TNAG-1174-FCO40-1476-Proposed-replacement-airport-for-Hong-Kong-at-Deep-Bay-or-Ch-1982 — Page 55

CONFIDENTIAL

ii)

Effects on the land use components of the preferred strategy put forward in the North West New Territories Study.

(Sections 5.4 and 5.5)

iii) Effects on the transport strategy for

highways and public transport. (Section 5.6)

In respect of (i) and (ii) the principal effects of an airport in Deep Bay are:

i)

Land actually taken by the airport.

ii)

Land affected by adverse noise conditions.

iii) Land affected by height restrictions.

In respect of the transport strategy the principal effects relate to the access requirements of the of the airport, the trunk network required to serve it, and the programming of highway, rail

other construction implied by the opening of a new airport in 1990.

or

con-

5.2.3 LAND TAKEN BY THE AIRPORT: The airport is

structed wholly in Deep Bay and therefore does not directly take existing land areas, but both runway configurations directly impinge on the Phase II area of major growth proposed in the North West New Territories. A common requirement for both options however is the reduction in height of the Mong Tseng peninsula. Lying directly in the flight track of the easternmost runway in both options, the peninsula would over the majority of its area need to be taken down to a maximum of 30 m P.D. and preferably to 20 m P.D. Borrow areas may also be required for the construction of the airport, depending upon the cost and availability of marine fill from the Pearl Estuary. No attempt has been made to identify specific borrow areas in view of these and other uncertainties relating to their actual

5-4

CONFIDENTIAL