CONFIDENTIAL
Beyond the impact on land development options in the NWNT, some of the areas to be safeguarded lie within the PRC and control of obstructions may not be possible. These areas tend to be in locations where height restrictions are probably not punitive.
Marine activities in the Urmston Road and the Pearl River estuary with ship masts on the order of 38m must also be considered in locating southerly runway thresholds. The present locations of runways in both Scheme "A" and Scheme "B" do not show any encroachment of the TOCS by tall masts of this order, (See Marine Department memo at Tab 10).
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area,
BIRD STRIKE HAZARD
The existence of extensive bird activity in the Mai Po marsh
is discussed at Para 5.3. This area lies directly under northeasterly arrival and departure paths to the airport, involving an estimated 100,000 annual departures and 50,000 annual arrivals In this area, aircraft altitude is expected to be at least 300m on approach and at least 500m
least 500m on departure.
•
Although the area surrounding Kai Tak includes somewhat different bird species and environments than are common at Deep Bay, a simple comparison of the situations may be useful. At Kai Tak, one bird strike is reported for every 1-10,000 aircraft movements. Slightly more bird strikes
bird strikes have been reported during approach than departure, and over 80% of reported strikes occured below 60m. An important factor in attracting birds to the Kai Tak area seems to be the close proximity of sewage outfall. While attention can be given to this and other factors relating to airport and neighboring land use development in order to minimize attracting birds to aircraft flight path regions, a more thorough study of the area must be undertaken before a proper bird hazard assessment can be reached.
3.12 CONSTRUCTION CONSIDERATIONS/ORDERS OF COST
A concept of reclamation developed for the Deep Bay site is shown in Figure 8-1 of Appendix C. The area consists of 860 ha. of reclamation for two 3700m runways and supporting facility requirements for the 1995 aerodrome concept. The reclamation has been outlined offshore within the mid-bay line. At this location, the marine sediment thickness appears to range from 5 to 8 metres thick with water depths ranging from 1 metre near shore to 3 metres further out. The offshore geology appears be very similar to the Chek Lap Kok site area.
to
For purposes of defining and costing a reclamation concept, the 1979 CLK design concept was assumed due to the limited time available to study alternatives. This concept basically assumes complete removal of marine sediment beneath the revetments and partial removal below the general reclamation. The primary fill material under all elements of the aerodrome except buildings is unprocessed quarry run material over a sand bedding layer. As an
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CONFIDENTIAL
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