSITIVE RECEIVERS 5 2.1 Noise Impacts 5 c 2.2 Air Quality Impacts 5 2.3 Water Quality 5 2.4 Ecology· 5 Q 2.5 Existing Landscape Character and Site Visibility 6 3 CONSTRUCTION PI-IASE IMPACTS 7 3.1 Noise 7 C 3.2 Air Quality 7 3.3 Water Quality 8 3.4 Solid Waste Impacts 8 c 3.5 Ecology 8 [ 4 OPERATIONAL PI-IASE IMPACTS 9 4.1 Traffic Noise 9 4.2 Traffic Emissions Impact 9 [ 4.3 Ecological Impact 10 4.4 Water Quality Impact 10 c 4.5 Landscape and Visual Impact 10 List of Tables c Table I Summary of Mitigation Measures Proposed in the EIA Final Report 12 [ List of Figures Figure 1.1 Study Area and 300m Study Boundary 4 c Figure 4.1 Extent ofBa.'Tiers Tested 17 Figure 4.2 Typical Elevation and Sections of Noise Barriers 18 [J C E E f L Highways Department Agreement No. CE 22/96 [ Executive Summary 1 INTRODUCTION C 1.1 Purpose of this Report This is an Executive Summary which outlines the general findings, conclusions and o recommendations of the potential impacts arising from the widening of Fo Tan Road, and other road improvements. The study area and the 300m study boundary are shown in Figure 1.1. Assessment [ information and detailed evaluation can be found in the EIA Final Report: The Final Report describes the impacts arising from the proposed project, and recommends measures to mitigate them. A preliminary construction monitoring and audit programme has also been prepared as a separate manual. o 1.2 Background to the Study Fo Tan Road is the only road providing access to the Fo Tan Industrial Area and the residential area of Sui Woo In recent years, the continuing industrial development in Fo Tan plus residential development in the Sui Wo area have resulted in intense peak hour overloading of the closely-spaced j unctions along F 0 Tan Road. Currently, the traffic generated frequently results in congestion. A journey through the Fo Tan area c can take 30 minutes or more during the peak period. As such, improvements to the capacities of the junctions along Fo Tan Road are required. [ The proposed Sui Wo Road extension from Fo Tan Road to Kwei Tei Street will provide an additional access from Fo Tan Road to the eastern part of the industrial area. The additional entry route should help spread the traffic loading amongst the two critical junctions at Fo Tan Road/Tsung o Tau Ha Road and Fo Tan RoadlMin Fong Street which are currently overloaded by 10% during the morning peak hour. c At present, traffic accessing the south-eastern part of the Fo Tan industrial area have to use the two junctions at Fo Tan RoadlTsung Tau Ha Road and Fo Tan RoadlMin Fong Street for ingress and egress. These two junctions are currently overloaded by 10% during the morning peak hour. The o proposed new road linking Tsung Tau Ha Road to Min Fong Street will provide an additional route connecting the north-eastern part and the south-eastern part of the industrial area, thus alleviating the traffic congestion·problem currently being experienced at these junctions. [ The existing Tat Yip Lane comprises two cul-de-sacs. Heavy goods vehicles, in particular container trucks, often experience difficulties when reversing in the cul-de-sacs and cause obstructions to other [ vehicles entering and leaving the adjacent industrial buildings. The proposed extension of Tat Yip Lane to Kwei Tei Street will remove the cul-de-sac on the western half thus alleviating the traffic problems resulting from the reversing of heavy goods vehicles. [ According to the findings of the Sha Tin and Ma On Shan (STMOS) District Traffic Study commissioned by Transport Department (TD), the critical junctions along Fo Tan road were [ overloaded by 10% to 30% in the morning peak hours and by 10% to 20% in the evening peak hours in 1994. The Study predicted that upon full development of the Fo Tan area, the Fo Tan Road will be operating beyond its design capacity, and recommended widening the existing Fo Tan Road. The [ recommendation had support in the Sha Tin District Board ad-hoc working meeting in January 1995. [ I E L L Highways Department· Agreement No; CE 22/96 ~. Executive Summary In May 1995, TD proposed to implement the above improvement works as soon as was practicable. [ A Client Project Brief was then issued by TD for Highways Department to carry out a Preliminary Project Feasibility Study (PPFS). The PPFS was completed in Feb 1996 and the Project was included in Cat. C of the PWP in Mar 1996. After successful bidding for the 1996 CWRF RAE, the [ Project was upgraded to Cat. B of the PWP in Sept 1996. The tentative implementation programme of the Project is to commence construction in Sep 1999 for completion in Aug 2002. [ 1.3 Project Requirements The proposed scope of the Project includes the following: C (1) the widening of the section ofFo Tan Road between Yuen Wo Road and Kwei Tei Street to provide an additional traffic lane in each direction, including the construction of separate [ elevated structures over the Fo Tan Nullah, the KCR Railway track and Tai Po Road; [ (2) the reprovisioning of footpaths along Fo Tan Road and across the nullah; (3) the associated improvement works at the following junctions along Fo Tan Road: (I) Sui Wo Road; C (ii) Tsung Tau Ha Road; (iii) Min F ong Street; [ (iv) Lok King Street; (v) Tai Po Road; and (vi) Yuen Wo Road; [ (4)· the construction of the following new roads in Fo Tan:- (I) extension of the existing Sui Wo Road by construction of a new 2-lane road 6.75m [ wide between Fo Tan Road and Au Pui Wan Street and another I-lane road of 5.5m wide between Au Pui Wan Street and Kwei Tei Street; (ii) extension of the existing 73m wide Tat Yip Lane to Kwei Tei Street; c (iii) provision of a new 2-lane elevated link of about 130m long and 73m wide 2-lane carriageway from Tsung Tau Ha Road to Min Fong Street, and [ (5) the associated modification to existing subways at the junction of Fo Tan Road / Yuen Wo Road and at the two slip roads linking to Tai Po Road; and [ (6) the associated E&M, drainage and lighting works. [ 1.4 Environmental Impact Assessment Study The Environmental Impact Assessment (EIA) identified the . location and description of Sensitive Receivers within the study area, defined environmental parameters and features likely to be affected C by the proposed project, and set out the criteria and methodology on which the assessments were based. The Executive Summary outlines the conclusions of the following sections of the EIA. E Construction Phase Impacts • construction noise; t • construction dust; E 2 C L Highways Department Agreement No. CE 22/96 Executive Summary r • water quality; and c • solid waste. Operation Phase Impacts • traffic noise; o • traffic emissions air quality; • ecological; • water quality; c • visual and landscape; and • landuse. o o o o [ o [ c [ [ [ [ [ E 3 E [ L [ [ I c I [ c [ c [ [ c c [ c '\ - .. v \. .. \ , .. ,' . NW~ c / \ / 300m Study Brundary --- 100 o .' c "--.~' / llllE CES c Study Area and 300m Study BOlmdary BI60 1997 FannyLau Figure IJ E 4 L Highways Department Agreement No. CE .22/96 [ Executive Summary 2 IDENTIFICATION OF SENSITIVE RECEIVERS c 2.1 Noise Impacts Sensitive receivers along the existing Fo Tan Road alignment have been identified in accordance c with the defmitions given in the Hong Kong Planning Standards and Guidelines (HKPSG). The study area accommodates the following land uses which will be sensitive to the construction and c operational phase noise impacts: • high rise residential developments; o • village houses; and o • schools and colleges. : 2.2 Air Quality Impacts 0" The study area accommodates all of the above land-uses plus the following air quality sensitive 0: receivers which will be sensitive to the construction and operational phase noise impacts: • residential dwellings c • active recreational facilities, including outdoor sports facilities and children's playgrounds; • places of work o • cooked food areas. o 2.3 Water Quality The main water quality sensitive receivers in the vicinity of Fo Tan Road which may experience o potential impacts are as follows:- • Fo Tan Nullah which runs along Fo Tan Road; c • Shing Mun River Charmel which runs from Tai Wai to inner Tolo Harbour through Shatin New Town and receives effluent from Fo Tan Nullah and Siu Lek Yuen Nullah etc; and Q • secondary contact recreation including the Rowing Centre near the mouth ofFo Tan Nullah. o 2.4 Ecology Sensitive receivers for ecological impact or ecologically-sensitive areas are, in general, habitats which are of conservation importance based on their support of plant or animal communities or o populations which are relatively rare or are protected by local and/or international regulations. For this project woodlands were designated as sensitive receivers of ecological impacts. C E 5 I l Highways Department Agreement No. CE 22/96 [- Executive Sunimary [ 2.5 Existing Landscape Character and Site Visibility The existing landscape character of the northern part of the study area is predominantly industrial in nature, while the south comprises residential urbanisation. The industrial areas are dominated by [ high-rise concrete utilitarian buildings and a nuIIah, with vegetated hill sides extending beyon~ the urban areas. The landscape and visual quality is low. The south is more residential in character, however, the road is elevated. Low rise village and high rise tower housing, woodland and the [ vegetated hillsides beyond, constitute the landscape character. The landscape and visual quality is low to moderate. C n l~ [ [ [ [ [ C [ [ [ c c E 6 L Highways Department Agreement No. CE pl96 [ Executive Summary 3 CONSTRUCTION PHASE IMPACTS 3.1 Noise 3.1.1 Potential Impacts on Receivers c The Study predicted that noise levels affecting the NSRs at village houses in Fo Tan Village, and at [ Mei Wo House would De in exceedance of the HKPSG 75 dB(A) criteria despite the adoption of mitigation measures (i.e. the use of quieter powered mechanical equipment and screening). However, it should be noted that the duration of the construction activities which cause the high noise o levels will be intermittent and very short-lived due to the linear nature of a road construction programme. These noise sensitive receivers, therefore, are unlikely to be affected for prolonged periods of time. At Fo Tan Village the task with the longest duration that exceeds 75 dB(A) is Piling, o which is likely to last for approximately 50 days. Other tasks which are likely to cause exceedances of the 75 dB(A) criteria are predicted to last for only two days up to a maximum of25 days. o 3.1.2 EIA Recommended Mitigation Measures The EIA Final Report recommended that wherever practical the contractor should reduce noise at o source by implementing mitigation measures such as the use of qnieter Powered Mechanical Equipment, to use screening whenever practical, and to adopt good site practices. The recommended mitigation measures are summarised in Table I. [ A detailed Environmental Monitoring and Audit programme will be undertaken, which will identify any potential problems at the earliest possible stage, and require actions to be taken to minimise o nuisance. Conditions from EPD's Recommended Pollution Control Clauses are recommended for incorporation into future contract documents to ensure implementation. c 3.2 Air Quality 3.2. I Potential Impacts on Receivers o No exceedance of the TSP I -hour average guideline level and the 24-hour average AQO is expected at the selected air quality sensitive receivers during the construction phase. It is unlikely that there c will be any exceedances at the existing amenity areas or future sensitive use. No constraint due to construction dust impact is envisaged. 3.2.2 EIA Recommended Mitigation Measures o In order to maintain compliance with Air Quality Objectives it is recommended that good site 0 practices are adopted by the Contractor. These will be controlled through the nse of environmental control clauses in the contract documents. These measures are summarised in Table I. A detailed Environmental Monitoring and Audit programme will be undertaken, which will identify any C monitor dust levels on a regular basis, and identify problems at the earliest possible stage. D C 7 [ l' Highways Department Agreement No. CE 72/96 r Executive Summary [ 3.3 Water Quality 3.3.1 Potential Impacts [ Construction activities include land-based works for tbe extension of tbe highway and tbe foundation works for the partial decking of tbe Fo Tan Nullah. Construction activities may cause adverse impacts on the water quality of tbe receiving waters due to silty site runoff, and direct contamination [ of waters in tbe Fo Tan Nullah during construction of tbe foundations of tbe deck. Construction works undertaken near Fo Tan Nullah may also result in construction materials entering tbe nullah. C 3.3.2 EIA Recommended Mitigation Measures Mitigation in tbe form of good working practices is recommended. The requirements will be Q enforced through contract conditions. These are described in Table I. [ 3.4 Solid Waste Impacts It is anticipated tbat hard and soft spoil will be generated as a result of site preparation: The construction activities related to spoil generation will include site clearance, excavation, as well as [ breaking up and removal of pavements. The spoil would consist of vegetation, rock, clay, gravel, sand, soil and hard surface material. Disposal of solid wastes must be in accordance witb legislative requirements and would be subject to additional contract controls. This is not a key environmental [ issue. [ 3.5 Ecology 3.5.1 PotentialImpacts [ In view of tbe urban nature of tbe road widening, there are no significant ecological impacts. 3.5.2 EIA Recommended Mitigation Measures c As good practice, it is recommended tbat tbere is on-site replanting of native shrub and tree species. [ c [ c [ 8 r- L Highways Department Agreement No. CE 22/96 [ Executive Summary 4 OPERATIONAL PHASE IMPACTS o 4.1 Traffic Noise 4.1.1 PotentialImpacts o Monitoring and predictions of the existing noise levels indicated high noise levels in the study area, above the planning guideline of 70 dB(A) in many cases. [ The purpose of the road widening scheme is to relieve congestion, and will not generate significant O. additional traffic. Therefore, the scheme gives an opportunity to provide mitigation. For many receivers in the study area, noise levels are dominated by other roads, in particular Tai Po Road and the slip roads. In these cases mitigation on Fo Tan Road cannot reduce noise levels at these receivers. 0 4.1.2 EIA Recommended Mitigation Measures , The recommended mitigation package is shown in Fignre 4.1 and is described as follows:- 0~i' • to protect receivers at Fo Tan Village, construction of a 3m barrier at the side of the north bound carriageway (location 2). This may be reduced at both ends (location 1 and 3) if required without any noticeable difference in noise levels at receivers. Whilst it is not c possible to achieve the 70 dB(A) HKPSG limit at receivers, this barrier configuration will result in reducing noise impacts to Fo Tan Village and Sui Wo Court from the new road. [ • to protect receivers at Wo Che Estate, construction of a 5m barrier at the side of the north bound carriageway (location 5). With this combination it is not possible to meet the HKPSG . criteria of 70 dB(A) in these areas, but these measures provide a reasonable compromise o between noise reduction and excessive structures. The height may be reduced to 4m for the southern section of the barrier, approximately one third of the length without any noticeable increase in noise levels at Wo Che Estate. o • to protect the Technical Institute, construction of a 5m barrier at the side of the south bound carriageway (location 4). This is considered to be the maximum height because of the constraint due to the limitation of space required for large foundations. o Typical elevation and sections of the proposed barriers are shown in Figure 4.2. C There are an estimated 5160 dwellings and 310 educational rooms in the study area (300m around the road works alignment). Approximately 2600 dwellings and 230 educational rooms are predicted to 0:.', have noise levels over 70 dB(A). With the proposed mitigation on Fo Tan Road, the number of dwellings with predicted noise levels over 70 dB(A) is reduced by approximately 240. The numbers of dwellings and educational rooms which will experience a reduction in noise as a result of 0 provision of mitigation on Fo Tan Road are 1260 and 170 respectively. r, With these measures in place, there will be no residual flats that meet the eligibility criteria for indirect mitigation in the form of air conditioning and glazing in accordance with the HKPSG criteria. o 4.2 Traffic Emissions Impact The Study has indicated that there will be compliance with the statutory Air Quality Objectives for c the existing and future sensitive uses arising as a result of the road widening from vehicular 9 c .[ L' Highways Department Agreement No. CE ?-2/96 [ Executive Summary emissions. Nevertheless, as some receivers at Fo Tan Village are close to the alignment, it is [ desirable to maximise the distance of any new developments from the receivers if opportunities arise. [ 4.3 Ecological Impact The project is in the urban area, there will be no significant ecological impacts. [ 4.4 Water Quality Impact 4.4.1 Potential Impacts c The Study showed that the only likely water quality impact during normal operation of the road would be that due to surface runoff. Typical highway runoff would contain low levels of suspended solids and several different contaminants arising from fuel combustion. The discharge of the rlll10ff o is unlikely to produce any adverse effects. The potential for spills and their subsequent containment should be allowed for in the surface drainage detailed design. [ 4.4.2 EIA Recommended Mitigation Measures Despite the absence of adverse impacts, it is recommended that appropriate Best Management c Practices (BMPs) be incorporated into the design to further reduce storm water runoff impact during the operational phase as far as practicable. These measures are summarised in Table 1. [: 4.5 Landscape and Visual Impacts [ 4.5.1 Potential Impacts Landscape [: At the northern end of the site, characterised by the low quality industrial landscape, impacts are slight to moderate, primarily due to loss of roadside planting. The residential areas of the south will generally suffer moderate impacts although a number of severe impacts are expected. Again, these c are primarily due to loss of vegetation. [ Visual Impacts arise primarily from loss of roadside planting, which screens the existing road and softens the generally harsh nature of the area, together with the introduction of the noise barriers, in certain c sections, along the roadside. The industrial visually sensitive receivers in the north will suffer only slight to moderate impacts, while those in the south will suffer moderate to severe impacts, due to [ their more sensitive residential nature. 4.5.2 EIA Recommended Mitigation Measures c The opportunity for mitigation measures to alleviate the potential impacts are limited, particularly in the northern section. [ In the industrial areas provision should be made to improve the streetscape and introduce street trees. A landscaped nullah deck is also an option. Further south, any disturbed tree planting should be reinstated on the newly formed slopes, while additional tree planting around the housing will enhance E 10 L Highways Department Agreement No. CE 22/96 [ Executive Summary visual screening. Additionally, the streetscape should be upgraded. The proposed subways and noise barriers should be co-ordinated in terms of colour and materials to ensure that they project a strong o identifiable image for the development. Options have been proposed in the EIA to address the visual impact of the subways. n c o o o o [ o c o c o o [ [ E 11 [ [ --, ':-Jl r:1l rJ Cl C'l rl II c--J :--J r) ~ r-J rJ (-::J c:-J r; ~ II :--l r- Highways Department Agreement CE 22/96 Executive Summary Table 1 Summary of Mitigation Measures Proposed in the EIA Final Report (Cont'd) Noise • a rigorous EM&A programme should be undertaken, and should focus on those Noise Sensitive Receivers • to protect receivers at Fa Tan Village, construction of a 3m (NSRs) of particular concern, in order to identify and rectify any problems at the earliest possible stage; barrier at the side of the north bound carriageway (location 2). • conditions from EPD's Recommended Pollution Control Clauses should be incorporated into future contract This may be reduced at both ends (location 1 and 3) if required documents and implemented; without any noticeable difference in noise levels at receivers. • the appointed contractor should liaise with those that are affected by noise to identify areas of particular Whilst it is not possible to achieve the 70 dB(A) HKPSG limit concern. For example, in practice it may the case that only certain items ofPME cause the most annoyance to at receivers, this barrier configuration will result in reducing residents; noise impacts to Fo Tan Village and Sui Wo Court from the • construction activities should be programmed so that parallel operation of several sets of equipment close to a new road; given receiver is avoided unless essential; • to protect receivers at Wo Che, construction of a Sm barrier at • noisy equipment and activities should be sited by the contractor as far from sensitive receivers as is practical. the side of the north bound carriageway (location 5). With this Also, temporary site offices etc. should be located, as far as is possible, such that sensitive receivers are combination it is not possible to meet the HKPSG criteria of 70 screened from the line of sight of the construction areas; dB(A) in these areas, but these measures provide a reasonable • noisy plant or processes should be replaced by quieter alternatives where possible. For example, pneumatic compromise between noise reduction and excessive structures. concrete breakers can be silenced with muft1ers and bit dampers. Silenced di~sel and gasoline generators and If required, the height may be reduced to 4m for the southern power units, as well as silenced and super-silenced air compressors, can be readily obtained. The power section of the barrier, approximately one third of the length units of non-electric stationary plant and earth-moving plant can be quieted by vibration isolation and partial without any noticeable increase in noise levels at Wo Che or fun acoustic enclosures for individual noise-generating components; Estate; and • intermittent noisy activities should be scheduled to minimise exposure of nearby NSRs to high levels of • to protect the Technical Institute, construction of a Sm barrier construction noise. For example, noisy activities can be scheduled at times coinciding with periods when at the side of the south bound carriageway (location 4). This is dwellings are unoccupied. Prolonged operation of noisy equipment close to dwellings should be avoided; and considered to be the maximum height because of the constraint • idle equipment should be turned off or throttled down. Noisy equipment should be properly maintained and due to the limitation of space required for large foundations. used no more than is necessary. 12 Highways Department Agreement CE 22/96 Executive Summary Table 1 Summary of Mitigation Measures Proposed in the EIA Final Report (Cont'd) Air Quality • use of regular watering to reduce dust emissions from exposed site surfaces and unpaved roads. Up to 75% • to maximise the setback distance of any new developments reduction in dust emission can be achieved by watering once every 1.5 hours with complete coverage; from the receivers if the opportunity arises. • use of frequent watering for particularly dusty static construction areas and areas where construction operations are taking place; • side enclosure and covering of any aggregate or dusty material storage piles to reduce emissions. Where this is not practicable owing to frequent usage, watering should be employed to aggregate fines; • tarpaulin covering of all dusty vehicle loads transported to, from and between site locations; • imposition of speed controls for vehicles on unpaved site roads. The recommended limit is 20 kmh- 1; • establishment and use of vehicle wheel and body washing stations at the exit points of the site, combined with cleaning of public roads where necessary; • instigation of a dust monitoring and audit plan in order to enforce controls and modify methods of work if dusty conditions arise; and • incorporation of Condition's from EPD's Recommended Pollution Control Clauses into future contract documents and implemented to abate dust impact. This will ensure that all construction impacts are kept within relevant standards and guidelines. Ecological • on-site replanting on the highway slopes, provided that the gradient of the finished slope will not be too steep N/A for planting trees; • reprovisioning of roadside trees which would also restore the amenity and landscape value of the area (subject to the detailed design of the road alignment); and • future plantings along the roadside to concentrate on use of native tree and shnib species, as they potentially offer greater potential to provide habitats useful to birds and other fauna. 13 ,-.. ~ '---, Ii1 r-n r-l rJ .r-l r-l c-J l .. ~J c-J r::J r--J CJ l_.J L .. ..J CJ ,.. - ) ,~ Cl rl , ....---, ,"'--" ,---, r-; ~ rllJ , ... u rTl LJ c=l rl c--l c-:J " I~ rJ Ll r::J rl rJ :--l c-l c--J Highways Department Agreement CE 22/96 Executive Summary Table 1 Summary of Mitigation Measures Proposed in the EIA Final Report (Cont'd) "linpacts Water • Construction of the foundations for the deck above the nuUah, and its related flow diversion works, should • Provision of silt traps to reduce the concentration of Quality be carried out carefully to prevent contaminants from entering the Fo Tan Nullah. Potential impact from silt/sediments in storm water runoff; activities that would not be protected by sheet piles should be reduced by a stringent programme and careful • instaIlation of oil interceptors and other pollution traps at timing of the activities. It is recommended to shorten the duration of these activities as much as possible in strategic points within the roadway's drainage system to reduce order to mitigate the impacts; the impact from road run-off that is contaminated with spillage • for site areas that are close to the Fa Tan Nullah and are not enclosed by sheet piles, it is recommended to of hazardous materials; construct a silt fence along the boundary of the nullah to trap any silts/sediments from accidentaIly entering • in the event a road traffic accident involving the spillage of into the waters of the nullah; hazardous/toxic compounds, the spilled materials should be • before commencing any demolition works, all sewer and drainage connections should be sealed to prevent contained' and recovered immediately, rather than allowing debris, soil, sand etc. from entering public sewers/drains; • site surface runoff should be settled to remove sand/silt before it is discharged into the existing storm draIns. them to enter the draInage system; and It is recommended that the sand/silt removal facilities (silt traps, sediment basins) and oil interceptors • routine inspection and maintenance of the draInage system should be carefully planned to ensure that they would be installed at appropriate locations to capture all should be conducted to ensure that sediment traps and other surface water generated on site. It is also recommended that, where necessary, temporary catchpits and pollutant removal facilities are cleared and in good working perimeter channels be constructed in addition to the existing channel system within the site prior to the site order. formation works and earthworks; • wastewater generated from concreting, cleaning of works and similar activities should not be discharged into the stormwater drains. All storm catch basins/inlets, ifany, receiving stonnwaterrunofffrom construction areas should be covered with wire mesh filters, which has on its upper surface crushed stone, in order to prevent sediment from entering inlet structure and to reduce potential sediment loading to the receiving waters. It is recommended this wastewater should be discharged into foul sewers, after the removal of settleable solids, and pH adjustment as necessary. All sewage discharges from the study area should meet the TM standards and approval from EPD through the licensing process is required; • Grease traps should be provided with sufficient retention time for canteen effluent; • Sand traps, oil interceptors and other pollution prevention instaIlations should be properly cleaned and maintained; • Open stockpiles should be covered with tarpaulin of similar materials to avoid weather erosion which may wash fines into stormwater during the wet season, and prevent dust arisings during the dry season; and During the wet season, any exposed top soils should be covered with tarpaulin, shotereted or hydroseeded as soon as possible. ' 14 Highways Department Agreement CE 22/96 Executive Summary Table 1 Summary of Mitigation Measures Proposed in the EIA Final Report (Cont'd) Solid • Different categories of wastes should be segregated, stored, transported and disposed of separately in Waste accordance with EPD's required procedures. The contractor shall be responsible for disposal of excavated spoil. The contractors should make use of excavated spoil as much as possible to minimise the use of off site fill material and reduce the quantity of spoil to be disposed of. The excavated material shall be landbased containing rock, gravel, sand, clay, soil and hard surface material. The water contentshould be less than 30%. Ifpossible excavated surplus spoil should be dumped at a public dump site (the proposed Pak Shek Kok public dump site would be appropriate); • Solid waste handling should comply with the New Disposal Arrangement for Construction Waste (1991), whereby wastes should be separated into non-inert and inert materials. The fonner, such as wood, glass, plastic, steel and other metals (including excavated pipelines), should only be disposed of at strategic landfills. The latter, such as concrete, should only be disposed of at a public dump; • Chemical waste should be recycled on-site or removed by licensed companies. It should be stored on-site in containers (drums and tanks) of suitable design to prevent leakage or spillage under normal conditions of handling, storage and transportation. When off-site disposal is required, it should be collected and delivered by licensed contractors to Tsing Yi Chemical Waste Treatment Facility and be disposed of in accordance with the Chemical Waste (General) Regulation. In addition, mitigation measures should be adopted to prevent the uncontrolled disposal of chemical and hazardous waste to the air, soil and waters; • Dangerous materials, including fuel, oil and lubricants, as defined under the Dangerous Goods Ordinance (DGO), should be stored and be properly labelled on site in accordance with the requirements in the DGO. If transportation. of hazardous materials is necessary, the contractor should ensure that hazardous materials, chemical wastes and fuel are packed or stored in containers or vessels of suitable design and construction to prevent leakage, spillage or escape; and • Refuse containers such as open skips should be provided at every work site for use by the workforce. Anthropogenic waste should be discharged into septic tanks provided by the Contractors and be removed regufarly by hygiene services' com'panies. 15 ,.--, ,--, [=:J ,::-:-J CJ c--l , , --, l~._.,-.J c::J C1 c_~ l __ :D L_J c::J c=J r::::J c-J ,.J r:J r-J r:-:J c:::J r-. n1 ,~ rn C"'J r-J rJ rJ rJ I'l r-l ,---, r-J rJ r::-J C:-J r-J ~ l"l l"l r- Highways Department Agreement CE 22/96 Executive Summary Table 1 Summary of Mitigation Measures Proposed in the EIA Final Report (Cont'd) Landscape None Southern Section and Visual • improve streetscape and introduce street trees; • construction of a landscaped nullah deck; Northern Section • any disturbed tree planting should be reinstated on the new fanned slopes; • additional tree planting should be carried out around the housing to enhance visual screeuing; • the streetscape should be upgraded; and • the proposed subways and noise barriers shall be co ordinated in tenns of colour and materials to ensure that they project a strong identifiable image for the development. 16 o ·.. o o o / ; o o o "-" o o 100. .'< 100 .2OQ Metet'S . i TIllE ;E.!!!ll C CFS (ASIA) I1Ml1FD ~ E Extents of Noise Barriers BI60 "',. ~4 s FmmyLau Figure4.I 17 l I 2000 2000 1 2000 ~ [ I (TYPICAL) (TYPICAL) (TYPICAL) . , , .,, : 71: r. I OF 250x150x16 RHS OF 250x150x16 RHS OF 250x150x16 RHS , , Ii. Ii. Ii. tIl I : I N I i 2000 ITYPICAL) I 2000 (TYPICAL) .! '"~ I, I, [I e e -I- e 1=1, IF, iii .". tIl -~ /Ifl' ~~= -=--'/IfI·~~·-=: -~,>Ifl' ~"-=: I I, '7 (: ~ //"-';' I / Ii" ' ! 1--_-----,1 1 " .. ~J;.. / \0==::'~j...... I ,., TYPICAL SECTION 3m HGIH AT ,i.1 TYPICAL SECTION OF 3m HIGH NOISE TYPICAL SECTION OF 5m HIGH NOISE BARRIER IN FRONT I I i FO TAN ROAD NULLAH BRIDGE BARRIER AT KCRC OVERBRIDGE SCALE 1 , 50 OF WO CHE EST A TE AND SHA TIN TECHNICAL INSTITUTE SCALE 1 , 50 ,( SECTION 1-1 ) [ SCALE 1: 100 JOB NO.: FIGURE: rf WIDENING OF FO TAN ROAD AND RELATED IMPROVEMENT MEASURES IN FO TAN t:-: Maun ••II·.' TYPICAL ELEVATION AND SECTIONS OF NOISER BARRIERS 1Uie(~)I.WilIlil1HR-/~~ ., 96496 4.2 ,,'l I?~ A J n. \ DDt') /J~rTC:\ 0,(/.0":: \ MIll), orDnD T\ I. _ ') nr.1J IR 2000 2000 2000 (TYPICAL) (TYPICAL) (TYPICAL) a. : (lJI!!ll) (lJI\!\'i ) (lJI!!\'i ) NOTES , ,*1)Ij~~!il)E~, illl):"(lHl'tllltJII. jg 250 x 150x 16 250 x 150 x 16 250 x 150x16 0 0 , 0 , 0 , , , 1. ALL DIMENSION ARE IN MILLIMETRES, UiE!llQ,(,'lltt '.Ii *' i1!.l!i Q,) ill tt '.Ii*,iElIiQ,(.,lltt ~ UNLESS OTHERWISE STATED. Ii. OF 250x150x16 RHS Ii. OF 250x150x16 RHS Ii. OF 250x150x16 RHS , , , , , 1 2rtfJ (lJI!!\'i) I Ul 1 2rtfJ (U) N (TYPICAL) c- i 2000 (TYPICAL) i 2000 ~ I, I, I, I, I, 0 0 - c- ...o =1, 11=, F=I, I, I, Ul N //. I I I c- /--:'/! o , .....;:;: , // \!1jj"F\..EXIGLAS'JllIZ ~ /::,;..- ..•::.-:.. ' ! ,/7 L :::j:/ .;:...;./ '/ /' I .::~/ // // ?/ / l TRANSPARENT I , PLEXIGLAS PANEL -~ be! , =' !'= - 3tJJtI/(JiIlilii I '\ - ""~rt::lrOlwUl""l .1 '\ 450 x 250 x 16 I I -I UiEjfjQMRtt 1'-450x250x16 RHS 3tJjH~iIHlii FINISHED ROAD LEVEL ~------il------1 ~I 3*1\llI~~"~~)j7FJil ~*'~~~ffiI~¥~~~5*1\llI~~~~~)j7F~ TYPICAL ELEVATION OF .3m HIGH NOISE BARRIER PANEL TYPICAL ELEVATION OF 5m HIGH NOISE BARRIER PANEL IN lt~J 1 ' 50 FRONT OF WO CHE EST ATE AND SHA TIN TECHNICAL INSTITUTE SCALE 1 : 50 UJ l' 100 SCALE 1 : 100 450 x 250 x 16 _.- UUQ,[,U , 450x250x16 RHS ~e-._I I 250 x 150 x 16 li';Jldl!ff!5'!,(,Ittt r. 250 x 150 x 16 ~*iEm5'!,L'lltt 250x150x16 THK. RHS POST 'l 250x150x16 THK. RHS POST i )~IJJ'IUXIGLAS'lIIijJ( ~~ 'PLEXIGLAS" III( rWt . ~~'PLEXIGLAS'III( o + -TRANSPARENT o , PLEXIGLAS PANEL l~l I--+- TRANSPARENT , TRANSPARENT o PLEXIGLAS PANEL i g PLEXIGLAS PANEL ... I, i ~ ~~I I A ~f .1 -+ SAFETY FENCE~\ l; !k.;'Ili& -t-- .... o ' FO TAN ROAD I ~ I o ~ o o '" N j~ 0 ~ 0 . j 1L---- 1 \ I I 1 \1 L I I " \1v ~**~~r.JrB3I!Ui~~~ 5 *1\llI~~~~~f!/i~Iil(f!/i~1il 1-1) ~*~~~m~.~3*~~~~~~.~. ~n~.~~.~3*~~~~~~~~~ TYPICAL SECTION OF 5m HIGH NOISE BARRIER IN FRONT TYPICAL SECTION OF 3m HIGH NOISE TYPICAL SECTION OF 3m HIGH NOISE OF WO CHE EST A TE AND SHA TIN TECHNICAL INSTITUTE .'.;1: BARRIER AT FO TAN ROAD NUllAH BRIDGE BARRIER AT KCRC OVERBRIDGE [ SECTION 1-1 ) .'j . lt1!1J 1 ' 50 lt1!1J 1 ' 50 lt1!1J 1 ' 100 G~ SCALE 1 : 50 SCALE 1 : 50 SCALE 1 : 100 . IiFlIl~ , il!ll ' Maun ••11 JOB NO.: FIGURE: YlruHllI.UIlll'iiJl9!allJ 96496 4.2 , 0