The Consultants recommend that a noise exposure of 25 NEF (shown as the lighter shading in the figure) be used as the guideline to establish a threshold of unacceptable noise impact for residential land uses. This is a conservative approach but Consultants' opinion is that it is appropriate both to the character of life in Hong Kong and to the period in which the airport will become operational.
acceleration that can be achieved is paced by the extensive rock excavation needed to create the land reclamation.
Little adjustment of the programme is possible within this constraint.
Little data is available on the existing marine habitat for use in estimating the potential effects of airport construc- tion on the marine environment, but the available data indicates that no significant major impact on the envi- ronment can be expected. The Consultants have outlined a recommended programme for data collection and analysis to determine if there are any potential adverse impacts and to identify mitigation measures needed during facility design and construction to ensure protec- tion of the environment.
Relocation of the resident population on Chek Lap Kok Island will be necessary. This involves about 300 residents; a small number in comparison to similar projects of this magnitude. A small number of residents (up to 430) on
the San Tau headland may also have to be relocated, subject to final Master Planning of facilities.
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AMP PARSONS OVERSEAS COMPANY WILBUR SMITH & ASSOCIATES
*COLLINS MELVIN WARD PARTNERSHIP *CIVIL AVIATION AUTHORITY (DK)
DEVELOPMENT PLAN
A development programme for the replacement airport was created around the target dates established for the work of the North Lantau Development Steering Group. The Consultants have advised accelerating certain lead tasks essential to the timely implementation of the airport programme, in view of the shortfall in capacity expected in the mid-1980s.
As the scheme developed, it became evident that one logical programme to develop the airport should be advanced at this time rather than various sets of alternative programmes. The expedited construction of a single- runway airport with all essential facilities and services would constitute the first phase. A second runway and additional facilities (Phase II) would follow at a somewhat slower pace. There may be opportunities for deferring the Phase II construction, but there are no evident benefits to be gained from considering anything other than an accelerated programme aimed at the earliest implementation of the Phase I airport. The degree of
•WILHUR NMITH & ASSOCIATES •GOLLINS MELVIN WARD PARTNERSHIP
There will be difficulties in constructing the replacement airport at Chek Lap Kok. They are principally associated with the fact that the Pearl River estuary has covered the seabed at the site area with marine sediments of poor structural character. The available data leading to prelimi- nary recommendations for civil engineering solutions to this problem is not adequate for engineering design.
The Consultants have recommended the immediate imple- mentation of a more demanding soils investigation pro- gramme, based on the pilot scheme, consisting of additional geotechnical surveys, bathymetric tests, and a comprehensive test-fill programme.
The development of a test-fill to provide the required data involves a fairly extensive commitment of resources by the Hong Kong Government. However, there are opportunities for very large construction cost reductions in the development of the airport land reclamation when the data from the test-fill programme is available. Thus, the Consultants have recommended that the Government make the necessary commitment to such a programme and proceed with its immediate planning and design.
► CIVIL AVIATION AUTHORITY(UK) PARSONS OVERSEAS COMPANY AMP
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