EIA LNG - Executive Summary PDF

Liquefied Natural Gas (LNG) Receiving
Terminal and Associated Facilities

EIA Study (EIA Study Brief ESB-126/2005)
(ESB-126/2005)
Executive Summary

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22 December 2006
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Environmental Resources Management

21/F Lincoln House
Taikoo Place 979 King's Road
Island East Hong Kong
Telephone 2271 3000
Facsimile 2723 5660
www.erm.com
nd
22 December 2006

nd
22 December 2006

LNG RECEIVING TERMINAL AND ASSOCIATED FACILITIES EXECUTIVE SUMMARY
ENVIRONMENTAL IMPACT ASSESSMENT ORDINANCE (CAP. 499),

SECTION 5(7)
PROJECT TITLE: LIQUEFIED NATURAL GAS (LNG) RECEIVING

TERMINAL AND ASSOCIATED FACILITIES
NAME OF APPLICANT: CASTLE PEAK POWER COMPANY LIMITED
EXECUTIVE SUMMARY
CONTENTS
FOREWORD i
1 INTRODUCTION 1
1.1 BACKGROUND 1
1.2 PURPOSE AND NATURE OF THE PROJECT 1
1.3 PURPOSE AND SCOPE OF THIS EIA 1
1.4 WHAT IS LNG? 3
1.5 THE NEED FOR A LNG RECEIVING TERMINAL IN HONG KONG 3
1.6 REPLACEMENT GAS SUPPLY ALTERNATIVES 6
1.7 CONSIDERATION OF ALTERNATIVE SITE LOCATIONS 10
1.8 WHAT IS REQUIRED TO BRING LNG TO HONG KONG 11
2 SOUTH SOKO EIA 15
2.1 PROJECT DESCRIPTION 15

2.2 CONSIDERATION OF DIFFERENT LAYOUTS, DESIGN OPTIONS & CONSTRUCTION
METHODS 17
2.3 CONSIDERATION OF PIPELINE ALIGNMENT 17
2.4 AIR QUALITY 18
2.5 NOISE 18
2.6 WATER QUALITY 19
2.7 WASTE MANAGEMENT 20
2.8 TERRESTRIAL ECOLOGY 20
2.9 MARINE ECOLOGY 21
2.10 FISHERIES 22
2.11 LANDSCAPE AND VISUAL IMPACT 22
2.12 CULTURAL HERITAGE 23
2.13 HAZARD TO LIFE 23
2.14 ENVIRONMENTAL MONITORING AND AUDIT (EM&A) 24
2.15 SOUTH SOKO SUMMARY 24
3 BLACK POINT EIA 25
3.1 PROJECT DESCRIPTION 25

METHODS 26
3.3 AIR QUALITY 27
3.4 NOISE 27
3.5 WATER QUALITY 27
3.6 WASTE MANAGEMENT 28
3.7 TERRESTRIAL ECOLOGY 28
3.8 MARINE ECOLOGY 29
3.9 FISHERIES 30
3.10 LANDSCAPE AND VISUAL IMPACT 30
3.11 CULTURAL HERITAGE 31
3.12 HAZARD TO LIFE 31
3.13 ENVIRONMENTAL MONITORING AND AUDIT (EM&A) 32
3.14 SUMMARY 32
4 CONCLUSIONS AND SITE PREFERENCE 33
4.1 BENEFITS OF THE PROJECT 33

4.2 ENVIRONMENTAL OUTCOMES 33
4.3 ENVIRONMENTAL PERFORMANCE COMPARISON 34
4.4 SITE PREFERENCE 39
4.5 BENEFITS TO THE COMMUNITY THROUGH LNG TERMINAL DEVELOPMENT AT
SOUTH SOKO 39
4.6 OVERALL CONCLUSION 41
FOREWORD
Hong Kong currently obtains approximately 25% of its electricity requirements from
the Castle Peak Power Company’s (CAPCO) Black Point Power station (BPPS).
This power plant is fuelled by natural gas supplied via pipeline from the Yacheng gas
field off Hainan Island. The gas supply from the Yacheng field is expected to be
depleted by early in the next decade. In 2003, CAPCO commenced studies to identify
a replacement source of natural gas.
The replacement studies examined importing gas from nearby gas fields, similar to the
current arrangement, importing Natural Gas (NG) via the Guangdong Dapeng
Liquefied Natural Gas (LNG) terminal or one of the proposed LNG terminals in
mainland China, or by importing LNG via a new terminal in Hong Kong. The
studies concluded that a LNG terminal located in Hong Kong is the only viable means
of providing an adequate, secure and reliable supply of gas within the necessary time
frame to meet Hong Kong's requirements.
To find a suitable location, CAPCO undertook a site search throughout Hong Kong,
which included 29 possible locations, and identified two sites having the best potential
overall; Black Point in the western New Territories, and South Soko Island, located to
the south of Lantau Island.
CAPCO then undertook an Environmental Impact Assessment of both sites,

consistent with the Study Brief issued by the Hong Kong Government under the
Environmental Impact Assessment Ordinance (EIAO) and following the Technical
Memorandum of the Environmental Impact Assessment Process (EIAO-TM).
Following a comprehensive analysis of comparative factors, South Soko has been
selected as the preferred option. The South Soko option will enable a replacement gas
supply 12 to 18 months earlier than the Black Point option which would assure
electricity supply reliability and result in CAPCO burning less coal, avoiding the
associated emissions, and meeting the Hong Kong Government’s emission targets
sooner. In addition, South Soko requires less land reclamation while its pipeline
installation will result only in temporary environmental impacts over a short duration
which can be adequately mitigated. Finally, the location of South Soko provides for
very low numbers of surrounding land and marine based populations with exposure to
both the terminal and the marine transit.
The overall conclusion of the EIA and this report is that there is a clear need for a
LNG terminal in Hong Kong and that, of all the potential alternatives examined,
South Soko is the preferred option. In accordance with the EIAO, CAPCO considers
that this EIA provides a suitable basis for the Director of Environmental Protection to
consider granting the Environmental Permit to allow the construction and operation
of this project at the South Soko Island site.
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0018180_EXEC SUMM_TEXT_FORMAL_V27_7 DEC 06.DOC 11 DEC 2006
1 INTRODUCTION
1.1 BACKGROUND
Castle Peak Power Company Limited (CAPCO), a joint venture between CLP
Power Hong Kong Limited (CLP) and ExxonMobil Energy Limited (EMEL), is
proposing the development of a Liquefied Natural Gas (LNG) Receiving
Terminal in the Hong Kong SAR. The facility will provide the infrastructure
for a sustainable supply of natural gas (NG), primarily to fuel CAPCO’s
power plant at Black Point. CAPCO initiated preliminary site search and
environmental studies in 2003. Subsequent meetings and discussions with
Government and other stakeholders commenced in 2004. The EIA report for
the project, which is covered by this Executive Summary, is the outcome of
several years’ of informal and formal discussion between CAPCO,
Government and non Government stakeholders. To ensure adequate public
input, more than 350 seminars, meetings, workshops and exhibitions have
been held with key stakeholders and the community.
1.2 PURPOSE AND NATURE OF THE PROJECT
The Project will provide a replacement for the gas currently supplied to
CAPCO from the Yacheng gas field, which is expected to be depleted by early
in the next decade. The project involves the construction and operation of a
LNG receiving terminal and associated facilities at either South Soko Island or
Black Point. The receiving terminal will provide a facility for receiving and
unloading of LNG carriers, onshore LNG storage, LNG regasification, and a
pipeline for transporting natural gas (regasified LNG) to the existing Black
Point Power Station (BPPS). For the South Soko option, the natural gas will
be sent via a submarine gas pipeline to a Gas Receiving Station (GRS) at BPPS.
For the Black Point option the connection to BPPS will be via a short onshore
pipeline within the boundaries of the proposed terminal and the power
station. For both site locations, the principal natural gas user will be CAPCO.
1.3 PURPOSE AND SCOPE OF THIS EIA
The following elements of the Project addressed in this EIA Report are
classified as Designated Projects under the Environmental Impact Assessment
Ordinance (Cap. 499) (EIAO).
For both the South Soko Island and Black Point options:
• Construction of a storage facility for LNG with a storage capacity of more

than 200 tonnes (item L.2 of Part I of Schedule 2 of EIAO);
• Dredging operation for the approach channel and turning circle that
exceeds 500,000 m3 (item C.12 of Part I of Schedule 2 of EIAO).
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For the South Soko Island option only:
• Installation of a submarine gas pipeline connecting the proposed LNG

terminal at the South Soko Island and the Black Point Power Station (item
H.2 of Part I of Schedule 2 of EIAO);
• Dredging operation for the installation of a submarine power cable

connecting Shek Pik with South Soko. The works at Shek Pik will be less
than 500m from the nearest boundary of an existing Site of Cultural
Heritage (item C.12(a) of Part I of Schedule 2 of EIAO); and,
• Potential dredging operation for the installation of a submarine water

main connecting Shek Pik Reservoir with the proposed LNG terminal at
South Soko which is less than 500m from the nearest boundary of an
existing Site of Cultural Heritage (item C.12(a) of Part I of Schedule 2 of
EIAO).
For the Black Point option only:
• Reclamation works (including associated dredging works) of more than 5

ha in size (item C.1 of Part I of Schedule 2 of EIAO).
The EIA has been prepared by ERM-Hong Kong, Ltd (ERM) for CAPCO in
accordance with the EIA Study Brief (No. ESB-126/2005) , issued in June 2005,
and the Technical Memorandum of the Environmental Impact Assessment Process
(EIAO-TM).
The purpose of this EIA Study has been to provide information on the nature
and extent of environmental impacts arising from the construction and
operation of the Project and related activities that take place concurrently.
This information will contribute to decisions by the Director of the
Environmental Protection Department (EPD) on:
• the overall acceptability of any adverse environmental consequences that

may arise as a result of the Project and the associated activities of the
Project;
• the conditions and requirements for the detailed design, construction and
operation of the Project to mitigate against adverse environmental
consequences; and
• the acceptability of residual environmental impacts after the proposed

mitigation measures are implemented.
The detailed requirements of the EIA studies of each site are set out in the EIA
Study Brief.
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1.4 WHAT IS LNG?
Liquefied Natural Gas (LNG) is the liquid form of natural gas, the main
component of which is methane. In the liquefied form, at atmospheric
pressure, LNG occupies only 1/600th of its volume at gaseous state under
normal temperature and atmospheric pressure and is therefore more
economical to store and transport over long distances in contrast to the
traditional pipeline delivery of natural gas.
LNG is produced by cooling natural gas to -162 °C (-260 °F) through a

liquefaction process. Prior to cooling and condensing the natural gas into
LNG, impurities such as carbon dioxide, water and sulphur are removed.
The end result of this process is an odourless, colourless fuel consisting mostly
of methane (approximate range 85% to 99%) with small amounts of ethane,
propane, butane and pentane.
Large scale LNG trade began in 1964, with the UK as the importing country.
Since then, the LNG industry has built up globally and in 2005 there were 13
countries producing (liquefying) LNG and 15 importing/receiving (re-
gasifying) LNG. The world’s four largest producers in 2005 were Indonesia
(17% global production), Malaysia (15%), Qatar (14%) and Algeria (13%).
1.5 THE NEED FOR A LNG RECEIVING TERMINAL IN HONG KONG
1.5.1 Introduction
Since 1996 with the commissioning of the Black Point Power Station (BPPS),
natural gas has been an important component of CAPCO's fuel supply. Use
of natural gas has delivered significant environmental benefits as well as
added diversity to the fuel mix used for electricity generation, thereby
enhancing the security of electricity generation.
Fuel diversity has enabled air emissions reductions to be achieved while

maintaining competitive tariffs and world-class reliability in the supply of
electricity. Often taken for granted, these factors are key contributors to
Hong Kong’s quality of life, competitiveness in the global market, and ability
to attract investment. Businesses in Hong Kong ranging from large multi-
national companies to small local shops are all dependent on a cost-
competitive and uninterrupted supply of electricity.
There are a number of benefits to utilising natural gas as a fuel in power

generation, including:
• Proven Use in Power Generation: Natural gas has been employed in the
combined cycle gas turbines (CCGT) at BPPS which has enabled this
facility to have higher thermal efficiency than coal or oil fired power
stations with the same generating capacity.
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• Adequate Reserves Available: World gas reserves are large and LNG
technology makes them available to consumers in locations remote from
existing sources. This, along with coal and nuclear capabilities,
continues to provide a diverse fuel supply to CAPCO.
• Environmental Benefits: Natural gas is one of the cleanest and most

efficient forms of energy available, producing virtually no particulates
and less nitrogen oxides (NOx) and carbon dioxide (CO2 than other fossil
fuels. Since sulphur is almost entirely removed in the liquefaction
process, combustion of regasified LNG emits negligible amounts of
sulphur dioxide (SO2).
The Government’s environmental policy includes the control of emissions

from existing power stations in Hong Kong. Central to this effort is the use of
natural gas. The recognition of the role of natural gas in emission control was
affirmed by the Government in the 2005-06 Policy Address (1):
“61. To fully achieve the emissions reduction targets in 2010, we have asked the power
companies to … use natural gas for power generation as much as possible.
1.5.2 The Need for a New Gas Supply
Extensive technical studies carried out by consultants substantiate that the

existing source of CAPCO’s gas supply, the Yacheng field off Hainan Island in
the South China Sea, will be depleted early in the next decade, depending
upon the rate of offtake and actual reserve levels. Consequently, a reliable
new source of natural gas is required as a successor to Yacheng.
As Black Point Power Station (BPPS) provides about 25% of Hong Kong’s total
electricity needs, having a reliable supply of natural gas that fuels this power
station is critical for maintaining Hong Kong’s electricity supply. In the event
that gas is not available to BPPS, CAPCO will need to meet electricity demand
by a higher reliance on coal-fired generation , which will increase emissions
beyond existing levels and Government's targets. Although the BPPS is able
to use diesel as a fuel, this capability is designed only for short term
emergency backup use (2).
Under such circumstances, Hong Kong consumers could be exposed to supply

interruptions or power rationing. Therefore, the absence of a replacement
gas supply will not only entail an environmental impact in terms of air
emissions but it will also compromise Hong Kong’s electricity supply
reliability.
(1) The 2005-06 Policy Address, Strong Governance For the People, Paragraph 61.
(2) Long term diesel use would require additional investment in infrastructure, higher fuel cost, and would increase
emissions beyond existing levels and Government’s targets.
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Given Hong Kong’s total dependence on imported fuel and the necessity of a
quality replacement gas supply, it is vital to have a clear understanding of the
requirements for supply of this important fuel in order to assess the various
replacement options. There are five fundamental requirements of the
replacement gas supply, namely
1. Certainty of timely availability: Given the depletion of the Yacheng

field early next decade, CAPCO must have absolute certainty that
replacement gas will be available on time.
2. Supply security for Hong Kong: Gas is a vital part of CAPCO/CLP’s

fuel mix and security of gas supply is essential to continued electricity
reliability in Hong Kong. The required supply security can be provided
by:
a. priority for CAPCO ’s gas requirements,
b. diversification of supply; and
c. gas supply chain managed by companies with proven track records

for operating in line with industry best practices.
3. Adequate volume and flexibility: CAPCO’s LNG requirement for its

current gas-fired generation facilities is about 2.6 million tonnes per
annum (MTA), which represents roughly 75% of Hong Kong’s gas
demand. The replacement supply must be able to meet this initial
requirement as well as the following:
a. meet gas demand growth in future years as a result of Government’s

environmental initiatives and Hong Kong’s electricity demand
growth;
b. provide the flexibility for CAPCO to meet seasonal demand patterns

and the power plants’ operational requirements; and
c. enable a smooth transition from Yacheng gas.
4. Competitive supply: CAPCO is competing with numerous other buyers

in a highly competitive marketplace for quality supplies of LNG. For
CAPCO to attract suppliers and achieve the best possible terms on behalf
of its electricity consumers, the procurement process must be structured
efficiently so as to demonstrate the financial and operational strengths of
CAPCO as a buyer able to undertake long term commitments and
demonstrate Hong Kong as a sustainable market.
5. High environmental and safety standards: CAPCO is committed to

responsible environmental management and safe operations. The
replacement supply source and its suppliers must perform to
internationally acceptable environmental and safety standards.
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1.6 REPLACEMENT GAS SUPPLY ALTERNATIVES
Given the importance of the availability of replacement gas to Hong Kong,

CAPCO has carefully explored and evaluated the possible alternatives to
fulfill this fuel supply requirement. Five potential alternatives have been
identified. Each has been systematically evaluated against Hong Kong’s
requirements as discussed below.
1. Import gas via pipeline from a nearby gas field: The South China Sea
contains only limited discovered reserves of natural gas, with the majority
of these gas reserves being exploited. These fields are significantly
smaller than Yacheng, are of varying qualities, and have been committed
to identified customers (Dongfang and Ledong – committed to Hainan,
Panyu and Huizhou – targeted to Zhuhai). Given the above, importing
gas from any of the proven South China Sea fields is not feasible because
there is insufficient supply available to meet CAPCO’s and Hong Kong’s
long-term needs. In 2006, there are reports of what could be a significant
deep water gas discovery in the South China Sea At present, information
is very preliminary and insufficient to assess whether this deep water
field is commercially viable and can play a role in CAPCO’s future gas
supply. However, historically progressing a deepwater gas project from
discovery to production has taken 8 to 14 years. For example, although
not a deepwater project, the Yacheng 13-1 gas field took 12 years from
discovery to start-up. This would be an unacceptably long timeframe for
CAPCO's replacement gas supply.
2. Import Natural Gas (NG) via the Guangdong Dapeng LNG terminal
(GDLNG): The GDLNG terminal in Shenzhen, China’s first LNG
terminal, was commissioned this year. GDLNG's initial capacity of
3.7MTA and supply are fully committed to its founding shareholders,
including Guangdong gas users, Hong Kong Electric and Hong Kong &
China Gas. CAPCO assessed the option and understands that the
additional capacity from expansion of the terminal will be dedicated to
Guangdong gas users with unknown timing.
3. Import NG via a proposed LNG terminal in mainland China: Recently,

two LNG terminals have been proposed in the Zhuhai area, one to serve
Zhuhai and the other to serve Macau. However these terminals are both
in the early planning stages. Based on meetings with these projects
sponsors and CAPCO’s due diligence reviews, there is no certainty that
these terminals will be completed in time and be available to meet
CAPCO's needs. Furthermore, these terminals would be located at a
greater distance from the Black Point Power Station as compared to a
Hong Kong terminal, and this would require a longer sub sea pipeline
with increased ecological and cost impacts. If either of these terminals
are to be considered for supplying Hong Kong in addition to their target
markets, project execution will be exceedingly complex, involving several
permitting jurisdictions requiring additional time for project completion.
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For example, the Guangdong Dapeng LNG (GDLNG) terminal took

around 10 years from project planning to terminal commissioning in 2006.
Of even greater importance, LNG supply cannot be secured without a

clear execution plan for a receiving terminal that ensures the terminal will
be ready to receive the first LNG shipments. This is particularly
important when LNG supply is in a very competitive market, where LNG
suppliers select buyers with both proven market certainty and a well
defined terminal execution plan. CAPCO has been engaged in
negotiations for over a year with LNG suppliers and is in a good position
to secure LNG supply. These discussions will be jeopardised if plans
were switched to a mainland receiving terminal with no demonstrated
engineering and environmental feasibility and uncertain timing and
approvals.
4. Importing LNG via a new terminal in Hong Kong: CAPCO has been
progressing development activities for a LNG terminal in Hong Kong
since 2003. Having completed engineering and environmental feasibility
studies, CAPCO has concluded that constructing a LNG receiving
terminal in Hong Kong will be able to meet CAPCO’s timing and supply
requirements in order to replace the depleting Yacheng field. For
example, extensive site investigation work, preliminary engineering as
well as the pipeline route survey have been completed. The 18-month
EIA process has also reached a major milestone with the submission of
this EIA study. Consultation with Government and the public has been
ongoing since 2004. Discussions with LNG suppliers and LNG shipping
providers are also underway. In short, CAPCO’s development of the
Hong Kong LNG terminal is now at an advanced stage to meet the 2011
timing. An LNG terminal located entirely within Hong Kong enables
smoother and faster project development under a single jurisdiction with
clear policy and regulations. Similar advantages are offered by CAPCO’s
well established commercial structure under the Scheme of Control (SoC).
Given the expected gas depletion by early in the next decade and an LNG
Terminal requirement date of 2011, CAPCO is progressing the
development of a Hong Kong terminal as the only viable alternative.
5. No action or defer decision: As noted previously with BPPS providing

about 25% of Hong Kong’s total electricity needs, having a reliable supply
of natural gas that fuels this power station is critical for maintaining Hong
Kong’s electricity supply. In the event that gas is not available to BPPS,
CAPCO will need to meet electricity demand by a higher reliance on coal-
fired generation which will increase emissions beyond existing levels and
Governments targets and would not be sufficient to meet electricity
demand. For example, a one year delay in obtaining a replacement gas
supply would result in an incremental 60,000 tons of SO2, NOx, and
particulates. Under such circumstances, in order to meet Government
emission targets, Hong Kong consumers would be exposed to possible
power cuts or rationing.
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There must be a degree of certainty to the arrival of a replacement gas supply

by 2011. Of the five options evaluated, the alternative that offers the highest
degree of certainty for a replacement gas supply within this timeframe is to
import LNG via a new terminal in Hong Kong. Following the due process,
once an Environmental Permit is obtained which is anticipated for early 2007,
and with timely progress on regulatory regime resolution and other key
approvals, CAPCO will be able to enter into a long term LNG supply
commitment. This will allow sufficient time for the construction of the LNG
supply chain and ensure Yacheng replacement by 2011. CAPCO cannot
commit to buy and no seller will commit to sell LNG to CAPCO if the
availability of the Hong Kong terminal in 2011 is in doubt.
In summary, the absence or delay of a replacement gas supply will not only
entail an environmental impact but will also compromise Hong Kong’s
electricity supply reliability.
1.6.1 Summary Comparison of Alternatives Against Hong Kong’s Requirements
The analysis reveals that a Hong Kong LNG receiving terminal is the only
option that is capable of fully meeting the requirement of a replacement gas
supply with respect to timing, security of supply, volume adequacy and
flexibility, and competitiveness (Table 1). Moreover, there are other external
benefits to Hong Kong flowing from the project as a Hong Kong terminal will
provide construction and operation jobs in Hong Kong as well as tax and land
grant revenues for the Government. With energy issues high on government
agendas internationally, the LNG terminal will be a strategic asset for Hong
Kong as it will provide the means of access to global natural gas supplies.
Now that engineering and environmental feasibility studies have been
completed, and with timely progress on regulatory regime resolution and
other key approvals, a terminal in Hong Kong can be completed by 2011 to
meet CAPCO’s requirements. CAPCO believes the Hong Kong LNG
receiving terminal is the only viable solution available to ensure a reliable
electricity supply for Hong Kong.
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HK’s Gas Pipeline Gas from Nearby

GDLNG Terminal New Mainland Terminal Hong Kong Terminal Do nothing / Defer decision
Requirements Field
1. Certainty of Low – No proven gas field Low - Additional long-term Unknown - No project to meet High - Terminal and supply None – Any indecision or delay
timely arrival with adequate capacity and capacity not available to CAPCO / HK’s needs within preparation since 2003 and will not provide timely gas
timing certainty available. CAPCO / HK. Priority for the time frame. work progressing to achieve arrival.
PRC users. 2011 target.
2. Supply Security Moderate – May serve as one Low – Additional long-term Unknown - No project to meet High. - Priority for None – Any indecision or
for Hong Kong of the multiple sources capacity not available to CAPCO / HK's needs within CAPCO/HK is ensured. deferral will not provide the
required for Hong Kong. CAPCO / HK. Also, the time frame. Supply Additional security with required gas supply for Hong
imprudent to have the entire source also uncertain. multiple LNG sources. Kong.
HK and Guangdong demand
supplied through a single
terminal
3. Adequate Volume Low - No credible gas field Low – Additional long-term Unknown - No project to meet High - Terminal designed to None – No gas supply is
and Flexibility with adequate capacity and capacity not available to CAPCO / HK's volume and meet HK’s increasing gas available to serve Hong Kong’s
volume available. CAPCO / HK. flexibility requirements. demand. Capacity will be needs.
assured for Hong Kong’s
needs.
4. Competitive Low – Commercial structure Low – Long-term capacity Unknown - No credible High – Competes in None – No gas supply is
Supply of Gas and competitiveness of and supply not available to supply source identified. international LNG markets to available to serve Hong Kong’s
procurement process yet to be HK. Presence of third party Presence of third party allow a transparent process needs.
determined. operator as middleman adds operator as middleman with competitive market
No supplier with credible cost for their profit in the increases cost and complexity. pricing on supply terms.
proven reserves to contract supply chain.
with.
5. Environmental Issues and Standards not Issues and Standards not Issues and Standards not High - Environmental issues None - Increased emissions
and Safety known at this time. known at this time. The known at this time. The are understood and can be from more coal burn
Standards required pipeline is longer required pipeline is longer mitigated.
with its later part traversing with its later part traversing
same marine area as HK same marine area as HK
terminal. terminal.
Certainty of each of the five alternatives to meet Hong Kong's gas requirements is ranked as none, low, moderate, or high.
Table 1 – Summary Comparison of Alternatives Against Hong Kong’s Requirements
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1.7 CONSIDERATION OF ALTERNATIVE SITE LOCATIONS
CAPCO conducted a preliminary evaluation of the options for a LNG

receiving terminal in Hong Kong which included a Gravity Based Structure,
Floating Storage Regasification Unit, Artificial Island and Coastal Location.
Due to insufficient storage, lack of suitable locations, relatively new
technology, high cost and lengthy construction time, the assessment
concluded that a coastal location was cost effective and the only viable option
for a receiving terminal in Hong Kong that could reliably supply natural gas
to the Black Point Power Station all year round and meet the target of first gas
delivery in 2011.
Over the following twenty four months, an alternative site location study
encompassing 29 sites was conducted to determine the most suitable coastal
site(s) in Hong Kong for the LNG terminal. A phased approach to the
screening and assessment of sites within Hong Kong was conducted,
including periodic consultation with Government via an Environmental Study
Management Group (ESMG). Environmental sensitive receivers (e.g.,
existing Country Parks, Marine Parks, Fish Culture Zones, Gazetted Beaches)
were screened out in the early phases to aid in avoiding environmental
impacts. The results of this Hong Kong wide site location study indicated
that, from a long list of 29 locations across Hong Kong, two sites offered the
best potential for further analysis based on environmental, risk, planning,
social, marine traffic and engineering criteria. The two preferred sites were
South Soko Island, at the location of the former Detention Centre, and Black
Point, on the headland adjacent to the existing power station (BPPS) (Figure
1.1).
Figure 1.1 Location of South Soko and Black Point Candidate Sites for the LNG
Terminal
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1.8 WHAT IS REQUIRED TO BRING LNG TO HONG KONG
1.8.1 The LNG Supply Chain Requires Long Term Planning
The LNG industry can be described by an LNG value chain consisting of 5 key
elements (Figure 1.2):
• Exploration, development and production of gas
• Liquefaction
• Shipping
• Storage and Regasification
• End use (e.g. power generation)
Each of these elements has its own technological and investment

requirements, but they share a common characteristic. They all require long
project lead time and significant resources and investment commitment.
Each element of the chain must be carefully planned and integrated with other
elements; hence the supply chain requires long-term sales and purchase
relationships between each participant. The whole process is referred to as
the LNG Supply Chain and is illustrated in Figure 1.2.
Figure 1.2 LNG Supply Chain
1.8.2 LNG Receiving Terminal
Near the end of the supply chain is the receiving terminal. The key
components of the proposed LNG terminal include marine jetty facilities for
unloading LNG, special tanks for LNG storage, equipment for converting the
LNG back to gas, utilities and other infrastructure. LNG tanks are specially
designed to contain the LNG at a temperature of approximately -162 °C near
atmospheric pressure (Figure 1.3).
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Figure 1.3 Example of a Full Containment LNG Storage Tank
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1.8.3 LNG Carriers
LNG carriers have insulated cargo tanks and are of double-hull design. The
double hull provides the location for the segregated ballast and provides
optimum protection for the integrity of the cargo tank containment in the
unlikely event of collision or grounding. There are two types of LNG
carriers: Moss and Membrane. Moss LNG carriers have four or five
spherical tanks contained in the hull, with a substantial proportion of each
tank above the weather deck. In a membrane design the larger proportion of
each tank is below the weather deck (Figures 1.4). Both carrier types are
commonly utilized for LNG transit with no significant operational difference
between them.
Figure 1.4 Moss and Membrane LNG Carriers
LNG shipping has an outstanding safety record, with over 60,000 LNG carrier
voyages, covering more than 90 million miles, and over 40 years of operation
without a failure or loss of cargo. This excellent safety record can be
attributed to the high technical standards employed in the design,
construction and operation of LNG facilities and carriers and also the physical
properties of LNG. In part, the safety record is a result of the adoption
worldwide of a series of standards, codes, regulations, and operating
procedures and practices. For example, these extra measures that will be
applied in Hong Kong include daylight only transit, use of two local pilots in
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addition to the Ship's Master while transiting in Hong Kong, and between two
and four escort tugs at all times.
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2 SOUTH SOKO EIA
2.1 PROJECT DESCRIPTION
It is proposed that the LNG terminal will be located on 36.5 ha of land located
in the centre of South Soko Island. The majority of the terminal’s facilities
will be located on land that was developed in the late 1980s as a Detention
Centre. The Detention Centre was demolished in the mid 1990s and what
remains is a series of cut slopes, access roads and paths coming from the large
concrete platform in the centre of the island. In order to locate all of the
necessary equipment for the terminal, reclamation totalling less than 0.6
hectares will be required in Sai Wan. Seawall modifications will also be
required at South Soko which will occupy 1.1 ha of artificial and natural
coastline. The key elements of the LNG terminal are presented in the
preliminary layout on Figure 2.1 and include:
• Jetty including unloading arms located on the southeast coast of south

Soko Island capable of accommodating LNG carriers with capacities
ranging from 125,000 m3 up to a class of 215,000 m3;
• Process Area;
• Three full containment cryogenic LNG Tanks (capacity of up to 180,000

m3 each);
• Low Pressure and High Pressure pumping systems;
• Vaporization (Re-gasification) Area;
• Seawater intake and outfall systems;
• Vents (low pressure and high pressure);
• Ancillary features: (Guard House, Maintenance Workshop,

Administration Building, Utility Area, Control Room);
• In order to deliver the regasified natural gas from the terminal to BPPS, a
38 km long submarine gas pipeline (provisional alignment as shown in
Figure 2.2) will be constructed;
• A gas receiving station is required at the BPPS to receive the gas and send
it on to the power station;
• Submarine power cable and water main to connect the terminal to

electricity and water supply sources on Lantau Island;
• Provision of gas turbines for onsite power generation requirements at

South Soko Island.
15
Storage Tanks
on Formed Land
Control Room, Sai Wan

Maintenance Workshop and
Administration Building Tung Wan
Pak Tso Wan Process Area
Jetty &
Construction Equipment Berthing Area
Stores and Access Road
Present only during
Construction Phase
Project Area 36.5ha
Turning Basin Reclamation Area 0.6ha
Dredging Volume
Approach (Project Total) 3.89Mm
3
Channel
Figure 2.1 Preliminary Indicative Layout for the Proposed South Soko LNG Terminal Environmental
(Aerial photograph source: Lands Department) Resources
FILE: c2662(0018180)eia_docu-set2_95g_3.cdr Management
EIA_0018180_Jpg_output-soko.mxd
DATE: 15/11/2006
795000 800000 805000 810000 815000

)
Black Point
830000
830000
Power Station
KEY

) Black Point GRS
Tuen Mun
Proposed Water Pipe Route Lung Kwu
Ur m
Proposed Cable Circuit Route Chau
sto
Hong Kong SAR Boundary
n
LNG Terminal
Ro
825000
825000
ad
Proposed Gas Pipeline Route
Sha Chau
820000
820000
Chek Lap Kok
Tai Ho
Tung Chung
New Town
815000
815000
Sham
Wat
Lantau Island
Tai O
810000
810000
Tong Fuk
Yi O Shek Pik
Shui Hau
Peaked
Hill
Fan Lau
North Soko
805000
805000
0 2
´
Kilometers
4 8
South Soko
Figure 2.2
Environmental
Locations of Works Resources
File: EIA/0018180_Prelim_Pipeline_1.mxd Management
Date: 17/10/2006
The LNG terminal will be designed and operated according to the European
Standard EN 1473 – Installation and Equipment for Liquefied Natural Gas - Design
of Onshore Installations.
The LNG carrier will access the site via the southern approaches to Hong
Kong waters before berthing at South Soko. Dredging work (approximately 1
Mm3) will be required to provide the necessary approach to the jetty and for a
turning circle for the LNG carrier. The marine transit route is presented in
Figure 2.3.
Figure 2.3 Location of South Soko LNG Carrier Transit Route
16

METHODS
An assessment was conducted to investigate the environmental considerations

of each preliminary layout and design option, as well as to examine in-depth
the applicable engineering aspects. The preferred layout that was taken
forward to the EIA stage was based on locating the terminal in the centre of
South Soko Island with the LNG receiving jetty on the south eastern coast.
This layout was prepared following discussions with stakeholders including
members of the Advisory Council on the Environment and non-governmental
organisations (NGOs) during site visits to South Soko Island. This layout
provides many significant environmental benefits when compared to earlier
layouts examined, and aids in avoiding environmental impacts to the
maximum practical extent. Key environmental benefits include:
• Reduction in dredging volumes (from approximately 5 Mm3 to 1.32 Mm3

at the terminal site) with reduced impacts to water quality, fisheries and
marine ecology through adoption of partially dredged site formation
works.
• Avoidance of substantial dredging in the sensitive area between North

and South Soko Islands.
• Reduction in reclamation from 13 ha to approximately 0.6 ha which

reduces impacts to water quality, fisheries and marine ecological sensitive
receivers.
• The amount of natural coastline lost to reclamation works has been

reduced from over 1 km to approximately 300 m which in turn reduces
impacts to marine ecological sensitive receivers.
• By locating the terminal facilities in the centre of the island the disturbance
to natural habitats on the island has been reduced and the view of the
storage tanks from visual sensitive receivers on Lantau Island is in part
obscured.
In addition to the above, construction methods will be adopted including the

use of a bubble jacket to reduce underwater sound levels during marine
percussive piling work for the construction of the jetty and deployment of silt
curtains during dredging operations at specific locations.
2.3 CONSIDERATION OF PIPELINE ALIGNMENT
Various route options for the South Soko-BPPS gas pipeline have been
examined. The assessment concluded overland routes across Lantau will
have the greatest potential impacts for water quality, ecological and landscape
impacts within the Country Parks (North Lantau and South Lantau) and along
the roads in Lantau and are not preferred. A tunnel option through Lantau
has been examined and although it will avoid most of the land-based sensitive
17
receivers, it also presents more drawbacks with respect to the offshore option
(Base Case). These include:
• larger volumes of waste materials (primarily excavated rock);
• greater permanent loss of natural habitats (marine and terrestrial);
• long term landscape and visual impacts;
• potential impacts on the Tai Long Wan and Sham Wat archaeological
sites;
• potential disturbance to Country Parks as a result of the site investigation

activities;
• water quality impacts due to the dredging and reclamation of the tunnel
portal working areas; and,
• a longer construction schedule (resulting in a 15 month delay in first gas).
Based on these environmental and unacceptable schedule drawbacks, it is not

considered a viable option for the pipeline construction.
The assessment concluded that due to the short-term and transient nature of
the water quality and marine ecological impacts, a completely marine route is
preferred. The marine route also avoids additional ecological, noise, air,
cultural heritage, waste, landscape and visual impacts to land based sensitive
receivers. In addition, construction methods have been designed to reduce
the impacts in sensitive marine mammal habitat, including restricted working
hours, controlling construction rates, and avoiding peak calving periods for
specific works.
2.4 AIR QUALITY
Two (2) Air Sensitive Receivers (ASR) were identified (Shek Pik Prison and the
administration building for the Black Point Power Station) and the potential
impacts arising from the construction and operation phases of the LNG
terminal to these ASRs have been evaluated. No exceedance of the Air
Quality Objective (AQO) is anticipated at the ASRs and therefore no air
quality monitoring will be required for either the construction or operational
phase.
2.5 NOISE
No Noise Sensitive Receivers (NSRs) have been found on South Soko and the
nearest NSR has been identified on Lantau Island (Shek Pik Prison) which is
located approximately 6 km away from the site. The predicted construction
noise levels are within the stipulated noise criterion of 75 dB(A). The noise
levels generated from the equipment during the operation of the LNG
terminal are within daytime and night-time noise criteria.
18
2.6 WATER QUALITY
Sensitive receivers potentially affected by the construction and operational

activities of the LNG terminal have been identified and the potential impacts
on them evaluated. The key sensitive receivers include marine mammal
habitat, the Sha Chau and Lung Kwu Chau Marine Park, commercial fisheries
spawning/rearing habitat, fish culture zones, ecologically sensitive areas,
beaches and water intakes.
The assessment, utilising water quality and hydrodynamic models, has

included the potential impacts caused by marine works (i.e. dredging,
reclamation, pipeline and utilities installation) on water quality due to the
increases in suspended sediments concentrations, potential decreases in
dissolved oxygen and increases in nutrients concentration, as well as those
caused by operational activities such as the alteration of the hydrodynamic
regime, discharges of cooled water and antifoulants.
Potential impacts arising from the proposed dredging, backfilling and jetting
works are predicted to be mainly confined to the specific works areas.
Modelling results indicate that the suspended solids elevations as a result of
dredging and jetting for the installation of the submarine utilities are expected
to be compliant with the assessment criteria at all point specific sensitive
receivers in both seasons. In the few exceptions in which the modelling
results indicate elevations above the criteria (i.e. open waters in western part
of Lantau and open waters around South Soko during dredging activities)
these are of short duration (typically less than one day) and not considered
sufficient to cause an unacceptable deterioration of water quality. The
elevation predicted at Pak Tso Wan beach and at the False Pillow Coral
location can be mitigated through the adoption of silt curtains. Hence it is
anticipated that such elevations above the criteria would be temporary and
unacceptable impacts would be unlikely to arise. Overall the predicted
elevations of suspended sediment concentrations during the construction
phase are transient in nature and not predicted to cause adverse impacts to
water quality at the sensitive receivers.
During the operation phase, adverse impacts to water quality are not expected
to occur as the area affected by the cooled water and antifoulants discharge is
extremely small and in the direct vicinity of the discharge point.
Exceedances of water quality standards at sensitive receivers have largely

been avoided during the construction phase through the selection of
acceptable working rates and methods for the marine works (i.e.,
dredging/jetting operational measures and deployment of silt curtains at
specific locations) and appropriate on-site land based controls. Water quality
monitoring and auditing is recommended for the construction phase.
As no unacceptable impacts have been predicted to occur during the

operation of the LNG terminal at South Soko Island, no mitigation measures
or monitoring are considered necessary.
19
2.7 WASTE MANAGEMENT
The potential impacts of waste management caused by construction and

operational activities of the LNG terminal and its associated facilities at South
Soko have been assessed. The key potential impacts during the construction
phase are related to waste generated from site clearance, site formation,
blasting, dredging, reclamation, seawall construction, filling and concreting.
The storage, handling, collection, transport, disposal and/or re-utilisation of
these materials and their associated environmental impacts have been the
primary focus of the assessment and measures proposed to facilitate their
management. Impacts associated with the storage, handling, collection,
transport and disposal of waste produced during operational activities have
been estimated to be manageable and meet the criteria specified in the EIAO-
TM.
2.8 TERRESTRIAL ECOLOGY
The potential impacts to terrestrial ecology caused by construction and

operational activities of the LNG terminal at South Soko have been assessed.
The terrestrial habitats and wildlife on South Soko Island were characterised
through the conduct of seasonal surveys during 2004, 2005 and 2006. The
surveys covered habitats, vegetation and general wildlife (including
mammals, avifauna, herpetofauna, dragonflies, butterflies, aquatic fauna).
The terrestrial ecological resources recorded on South Soko Island comprise

secondary woodland and plantation, shrubland, grassland, backshore
shrubland, seasonal stream, abandoned wet agricultural land, abandoned dry
agricultural land, abandoned reservoir and disturbed areas, with their
associated wildlife. Of these habitats, a small patch of secondary woodland
in the Project Area has moderate ecological importance. The rest of
secondary woodland and plantation, shrubland, abandoned wet agricultural
land and seasonal stream have low to moderate ecological importance. The
remaining habitats are of low or negligible ecological importance.
The LNG terminal and its associated facilities will be located mainly in
habitats of low ecological value such as the already disturbed areas which
were formerly part of the now demolished Detention Centre. The
construction impact on the natural habitats and associated wildlife is
considered to be manageable, and no adverse residual impact is expected after
the implementation of the recommended mitigation measures.
Mitigation measures include the transplantation of individuals of the orchid

Golden Eulophia as well as compensatory tree planting on South Soko. After
transplantation and planting, monitoring will be undertaken to check the
performance and health conditions of the individuals. No adverse residual
impact is expected after implementation of these measures.
20
During the operational phase, adverse impacts are not expected to occur.
Therefore, no terrestrial ecology monitoring will be required.
2.9 MARINE ECOLOGY
In order to characterise the marine ecological resources in areas potentially

affected by the Project, a series of detailed seasonal field surveys were
conducted during 2004, 2005 and 2006 examining the organisms present on
intertidal and subtidal shores and within the soft seabed around South Soko
Island and along the gas pipeline route. Land (12 months in 2004 - 2005) and
vessel (July 2005 to May 2006) based marine mammal surveys were also
conducted around South Soko Island and along the submarine gas pipeline
and submarine utility alignments.
The waters and coastal areas of West Lantau and Southwest Lantau including
the Soko Island group, which are located away from the major population
centres of Hong Kong, have been considered by some academics, government
and green groups to be a general area of high ecological value including from
a marine perspective. However, it is important to note that there are
significant spatial variations in the ecological values and characteristics within
this large area which encompasses the smaller Study Area.
Ecologically sensitive receivers have been identified and the potential impacts
arising from the construction and operation phases of the LNG terminal on
them have been evaluated. The key sensitive receivers include habitats of the
Indo-pacific Humpback Dolphin (Sousa chinensis) and Finless Porpoise
(Neophocaena phocaenoides), the Sha Chau and Lung Kwu Chau Marine Park
and other ecologically sensitive areas such as spawning and nursery grounds
and coral habitat.
As previously discussed, the layout selected for South Soko Island reduces
reclamation to approximately 0.6 ha of Sai Wan bay. Coastline disturbance
for modification of the seawalls is limited to approximately 300 m of natural
coastline. The area of seawall modification is 1.1 ha which includes both
natural and artificial coastlines. As a result of the small size of habitat
directly affected by the works and the previous history of reclamation along
this particular coastline, the impacts are classified as acceptable.
The results of the water quality modelling activities indicate that indirect
impacts arising from the marine works will generally be transient and
confined to the works areas and compliant with the assessment criteria after
implementation of mitigation measures. It is therefore predicted that there
will be no unacceptable impacts to the marine ecology (including marine
mammals) of the Study Area as a result of the LNG terminal’s construction
activities.
Unacceptable impacts to marine ecology sensitive receivers have been

addressed through the adoption of mitigation measures including the
21
provision of rubble mound/armour rock seawalls on the edges of the

reclamations to facilitate colonisation by intertidal and subtidal organisms.
Specific mitigation measures have been designed to minimize impacts on
marine mammals including restrictions on vessel speed and the use of
predefined and regular routes by all marine vessels involved in the Project.
The mitigation measures designed to mitigate impacts to water quality to
acceptable levels (compliance with assessment criteria) are also expected to
mitigate impacts to marine ecological resources.
No adverse residual ecological impact is expected following the

implementation of the mitigation measures.
Unacceptable impacts from discharges of cooled water and antifoulants are

not anticipated to occur, as they will be localised to the direct vicinity of the
outfall, will remain predominantly in the bed layer and will not affect
ecological sensitive receivers.
2.10 FISHERIES
The potential impacts to commercial fisheries caused by construction and

operational activities of the LNG terminal and its associated facilities at South
Soko have been assessed using the findings of literature reviews and surveys
of ichthyoplankton and fish larvae in southern waters.
The Water Quality modelling activities indicate that the impacts arising from
the proposed dredging or jetting works are predicted to be largely confined to
the specific works areas and the predicted elevations in suspended sediment
concentrations are not predicted to cause large area exceedances of the
assessment criterion. Adverse impacts to fishing grounds or species of
importance to the fisheries are therefore not expected to occur.
Unacceptable impacts from discharges of cooled water are not anticipated to

occur as the effects from these discharges will be localised to the lower layers
of the water column in direct vicinity of the outfall. Compliance with the
relevant discharge standards to control water quality impacts to within
acceptable levels is expected to control impacts to fisheries resources.
2.11 LANDSCAPE AND VISUAL IMPACT
The potential impacts to the landscape and visual sensitive receivers caused
by the presence of the LNG terminal at South Soko have been assessed. The
assessment has covered a wide range of potential landscape impacts including
the alteration of the landscape caused by the excavation and reclamation, and
the introduction of the LNG terminal in South Soko Island’s natural
landscape. The baseline Landscape Resources are generally of low to
moderate sensitivity and there will be no significant impacts on any of the
Landscape Resources. The baseline Landscape Character of the Soko Islands
is of generally high quality. There will be varied impacts on the landscape
22
character which range from a significant impact on the LCA1 Island

Landscape, to slight-moderate impacts on the LCA2 Abandoned Institutional
Landscape. The LNG terminal will only be visible from a limited number of
locations, and these impacts will only be significant when viewed from closer
than 1,260 m to South Soko Island. As VSRs within this distance are located
in ocean areas, or from other islands in the Soko chain, the impact is greatly
reduced. No VSRs located in residential areas, on public roads, or in publicly
accessible lookouts or Country Parks will experience a significant visual
impact. Measures have been proposed to mitigate the effects of the
development, including compensatory planting of indigenous species, the
orientation and positioning of the LNG terminal’s lighting system to reduce
glare, the design of structures to complement the surrounding landscape
where practical, and colours to reduce the visibility of the LNG terminal.
2.12 CULTURAL HERITAGE
The impact assessment identified several terrestrial sites of cultural heritage

importance. The landtake for the LNG terminal will directly impact the Tai A
Chau Tin Hau Temple, 21 graves and one associated tablet, 7 earth shrines
and the Tai A Chau archaeological site. Potential direct impacts on five
archaeological deposits of the Tai A Chau Archaeological Site are considered
unavoidable. Detailed design of soil nailing and soil excavation work will be
reviewed to minimise the impact extent of Site A. Rescue excavation will be
undertaken at impacted areas to preserve the archaeological resources by
record prior to the start of construction works. To ensure that no surviving
archaeological deposits are missed, an archaeological watching brief has been
recommended during construction. An archaeological action plan will be
submitted to and agreed with AMO by the project proponent prior to licence
application by a qualified archaeologist detailing the requirement of the
rescue excavation and watching brief with contingency plan in case of
discovery of significant finds. It should be noted that the identified
archaeological deposits have been partly disturbed by natural erosion and Site
C has been heavily disturbed by previous construction and decommissioning
works for the Detention Centre. Additional measures will be adopted to
relocate the Tin Hau Temple to a site with a similar cultural landscape and an
archaeological survey will be undertaken at the site to evaluate potential
archaeological impact and appropriate mitigation measures will be provided
if necessary, relocate the 7 earth shrines and relocate the 21 graves and the
associated tablets. No marine sites of cultural heritage/archaeological value
have been identified and thus no impacts to marine archaeological resources
are expected.
2.13 HAZARD TO LIFE
The assessment has evaluated the hazards to life associated with the LNG
terminal, the submarine gas pipeline and the Gas Receiving Station as well as
the marine transit of LNG. The assessment has concluded that the risks
23
related to transit of LNG to South Soko, the operation of the terminal, the
submarine gas pipeline and the Gas Receiving Station are acceptable as per
the individual and societal risk criteria set out in Annex 4 of the EIAO-TM.
2.14 ENVIRONMENTAL MONITORING AND AUDIT (EM&A)
During construction of the Project, environmental monitoring will be

necessary to assess the effectiveness of measures implemented to mitigate
potential water quality impacts. Regular site audits will also be conducted
during construction.
2.15 SOUTH SOKO SUMMARY
A summary of the key design and environmental aspects of the South Soko
option, with a comparison against the Black Point option, is presented in Table
4.1
24
3 BLACK POINT EIA
3.1 PROJECT DESCRIPTION
The LNG terminal would be located on 32 ha of land located on the headland

southwest of the Black Point Power Station. The terminal’s facilities will be
located on a site to be formed as part of a balanced cut and fill 16 ha
reclamation. The key elements of the LNG terminal are presented in the
preliminary layout on Figure 3.1 and include:
• Jetty including unloading arms capable of accommodating LNG carriers

with capacities ranging from 125,000 m3 up to a class of 215,000 m3
• Process Area
• Three full containment cryogenic LNG Tanks (capacity of up to 180,000

m3 each)
• Low Pressure and High Pressure pumping systems
• Vaporization (Re-gasification) Area
• Seawater intake and outfall system
• Vents (low pressure and high pressure)
• Ancillary features: (Guard House, Maintenance Workshop,

Administration Building, Utility Area, Control Room)
The LNG terminal will be designed and operated according to the European
Standard EN 1473 – Installation and Equipment for Liquefied Natural Gas - Design
of Onshore Installations.
The LNG carrier will access the site via the East Lamma Channel, transit the
Ma Wan Channel, Urmston road before berthing at Black Point (Figure 3.2).
Dredging work (approximately 2.5 Mm3) will be involved to provide the
necessary approach to the jetty and for a turning circle for the LNG carrier.
25
Project Area 32ha Turning Basin
Reclamation Area 16ha

Dredging Volume 3
(Project Total) 3.15Mm
Admin Area
Jetty & Berthing

Area
Approach
Channel
Process Area
Laydown Area
Project Boundary
Storage Tanks
Figure 3.1 Layout for the Proposed Black Point LNG Terminal Environmental
(Aerial photograph source: Lands Department) Resources
FILE: c2662(0018180)eia_docu-set2_96d_2.cdr Management
EIA/0018180_Jpg_output-BK.mxd
DATE: 05/10/2006
Figure 3.2 Location of Black Point LNG Carrier Transit Route

METHODS
An assessment of different layouts and design options was conducted to

investigate the environmental considerations of each preliminary layout and
design option, as well as to examine the engineering aspects for various
layouts. Of the three selected layouts, both the engineering and
environmental assessments have identified a layout that achieves the best
balance between reclamation and excavation quantities. The location of two
of the LNG tanks in the Black Point headland also reduces the potential for
impacts to landscape and visual sensitive receivers.
26
Two construction options were considered, the Fully Dredged Option and the
Partially Dredged Option. The Partially Dredged Option is adopted to
minimise the volume of dredged material for disposal.
For the construction of the LNG Jetty, two alternatives for the installation of
marine piles have been assessed (bored or percussive). The assessment
proposed that either method would be suitable for the construction of the
LNG Jetty as part of the Black Point terminal. In addition to the above,
construction methods will be adopted including the use of a bubble jacket to
reduce underwater sound levels during marine percussive piling work for the
construction of the jetty.
Two dredging plants have been assessed: grab dredgers and trailing suction
hopper dredgers (TSHD). Both are commonly used in Hong Kong and as
such have been considered as viable options.
3.3 AIR QUALITY
The potential impacts to air quality caused by construction and operational

activities of the LNG terminal and its associated facilities at Black Point have
been assessed. Air Sensitive Receivers (ASRs) were identified and the
potential impacts arising from the construction and operation phases of the
LNG terminal evaluated. No exceedances of the Air Quality Objective (AQO)
criteria are anticipated at the ASRs and therefore no air quality monitoring
will be required for either the construction or operational phase.
3.4 NOISE
The potential impacts to noise caused by construction and operational

been assessed. Noise Sensitive Receivers (NSRs) were identified and the
potential impacts arising from the construction and operation phases of the
LNG terminal evaluated. No exceedances of the noise criteria are anticipated
at the NSRs and therefore no noise monitoring will be required for either the
construction or operational phase. The noise levels generated from the
equipment during the operation of the LNG terminal are within daytime and
night-time noise criteria.
3.5 WATER QUALITY
The potential impacts to water quality caused by construction and operational

been assessed. Sensitive receivers potentially affected by construction and
operational activities of the LNG terminal have been identified and the
potential impacts to these have been evaluated. The key sensitive receivers
include Indo-pacific Humpback Dolphin habitat of Northwest Lantau Island,
the Sha Chau and Lung Kwu Chau Marine Park, commercial fisheries
27
spawning habitat of Northern Lantau, fish culture zones, ecologically sensitive

areas (mangroves, horseshoe crab habitat, seagrass beds and intertidal
mudflats), beaches (gazetted and non – gazetted) and water intakes. The
assessment, utilising water quality and hydrodynamic models, has included
the potential impacts caused by marine works (i.e., dredging and reclamation)
on water quality due to the increases of suspended sediments concentrations,
potential decreases of dissolved oxygen and increases in nutrients
concentration, as well as those caused by operational activities such as the
alteration of the hydrodynamic regime, discharges of cooled water and
antifoulants.
Potential impacts arising from the proposed dredging, backfilling and

reclamation works are predicted to be largely confined to the specific works
areas and compliant with assessment criteria at the sensitive receivers. Water
quality monitoring and auditing is recommended for the construction phase.
During the operation phase, adverse impacts to water quality are not expected
to occur as the area affected by the cooled water and antifoulants discharge is
extremely small and in the direct vicinity of the discharge point. Monitoring
of impacts to marine water quality during the operational phase is not
considered necessary.
3.6 WASTE MANAGEMENT
The potential impacts of waste management caused by construction and

operational activities of the LNG terminal at Black Point have been assessed.
The key potential impacts during the construction phase are related to waste
generated from site clearance, site formation, blasting, dredging, reclamation,
seawall construction, filling and concreting. The storage, handling,
collection, transport, disposal and/or re-utilisation of these materials and their
associated environmental impacts have been the primary focus of the
assessment and measures proposed to facilitate their management. Impacts
associated with the storage, handling, collection, transport and disposal of
waste produced during operational activities have been estimated to be
manageable and meet the criteria specified in the EIAO-TM.
3.7 TERRESTRIAL ECOLOGY
The potential impacts to terrestrial ecology caused by construction and

operational activities of the LNG terminal at Black Point have been assessed.
The terrestrial habitats and wildlife on Black Point were characterised by
conducting seasonal surveys during 2004, 2005 and 2006. The surveys
covered habitats, vegetation and general wildlife (including mammals,
avifauna, herpetofauna, dragonflies, butterflies, aquatic invertebrates and
fish).
28
The terrestrial ecological resources recorded within the Study Area include
plantation, shrubland, shrubby grassland, stream/channel, orchard and
developed areas, with their associated wildlife. Of these habitats, shrubland
located at the western part of the headland is of moderate ecological
importance, shrubland located at the southern part of the headland and the
stream are low to moderate in ecological importance, while the remaining
habitats are of low or negligible ecological importance.
The impact on natural habitats and associated wildlife is considered to be low

to moderate, and no adverse residual impact is expected after the
implementation of the proposed mitigation measures, comprising appropriate
construction practices, reclamation of affected areas of shrubland (temporary
haul road), transplantation of Pitcher Plants and Bamboo Orchids and
compensatory planting of shrubland. Environmental monitoring and audit
measures in the form of regular checks will be undertaken.
During the operation phase of the LNG terminal at Black Point, adverse
impacts to terrestrial ecological resources are not expected to occur.
3.8 MARINE ECOLOGY
The potential impacts to marine ecology caused by construction and

operational activities of the LNG terminal and its associated facilities at Black
Point have been assessed.
A series of detailed seasonal field surveys were conducted during 2004, 2005
and 2006 examining the organisms present on intertidal and subtidal shores
and within the soft seabed around Black Point. Land (12 months in 2004 -
2005) and vessel (July 2005 to May 2006) based marine mammal surveys were
also conducted around Black Point. Ecologically sensitive receivers have
been identified and the potential impacts arising from the construction and
operation phases of the LNG terminal to these have been evaluated. The key
sensitive receivers include the Indo-pacific Humpback Dolphin (Sousa
chinensis) habitat of Northwest Lantau, the Sha Chau and Lung Kwu Chau
Marine Park and ecologically sensitive areas (mangroves, horseshoe crab
habitat, seagrass beds and intertidal mudflats).
Potential construction phase impacts to marine ecological resources of the

Study Area, including marine mammals, may arise from the permanent loss of
16 ha of habitat due to reclamation, disturbances to benthic habitats in the
turning circle and approach channel, loss of 600m of natural coastline or,
indirect impacts through changes to key water quality parameters, as a result
of the dredging and reclamation.
The results of the water quality modelling activities indicate that indirect
impacts arising from the marine works will generally be transient and
confined to the works areas and compliant with the assessment criteria. It is
therefore predicted that there will be no unacceptable impacts to the marine
29
ecology (including marine mammals) of the Study Area as a result of the LNG
terminal’s construction activities.
All marine vessels involved in the Project will be required to observe a speed
limit in areas where marine mammals are present. The mitigation measures
designed to mitigate impacts to water quality to acceptable levels (compliance
with assessment criteria) are also expected to mitigate impacts to marine
ecological resources.
As a supplement to the construction phase water quality monitoring, it is

proposed that additional construction and post-construction phase monitoring
of marine mammals be undertaken. The main identified residual impact is
the loss of 16 ha of marine mammal habitat. No adverse residual ecological
impact is expected following the implementation of the mitigation measures.
Unacceptable impacts from discharges of cooled water and antifoulants are

not anticipated to occur, as they will be localised to the direct vicinity of the
outfall and will remain predominantly in the bed layer.
3.9 FISHERIES
The potential impacts to commercial fisheries caused by construction and

operational activities of the LNG terminal at Black Point have been assessed
using the findings of literature reviews. The Water Quality modelling
activities indicate that the impacts arising from the proposed dredging and
reclamation works are predicted to be largely confined to the specific works
areas and the predicted elevations in suspended sediment concentrations are
not predicted to cause large area exceedances of the assessment criterion.
Adverse impacts to fishing grounds or species of importance to the fisheries
are therefore not expected to occur.
Unacceptable impacts from discharges of cooled water are not anticipated to

occur as the effects from these discharges will be localised to the lower layers
of the water column in direct vicinity of the outfall. Compliance with the
relevant discharge standards to control water quality impacts to within
acceptable levels is expected to control impacts to fisheries resources.
3.10 LANDSCAPE AND VISUAL IMPACT
The potential impacts to the landscape and visual sensitive receivers caused
by the presence of the LNG terminal at Black Point have been assessed. The
assessment has covered a wide range of potential landscape impacts including
the alteration of the landscape caused by the reclamation and the introduction
of the LNG terminal in Black Point’s natural landscape. The baseline
Landscape Resources are generally of varying sensitivity and there will be no
significant impacts on any of the Landscape Resources. The LNG terminal will
only be visible from a limited number of locations, and these impacts will only
be significant at close proximity (< 1,260m) to the Black Point Terminal. As
30
most of the VSRs within this distance are located in ocean areas, the impact is
greatly reduced as all visitors will experience this impact from marine vessels.
There will be a moderate to significant visual impact from the publicly
accessible lookout of Lung Kwu Chau on clear days. However there will be
low visitor numbers to experience this impact. The presence of LNG terminal
will have a moderate to significant negative impact on the existing Landscape
Character of Black Point, particularly the hill slope area, however the impacts
on the other LCA's will range from moderate to negligible
Measures have been proposed to mitigate the effects of the development,

including compensatory planting of indigenous species, the orientation and
positioning of the LNG terminal’s lighting system to reduce glare, the design
of structures to complement the surrounding landscape where practical, and
colours to reduce the visibility of the LNG terminal.
3.11 CULTURAL HERITAGE
The potential impacts to cultural heritage caused by construction and

operational activities of the LNG terminal and its associated facilities at Black
Point have been assessed. The assessment identified three terrestrial sites of
low cultural resource value: two building structures at Terrace 1, a WWII cave
at Terrace 2 and a stone structure at Terrace 3. Construction activities will
impact these structures; however their loss is considered acceptable due to
their low cultural resource value and provided that a recording is undertaken
for the sites following requirements of the Antiquities and Monuments Office
(AMO). Appropriate mitigation measures comprising the preparation of
photographic and cartographic records prior to their removal will therefore be
undertaken to preserve these structures by record. No marine archaeological
sites have been identified. Thus, the proposed development imposes no
marine archaeological impact and no mitigation measures are considered
necessary.
3.12 HAZARD TO LIFE
The assessment has evaluated the hazards to life associated with the LNG
terminal as well as the marine transit of LNG. Based on the risk criteria set
out in Annex 4 of the EIAO-TM, the assessment has concluded that the
individual risk for the marine transit and the LNG terminal are acceptable.
However, the societal risk of the marine transit to Black Point is As Low As
Reasonably Practicable (ALARP) (1 for some areas of the marine transit; the
difference in risk for these areas is due to busy marine traffic and high
population density particularly through the Ma Wan channel. Measures to
(1 ) Under Hong Kong EIAO-TM guidelines, there are three regions of risk categorisation: "Acceptable" requires no
further action; risk within "ALARP" should be mitigated to as low as reasonably practicable; and, "Unacceptable"
cannot be permitted.
31
mitigate the marine societal risk through these areas from ALARP to
Acceptable are not considered to be implementable at this time by the relevant
Authority due to their impact on other marine traffic in the busy Hong Kong
environment. LNG transit through these areas is avoided by the selection of
the South Soko site, where the risk of the marine transit has been assessed as
Acceptable along the entire route.
3.13 ENVIRONMENTAL MONITORING AND AUDIT (EM&A)
During construction of the Project, environmental monitoring will be

necessary to assess the effectiveness of measures implemented to mitigate
potential water quality impacts. Marine mammal exclusion zone monitoring
for specific activities and site audits will also be conducted during
construction.
3.14 SUMMARY
A summary of the key design and environmental aspects of the Black Point
option, with a comparison against the South Soko option, is presented in Table
4.1.
32
4 CONCLUSIONS AND SITE PREFERENCE
4.1 BENEFITS OF THE PROJECT
Implementation of the Project will secure sufficient and dependable supplies

of fuel to meet electricity generation needs, and make a significant
contribution to managing emissions of air pollutants in Hong Kong. Natural
gas is recognised as a comparatively clean burning fuel as it emits less
particulates and negligible SO2, as well as less NOx and CO2 than other fossil
fuels. Locating the LNG terminal in Hong Kong will enable the project to be
developed under a single jurisdiction with clear policy and regulations. A
CAPCO owned and operated LNG terminal under the SoC provides greater
project certainty and commercial assurance of bringing about these
environmental benefits compared to other options.
As noted previously with BPPS providing about 25% of Hong Kong’s total
electricity needs, having a reliable supply of natural gas that fuels this power
station is critical for maintaining Hong Kong’s electricity supply. In the event
that gas is not available to BPPS, CAPCO will need to meet electricity demand
by a higher reliance on coal-fired generation, with increased emissions as a
result. Under such circumstances, Hong Kong consumers could be exposed
to supply interruptions or power rationing.
4.2 ENVIRONMENTAL OUTCOMES
For each of the components assessed in the South Soko EIA Report, the
assessments and the residual impacts have all been shown to be acceptable
within the relevant standards/criteria of the EIAO-TM and the associated
Annexes.
The marine risk for the transit of LNG carriers to Black Point is in the As Low
As reasonably Practicable (ALARP) (1) region for some areas of the marine
transit of the LNG carrier but for all other aspects of the Black Point EIA
Report, the assessments and the residual impact have all been shown to be
acceptable within the relevant standards/criteria of the EIAO-TM and the
associated Annexes.
(1 ) Under Hong Kong EIAO-TM guidelines, there are three regions of risk categorisation: "Acceptable" requires no
further action; risk within "ALARP" should be mitigated to as low as reasonably practicable; and, "Unacceptable"
cannot be permitted.
33
4.3 ENVIRONMENTAL PERFORMANCE COMPARISON
A comparison of the environmental performance of the two options for a LNG

terminal in Hong Kong was conducted with reference to key engineering
design parameters and environmental impacts. The comparison is presented
below in Table 4.1.
34
Table 4.1 Summary of the Key Findings of the Environmental Performance Comparison – (site parameters are based on the preliminary indicative site
design and are approximate)
ISSUE SOUTH SOKO BLACK POINT
KEY ENVIRONMENTAL IMPACTS

• The result of the construction of the terminal at South Soko will • The result of the construction of the terminal at Black Point will be the
be the reduction in sea area by approximately 0.6 ha. reduction in sea area by approximately 16 ha.
WATER
• Maintenance dredging less than once every 10 years. • Maintenance dredging approximately once every 4 to 5 years.
• Need to dispose of 3.89 Mm3 of marine sediment. • Need to dispose of 3.15 Mm3 of marine sediment.
• Need to dispose of 179,000 m3 of excavation waste off site • 0 m3 of excavation waste (assuming all material accommodated within
WASTE assuming 1.30 Mm3 is used to rock armour the submarine gas the reclamation site)
pipeline.
• South Soko: permanent loss of approximately 0.2 ha of secondary • Permanent loss of approximately 4.2 ha of shrubland considered to be of
woodland, 2.8 ha of plantation, 7.3 ha of shrubland, 0.5 ha of moderate ecological value and 1.0 ha of disturbed area
abandoned wet agricultural land, 1.8 ha of grassland and 5.3 ha of • Although the terrestrial ecology at Black Point is mainly dominated by
disturbed area. The affected areas are considered to be generally moderate-low value shrubland/grass habitat typical of Hong Kong, it
low to moderate quality habitats. must be noted that the Project Area is relatively undisturbed with no
• Shek Pik: permanent loss of approximately 0.004 ha of plantation significant human alterations.
TERRESTRIAL
and 0.02 ha of developed area. The affected areas are considered
ECOLOGY
to be generally low/negligible quality habitats.
• Many of the habitats on South Soko Island are highly modified
and disturbed as a result of village developments up to the 1960s,
the construction of a Detention Centre in 1980s and its subsequent
demolition in the 1990s.
• Permanent loss of approximately 265 m of natural rocky • Permanent loss of approximately 600 m of natural rocky shore/intertidal
shore/natural subtidal habitat and approximately 35 m of sandy habitat which are of low ecological value. The residual impact is
shore which are of low to medium ecological value. The residual acceptable, as the loss will be compensated by the provision of approx. 1.1
impact is considered to be acceptable, as the loss of these habitats km of sloping rubble mound/rock or concrete armour seawalls.
MARINE ECOLOGY
will be compensated by the provision of 0.6 km of sloping rubble • Permanent loss of approximately 16 ha of subtidal soft bottom
mound/rock or concrete armour seawalls. assemblages within the reclamation sites. The residual impact is
• Permanent loss of approximately 0.6 ha of subtidal soft bottom acceptable as even though the size of habitat lost is relatively large it is of
assemblages and marine waters within the reclamation site. The relatively low ecological value.
35


residual impact is acceptable as the habitat is of medium to low • The identified residual impact is the permanent loss of approximately 16
ecological value and supports low sightings of marine mammals.. ha of marine waters including habitat that supports moderate sightings of
• Permanent loss of approximately 1.1 ha of coastal habitat as a marine mammals.
result of seawall modifications. The residual impact is acceptable • Maintenance dredging of specific areas of the approach channel and
as the habitat supports assemblages of low ecological value. turning basin is expected to be required once every 4 to 5 years.
• Maintenance dredging of specific areas of the approach channel Although impact to water quality is expected to be compliant with
and turning basin is expected to be required once every 10 years. current WQO standards, the works will result in relatively regular
Although impact to water quality is expected to be compliant with disturbance to the low ecological value habitat within the dredged areas.
current WQO standards, the works will result in occasional • No adverse residual ecological impacts have been identified. It must
disturbance to the low to moderate ecological value habitat within also be noted that the marine environment around Black Point has been
the dredged areas. subject to disturbance in the past as a result of the reclamation at BPPS
• Short term and temporary impacts from the installation of the and sand dredging.
submarine gas pipeline, watermain and power cable.
• No adverse residual ecological impacts have been identified.
The marine environment around the South Soko Island has been
subject to disturbance in the past as a result of the reclamations in
Sai Wan and Tung Wan. To the East of the South Soko island lies
the active South Cheung Chau Mid Disposal Ground and to the
West the now inactive but gazetted Sand Dredging and Mud
Disposal Area.
• Acceptable residual impact is loss of 0.6 ha of seabed used for • Residual impact is loss of 16 ha of fishing grounds. Considered
FISHERIES small-scale fishing operations. acceptable despite relatively large size as production values are low.
• Overall the residual impacts on the Landscape Resources would • There will be a residual impact on the Shrubland. However, the impacts
be slight. on the Landscape Resources will overall be slight-moderate.
• The principal visual change will be for those few viewers who • LNG terminal only visible from limited viewpoints, including visitors to
visit the surrounding area and particularly the ocean between the remote island of Lung Kwu Chau in the Marine Park and the transient
South and North Soko. passengers on ferry routes.
LANDSCAPE & VISUAL • Land based VSRs will experience negligible to moderate adverse • Visitors to Lung Kwu Chau may experience a moderate to significant
impacts. visual impact during clear days. However there are low user numbers to
• VSRs on South Soko and on waters around South Soko will this area. The users of the ferry routes may experience a moderate visual
experience significant adverse impacts. However, there are low impact.
visitors numbers in this area, and no residents, to experience this • Potential glare and lighting impacts will be low due to the distances
impact. between the site and viewers and careful lighting selection and
36


• Potential glare and lighting impacts will be low due to the placement.
distances between the site and careful lighting selection and • Residual impact on the landscape character of Black Point headland is
placement. overall considered to be slight.
• Overall there will be moderate residual impact on the landscape • Overall according to Annex 10 of the EIAO-TM the Landscape and Visual
character of the South Soko Island. impacts are considered to be acceptable with mitigation.
• Overall according to Annex 10 of the EIAO-TM the Landscape
and Visual impacts are considered to be acceptable with
mitigation.
• Direct loss of archaeological deposits areas Sites A to E. Given • Loss of two building structures at Terrace 1, a WWII cave at Terrace 2
the construction of underground utilities making in-situ and a stone structure at Terrace 3 of low cultural resource value.
preservation impossible, as a last resort, an archaeological action • The loss is considered acceptable provided that a photographic and
plan has been recommended which is a separate document cartographic recording is undertaken for the sites following AMO’s
containing the detailed rescue excavation plan, archaeological requirements.
watching brief plan and contingency plan to preserve impacted
archaeological deposits by record.
• Impact on the Tai A Chau Tin Hau Temple, 21 graves and the
CULTURAL HERITAGE associated tablet and 7 earthshrines is expected. These sites will
be relocated with the provision of photographic and cartographic
records to preserve them by record prior to their removal. An
archaeological survey will be undertaken at the suitable relocation
site for the Tai A Chau Tin Hau Temple to confirm if any
archaeological deposits will be impacted at the relocation site. If
archaeological deposits are identified, appropriate mitigation
measures will be implemented to mitigate the impact.
37

• The results of the Marine Quantitative Risk Assessment of the • The results of the Marine Quantitative Risk Assessment of the transit of
transit of the LNG carrier to South Soko indicated that individual the LNG carrier to Black Point indicated that individual risk is acceptable
and societal risk levels are acceptable as per the HKSARG risk and the societal risk is as low as reasonably practicable (ALARP) as set
guidelines presented in Annex 4 of the EIAO-TM. out in HKSARG risk guidelines presented in Annex 4 of the EIAO-TM.
• The results of the Terminal and Pipeline Quantitative Risk • The results of the Terminal Quantitative Risk Assessments of the LNG
Assessments of the LNG terminal at South Soko indicated that terminal at Black Point indicated that individual and societal risk levels
individual and societal risk levels comply with the HKSARG risk comply with the HKSARG risk guidelines presented in Annex 4 of the
guidelines presented in Annex 4 of the EIAO-TM. EIAO-TM.
• The location of the South Soko Island provides for very low
HAZARD TO LIFE numbers of surrounding land and marine-based populations with • Access to the Black Point site today requires marine transit through busy
exposure to both the terminal site and the marine transit. harbour traffic, and along densely populated areas, of:
- Western Hong Kong Island: Ap Lei Chau, Cyberport;

- Ma Wan Island and Tsing Ma Bridge;
- New Territories: Sham Tseng, Tsing Lung Tau, Gold Coast, Tuen
Mun.
38

LNG RECEIVING TERMINAL AND ASSOCIATED FACILITIES EXECUTIVE SUMM ARY
4.4 SITE PREFERENCE
CAPCO has identified a preference for the South Soko option for the
following reasons:
• South Soko will enable a replacement gas supply 12 to 18 months earlier

than the Black Point option;
• South Soko allows an earlier replacement of natural gas supply and can
provide flexibility for higher gas off-take depending on certainty of
remaining Yacheng gas availability which would result in CAPCO
burning less coal, and avoiding the associated emissions;
• South Soko enables CAPCO to meet the Hong Kong SAR Government’s
emission targets sooner than the Black Point option;
• South Soko requires less land reclamation, while its offshore pipeline to
Black Point results in only temporary environmental impacts of short
duration;
• The location of South Soko provides for very low numbers of surrounding
land and marine-based populations with exposure to both the terminal
and the marine transit and all aspects of the marine transit are acceptable
from a societal risk standpoint.
4.5 BENEFITS TO THE COMMUNITY THROUGH LNG TERMINAL DEVELOPMENT AT

SOUTH SOKO
CAPCO believes that siting the LNG terminal on South Soko Island provides
an opportunity to enhance the island's marine and terrestrial environments
for the benefit of the community and would support a Soko Islands and
Southwest Lantau Marine Park. By assisting government through the
provision of initial funding for education and research to support the
establishment of the Parks, CAPCO believes it can create the necessary
stimulus to bring this conservation area to fruition.
The enhancements envisaged are not intended to address or mitigate the

potential impacts of the LNG terminal on South Soko Island as such will be
addressed through specific construction practices, mitigation measures and
monitoring programs. Rather, the enhancements envisaged are similar to
recent local and overseas experience whereby industrial facilitates and
conservation areas co-exist within the same area 1,2.
With input from a range of stakeholders including Government, NGOs, local

community groups and fishing interests, CAPCO proposes that an
Enhancement Plan be developed. This Plan will contain various components
as described below and draw on local marine conservation programmes
enhanced by overseas experience in the establishment of marine parks and
conservation areas. In this regard, CAPCO has commissioned detailed and
39
extensive marine studies as part of its EIA process, obtaining expert views
from well known and highly respected specialists in marine conservation.
CAPCO will provide access to those studies as part of any Enhancement Plan.
CAPCO has identified the following key possible enhancements through its
discussions with stakeholders and experts:
• Marine Conservation: CAPCO understands that the waters around the

Soko Islands and Southwest Lantau have the potential to be zoned for the
purposes of marine conservation. As discussed in the introduction to
this section, CAPCO is prepared, as a stakeholder, to assist government in
funding a portion of the initial cost of establishing such a marine
conservation area. CAPCO envisages supporting the Authority to
consider and decide on the optimal size of and the objectives for the
marine conservation area. During and after construction of the LNG
terminal, CAPCO will carry out line transect surveys of dolphins and
finless porpoises and acoustic studies surveys as part of census and
behavioural investigations. These surveys and investigations will assist
in ongoing marine conservation efforts and information gathering in
respect of these mammals. CAPCO will also undertake studies into the
population biology of amphioxus. These surveys will follow accepted
protocols for pre, during and post construction phases of the project.
The aforementioned behavioural and biological studies would form part
of CAPCO’s scientific support for the marine park programme.
• Rehabilitation of Marine Environments: CAPCO’s experts have

advised that artificial reefs could be deployed in the area to the west of
the North Soko Island formerly used as a sand dredging and marine
borrow area, to aid its rehabilitation and encourage fisheries production.
CAPCO would fund a study to confirm the suitability of the artificial reef
programme and, subject to the results of this study, provide assistance in
funding the establishment of the artificial reef proposal.
• Cultural Heritage: A portion of the South Soko Island is known to be of

archaeological interest. As part of the LNG terminal project, CAPCO
will conduct a rescue excavation and watching brief at the impacted
archaeological deposit areas prior and during the construction stage
respectively. CAPCO suggests that as part of any Enhancement Plan, it
assists AMO in placing these artefacts on public display at a suitable
location.
• Public Access: In order to maintain and improve access for grave

visitation, and for fishermen and recreational users of South Soko Island,
CAPCO will provide a new public pier and will support programs to
maintain the public areas and amenities in a clean and tidy condition.
The LNG facility will also bring potable water to South Soko.
• Education: CAPCO is willing to potentially support education efforts

focusing on cultural heritage, marine and terrestrial ecology conservation
40
at and around the Soko Islands. Such efforts could include the
production of educational materials that relate to the marine conservation
areas of Fan Lau and Soko Islands as well as the benefits of clean energy.
• Recreation: Recreational use of the Island will be enhanced by the

provision of improved public access with the incorporation of rest areas,
view points, and bird watching areas near the existing freshwater
reservoir.
Figure 4.1 illustrates some of the key attributes of an indicative Enhancement

Plan at South Soko Island and Southwest Lantau.
CAPCO is committed to working with the Country Marine Parks Authority,

other relevant Government departments and other stakeholders to formulate
and then agree, after the EIA process has been completed, on the most
appropriate means, funding and time of implementation of an Enhancement
Plan for South Soko Island and Southwest Lantau.
(1) AAHK's Aviation Fuel Receiving Facility located in the Lung Kwu Chau and Sha Chau Marine Park,
HK
(2) Dominion Cove Point Liquid Natural Gas, LP's LNG terminal operated within the Cove Point Natural
Heritage Trust, Chesapeake Bay, Maryland, USA
4.6 OVERALL CONCLUSION
This Environmental Impact Assessment has critically assessed the overall

acceptability of the environmental impacts likely to arise as a result of the
construction and operation of the proposed LNG terminal in Hong Kong.
The EIA has demonstrated the acceptability of any residual impacts from a
South Soko LNG Terminal Project and the protection of the population and
environmentally sensitive resources. Where appropriate, EM&A
mechanisms have been recommended to verify the accuracy of the EIA
predictions to ensure the effectiveness of the recommended mitigation
measures.
This environmental assessment report has been prepared in full compliance with the
requirements of the Study Brief and the EIAO Technical Memorandum. The overall
conclusion of the EIA report is that there is a clear need for a LNG terminal located in
Hong Kong and that, of all the potential alternatives examined, South Soko is the
preferred option. In accordance with the EIAO, CAPCO considers that this EIA
provides a suitable basis for the Director of Environmental Protection to consider
granting the Environmental Permit to allow the construction and operation of this
project at the South Soko Island site.
41
South West
Marine Park
Lantau
at Fan Lau
Marine Park
Rehabilitation - Marine Systems
North
Soko
Soko Islands Possible artificial reefs to enhance fish

abundance and diversity
Marine Park
Marine Conservation Biodiversity

Explore designation as a
Marine Park utilising data
collected during the EIA to
re-define boundaries
considering operational South
requirements and marine
conservation objectives
Soko Line transect surveys and behavioural
investigations for marine mammals
Legend Landscape Architecture

Natural Heritage Existing Reservoir
SOUTH SOKO
& Urban Design
Pier & Relocated
Tin Hau Temple Displays 21 / F Lincoln House
979 Kings Road
Previously Proposed Taikoo Place
Heritage
Trail
Eco Trail Marine Park Fig 4.1 Indicative Island East, Hong Kong
Project No. 0018180
Enhancement Plan 1 of 2 June 2006

ENVIRONMENTAL RESOURCES MANAGEMENT LTD
Public Access Cultural Heritage - Display
South
Existing Pier Potential Pier
Soko
Image from ‘Quarterly Bulletin of the Antiquities and
Monuments Office, Vol 4 No. 2’
Access will be maintained through a
replacement to the existing pier Establish a display of recovered artefacts
Education Recreation
Legend
Pier & Relocated Natural Heritage Existing Reservoir
Tin Hau Temple Displays
Provide facilities to support education Heritage Eco Trail
efforts on marine and terrestrial ecology Trail Opportunities for outdoor recreation
and cultural heritage features of Island
Landscape Architecture
SOUTH SOKO
& Urban Design
21 / F Lincoln House
979 Kings Road
Taikoo Place
Fig 4.1 Indicative Island East, Hong Kong
Project No. 0018180
Enhancement Plan 2 of 2 June 2006

ENVIRONMENTAL RESOURCES MANAGEMENT LTD

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Liquefied Natural Gas (LNG) Receiving

Terminal and Associated Facilities

Environmental Resources Management

ENVIRONMENTAL IMPACT ASSESSMENT ORDINANCE (CAP. 499),

PROJECT TITLE: LIQUEFIED NATURAL GAS (LNG) RECEIVING

NAME OF APPLICANT: CASTLE PEAK POWER COMPANY LIMITED

2 SOUTH SOKO EIA 15

2.1 PROJECT DESCRIPTION 15

3 BLACK POINT EIA 25

3.1 PROJECT DESCRIPTION 25

4 CONCLUSIONS AND SITE PREFERENCE 33

4.1 BENEFITS OF THE PROJECT 33

CAPCO then undertook an Environmental Impact Assessment of both sites,

1.2 PURPOSE AND NATURE OF THE PROJECT

1.3 PURPOSE AND SCOPE OF THIS EIA

• Construction of a storage facility for LNG with a storage capacity of more

For the South Soko Island option only:

• Installation of a submarine gas pipeline connecting the proposed LNG

• Dredging operation for the installation of a submarine power cable

• Potential dredging operation for the installation of a submarine water

For the Black Point option only:

• Reclamation works (including associated dredging works) of more than 5

• the overall acceptability of any adverse environmental consequences that

• the acceptability of residual environmental impacts after the proposed

1.4 WHAT IS LNG?

LNG is produced by cooling natural gas to -162 °C (-260 °F) through a

1.5 THE NEED FOR A LNG RECEIVING TERMINAL IN HONG KONG

Fuel diversity has enabled air emissions reductions to be achieved while

There are a number of benefits to utilising natural gas as a fuel in power

• Environmental Benefits: Natural gas is one of the cleanest and most

The Government’s environmental policy includes the control of emissions

1.5.2 The Need for a New Gas Supply

Extensive technical studies carried out by consultants substantiate that the

Under such circumstances, Hong Kong consumers could be exposed to supply

1. Certainty of timely availability: Given the depletion of the Yacheng

2. Supply security for Hong Kong: Gas is a vital part of CAPCO/CLP’s

a. priority for CAPCO ’s gas requirements,

b. diversification of supply; and

c. gas supply chain managed by companies with proven track records

3. Adequate volume and flexibility: CAPCO’s LNG requirement for its

a. meet gas demand growth in future years as a result of Government’s

b. provide the flexibility for CAPCO to meet seasonal demand patterns

c. enable a smooth transition from Yacheng gas.

4. Competitive supply: CAPCO is competing with numerous other buyers

5. High environmental and safety standards: CAPCO is committed to

1.6 REPLACEMENT GAS SUPPLY ALTERNATIVES

Given the importance of the availability of replacement gas to Hong Kong,

3. Import NG via a proposed LNG terminal in mainland China: Recently,

For example, the Guangdong Dapeng LNG (GDLNG) terminal took

Of even greater importance, LNG supply cannot be secured without a

5. No action or defer decision: As noted previously with BPPS providing

There must be a degree of certainty to the arrival of a replacement gas supply

1.6.1 Summary Comparison of Alternatives Against Hong Kong’s Requirements

HK’s Gas Pipeline Gas from Nearby

Table 1 – Summary Comparison of Alternatives Against Hong Kong’s Requirements

1.7 CONSIDERATION OF ALTERNATIVE SITE LOCATIONS

CAPCO conducted a preliminary evaluation of the options for a LNG

1.8 WHAT IS REQUIRED TO BRING LNG TO HONG KONG

1.8.1 The LNG Supply Chain Requires Long Term Planning