1.1
ENSR Asia (HK) Ltd. (ENSR)
(hereinafter called the “ET”) was appointed
by Highways Department (hereinafter
called the “Client”) to undertake Environmental Monitoring and Audit for “Hong
Kong-Shenzhen Western Corridor” (hereinafter called the “Project”) during
operational phase. Under the requirements of Section 6 of Environmental Permit
EP-162/2003/B and Section 3 of Environmental Permit EP-290/2007, EM&A
programme as set out in the EM&A Manuals is required to be implemented. In
accordance with the Environmental Permit and the EM&A Manuals,
environmental monitoring of operational noise, water quality, ecology and
sedimentation rate are required for the Project.
1.2
Operation for the Project commenced on 1 July 2007. This report
summarises the environmental monitoring and audit works for the Project between
1 and 31 October 2008.
1.3
The structure of the environmental management team is
shown in Figure 1.1. Contacts of key environmental staff of the Project are
shown in Appendix A.
1.4
A layout plan of the Project is provided in Figure 1.2.
1.5
The EM&A programme requires environmental
monitoring for operational noise, water quality, ecology and sedimentation
rate. The EM&A requirements for each item are described in subsequent
sections, including:
·
Monitoring parameters;
·
Environmental mitigation measures, as recommended in the project EIA
final report;
·
Environmental requirements in the contract documents.
1.6
Site audits findings are described in Section 6.
1.7
Advice on the implementation status of environmental
protection and pollution control/mitigation measures are summarised in Section 6
of the Report.
2.1
Noise monitoring is required to monitor the operational
noise level at the nearby sensitive receivers during peak traffic hour.
2.2
The measured noise level will be compared to the
predicted traffic noise levels in the EIA under full provision of the
mitigation measures.
2.3
The traffic noise level should
be measured twice within the first year of the road opening. Measurements
should be made in terms of the A-weighted L10 over three 30-mins
periods during the peak traffic hour. Other parameters L90 and Leq
would be included for reference purpose.
2.4
Noise monitoring was required to be carried out at NSRs
SWC-AN1 and SWC-AN2. The monitoring locations are summarized in Table 2.1.
Table 2.1 The Noise Monitoring Locations
|
Monitoring Station
|
Location
|
Monitoring Type
|
Description
|
|
SWC-AN1
|
Village House at Ngau Hom Shek
|
Façade
|
G/F
|
|
SWC-AN2
|
Village House at Ngau Hom Shek
|
Façade
|
G/F
|
2.5
Operational noise monitoring
was completed on 23 June 2008. No
monitoring was carried out in the reporting month.
3.1
The monitoring is to determine
the characteristics of bridge runoff in particular the first flush from the
HK-SWC bridge during rain-storm events and to review the frequency of road
cleaning.
3.2
The original method on road
surface runoff monitoring involves installation of equipments onto the bridge
deck or the parapets on both sides of the expressway. After reviewing by
relevant government departments, including the Hong Kong Police Force and Fire
Services Department, the installation of equipment was considered causing
disturbance to other road users including the fire services and police vehicles
during emergency operation and considered relatively unsafe for the ET staff working
on the expressway.
3.3
An alternative proposal on the
monitoring method using a water tanker to simulate an artificial rainfall by
spraying water onto the catchment area of the monitoring gully during bridge
closure at night was prepared. The alternative proposal was approved by EPD. A
procedural guide was also prepared. The guide was vetted by the IEC and the
Engineer and was reviewed by EPD.
3.4
Two
periods of monitoring during the first 3 months and after 6 months of the
opening of the HK-SWC
Bridge would be required.
The monitoring should include in total 12 sampling / rainstorm events (12 sets
of data) and cover the dry season period. A total of 6 sets of sampling data
should be collected during the first 3 months after the opening of the HK-SWC
bridge. The other 6 sets of sampling data should be collected in month 7 to
month 9 after opening of the HK-SWC
Bridge. The minimum
interval between two sampling events shall not be less than 4 days.
3.5
The commencement
of the road surface runoff monitoring programme was postponed to September 2007
due to the requirement in obtaining consent and relevant permits and licenses
from relevant government departments for working on the bridge deck. The
monitoring of road surface runoff from carriageway was completed on 1 March
2008.
3.6
All
samples were cooled to 4°C without being frozen and delivered to a HOKLAS laboratory
within 24 hours for analysis for the following pollutants in highway runoff:
ŸTotal suspended solids
ŸTotal organic carbon
ŸChemical oxygen demand
ŸNitrate and nitrite
ŸTotal Kjeldahl Nitrogen
ŸTotal phosphorus
ŸCopper
ŸLead
ŸZinc
3.7
Water samples
were collected from six different road gullies, three on each side of the
carriageways. The exact monitoring locations were
recorded in terms of nearby lighting pole / highways chainage.
3.8
The
monitoring of road surface runoff from carriageway was completed on 1 March
2008. No monitoring was carried out in the reporting month.
4.1
As required under Clause 6.9, 6.7 and 6.10 of the
Environmental Permit EP-162/2003/B, Clause 3.4 of the Environmental Permit
EP-290/2007 and Section 6.3.2 – 6.3.4 of the EM&A Manual, operational
disturbance on intertidal bird communities,
bridge lighting scheme and bird collisions, and replanted mangroves have to be
monitored bi-monthly (for 2 years), monthly (for 3 years) and quarterly (for 2
years) respectively.
4.2
The trigger and action levels
for bird density for the monitoring on intertidal bird communities are provided
in Appendix B.
Monitoring Equipment
4.3
Equipment used for monitoring
included a 20-60x telescope, 10x42 binoculars, and a hand-held GPS.
Monitoring Locations
4.4
Two monitoring locations were
selected: Ngau Hom Shek (NHS) and Sheung Pak Nai (SPN). The NHS site locates adjacent to the Hong Kong - Shenzhen Western Corridor (HK-SWC), and
provides information for potential operational phase disturbance. The SPN site was used as a control site
during the monitoring process in construction phase. In this Project, the SPN site was also used as
a control site to maintain consistency. It is located approximately 950m to the southwest of NHS.
Results and observation
4.5
There was no monitoring on
intertidal bird communities in the reporting month.
4.6
The next monitoring is
tentatively scheduled on 20 November 2008.
Monitoring Equipment
4.7
A camera and a pair of binoculars
were required during the monitoring process.
Monitoring Locations
4.8
The monitoring of bird collisions
took place along the Hong Kong-Shenzhen Western Corridor (HK-SWC), which is
approximately 5.5km long and 40m
wide.
Monitoring Methodology
4.9
A survey was conducted to
assess the impacts of different lighting schemes on bird mortality as caused by
collision with the bridge and associated structures. In order to monitor the bird’s mortality, a survey
was carried out along the HK-SWC at both sides of the carriageway covering both
the Hong Kong and Shenzhen sections. Attention was paid to the road surface while
attempts were made to spot dead birds. Sea
surface was also scanned for any floating dead birds.
4.10
The four lighting schemes are
listed as follows:
§
Scheme 1 – Monday to Thursday and Sunday, 19.30-22.00. Architectural lighting for the tower.
§
Scheme 2 – Friday, Saturday and general festival, 19.30-22.00. Architectural lighting for the tower and side
faces of the deck.
§
Scheme 3 – Special festival and events, 19.30-22.00. Architectural lighting for the tower, stay
cables and the side faces of the deck.
§
Scheme 4 – During inclement weather, turn off the architectural lighting.
Results and observation
4.11
The survey was conducted on 6 October 2008 at 7.45pm. Lighting Scheme 3 (on from 1 to 7 October for
National Day) was being monitored.
4.12
No dead bird was found on the
bridge nor floating on water surface during the survey. There was no significant evidence to suggest
adverse impacts from the HK-SWC on bird collision.
Monitoring Equipment
4.13
A retractable metallic
measuring tape, a soft measuring tape (over 4m) and a camera were used to
monitor the growth of mangrove seedlings.
Monitoring Locations
4.14
The monitoring of the survival
and growth of the compensatory mangrove plantation took place right below the HK-SWC
on the mudflat near the shore at NHS (Figure 4.1). The total area of the plantation was 2010.9m2. It was composed of 7,736 Kandelia obovata droppers.
Monitoring Methodology
4.15
A survey should monitor the density,
growth and health condition of the compensatory mangrove plantation that was
being established on 9 February 2007, after the clearance for the construction
of the SWC.
4.16
The mangrove plantation was
being divided equally into three zones, where Zone 1 was the closest to the
shore and Zone 3 was the furthest. Within each zone, three quadrats, which were
one square meter in size, were being chosen at random. The number of mangrove planting was counted
within each quadrat and the heights of three representative individuals were
measured. The heights of the tallest and
the shortest individual, and the trunk diameter of the most representative
individual were also measured. The
health condition of the plantings was also assessed in the scale of good, fair
and poor.
Results and observation
4.17
The mangrove plantation
monitoring was conducted on 14 October 2008 during low tide condition.
4.18
Table
4.1 summarises
the conditions of mangrove plantation during the monitoring survey:
Table 4.1 Summary of the Density,
Growth and Health Condition of the Mangrove Plantation
|
|
Zone 1
|
Zone 2
|
Zone 3
|
|
Density (Individuals / sq. m)
|
6.3
|
5
|
4.3
|
|
Average Height of 3 Representative
Individuals (cm)
|
83.2
|
80.9
|
66.8
|
|
Height - Minimum (cm)
|
68
|
76.3
|
63.7
|
|
Height - Maximum (cm)
|
101.3
|
93
|
80.7
|
|
Estimated Trunk Diameter (cm)
|
1.7
|
1.6
|
1.4
|
|
Average Health (Good / Fair / Poor)
|
Good
|
Good
|
Good
|
4.19
The
results show that Zone 1 had slightly higher density than Zone 2 and 3. There was no obvious change in density of
plantings since the initial mangrove survey in October 2007 (seven individuals
at Zone 1 and six individuals at Zone 2 and Zone 3).
4.20
In
average, Zone 1 and 2 supported the tallest individuals of about 83 and 81 cm
in height respectively, while Zone 3 supported the shortest individuals of 67 cm
in height. Zone 1 had the highest value
for estimated truck diameter for mangrove plants, while Zone 3 had the lowest.
4.21
As suggested in the October
2007 report, environmental factors including substrate composition, salinity
and tidal action could affect the growth pattern of mangrove stands. Plantings that are further offshore may
suffer from more environmental stress such as high salinity, extreme temperature
and low oxygen supply, which could
be factors for their variable growth as recorded.
4.22
In
general, the health condition of the mangrove plantation was good across all
three zones. Nevertheless, it was
observed that the surface of the lower section of the bark was peeled (Figure
4.2). The peeling was probably caused by
the abrasion of sand and water.
5.1
As required under Clause 6.2 of the Environmental
Permit EP-162/2003/B, monitoring on the sedimentation rate in Deep Bay
would be required on a monthly basis.
5.2
The monitoring work took place every month starting
from the construction phase and up to one year after the project has commenced the
operation. Additional work may be needed subject to the weather condition.
5.3
Monitoring was carried out at 7 monitoring stations as
specified in the approved Sedimentation Rate Monitoring Plan at Tsim Bei Tsui,
Mai Po mudflat and those between HK-SWC and Tsim Bei Tsui. These include two
locations at Tsim Bei Tsui (Stations P1 & P2), three locations at the Mai
Po Mudflat (Stations P3 to P5) and two locations near Sha Kiu Tsuen (Stations
P6 & P7).
5.4
The sedimentation rate monitoring in Deep Bay
was completed on 17 June 2008. No monitoring was carried out in the reporting
month.
6.1
Site audits were carried out on a
weekly basis to monitor environmental issues on the site to confirm that all
mitigation measures were implemented properly. The summary of site audit in the
reporting period is attached in Appendix C.
6.2
All
permits/licences/notifications obtained as of the reporting period are summarised
in Table 6.1
Table 6.1 Summary of Environmental
Notification, Licensing and Permit Status
|
Permit No.
|
Valid Period
|
Description
|
Status
|
|
From
|
To
|
|
Environmental
Permit
|
|
EP-162/2003/B
|
19 Jan. 04
|
-
|
1.
Construction and
operation of a 3.2 km dual
3-lane carriageway elevated structure of the Shenzhen Western Corridor
spanning across Deep
Bay from Ngau Hom Shek
to the section of the Shenzhen Western Corridor within the boundary within
the Mainland.
2.
Construction and
operation of a 340 m dual
3-lane carriageway of the Deep Bay Link connecting to the Shenzhen Western
Corridor at Ngau Hom Shek.
|
Valid
|
|
EP-290/2007
|
20 Nov. 07
|
-
|
1.
Operation of a 2.0km
dual 3-lane carriageway elevated structure of the Shenzhen
Bay Bridge
spanning across Deep Bay from Shenzhen
Bay Bridge
– Hong Kong Section to Shenzhen
Bay Port,
Hong Kong Port Area at Dongjiaotou.
|
Valid
|
6.3
The ET
conducted site inspections on 3, 6, 14, 23 and 30 October 2008.
6.4
No specific finding was
identified in the reporting month.
Environmental Mitigation Implementation Schedule
(EMIS)
6.5
According
to the Environmental Permit (EP-162/2003/B), the
mitigation measures detailed in the permits are required to be implemented. An
updated summary of the EMIS is presented in Appendix D.
6.6
No exceedance was recorded in the reporting
month.
6.7
The Event
and Action Plans for feeding shorebirds are presented in Appendix B.
6.8
Appendix E presents the
environmental complaint flow diagram of the Project.
6.9
No
complaint, summon or prosecution related to environmental issues was received
or made against the Project in the reporting period.
7.1
Key issues to be considered in the coming month
include:
·
Maintain sufficient cleaning works for the carriageway by vacuum air
sweeper(s) to remove grits and pollutants; and
·
Implementation of the Emergency Response Plan for Spillage of Chemicals.
7.2
Tentative environmental monitoring and audit schedule
for the next reporting month is shown in Appendix F.
8.1
Environmental impact monitoring was performed between 1
and 31 October 2008. All monitoring results in the reporting period were
checked and reviewed.
8.2
No operational noise monitoring was carried out in the
reporting month since the monitoring had been completed.
8.3
No road surface runoff from
carriageway monitoring was carried out in the reporting month since the
monitoring had been completed.
8.4
No bird mortality was recorded during this month’s bridge
lighting scheme and bird collisions survey.
8.5
During the monitoring of the
replanted mangrove, the health condition of the mangrove plantation was good at
all three zones.
8.6
No sedimentation rate monitoring
was carried out in the reporting month since the monitoring had been completed.
8.7
No specific observation was
identified during the site audits in the reporting month.
8.8
No complaint, notification of
summons or prosecution related to environmental issues was made against the
Project in the reporting period.
8.9
According to the environmental audits performed, the
following recommendations were made:
Water Quality Impact
·
Maintain sufficient cleaning works for the carriageway by vacuum air
sweeper(s) to remove grits and pollutants.
·
Implement the Emergency Response Plan for Spillage of Chemicals.
