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Chapter 12 : Miscellaneous Planning Standards and Guidelines
2. Underground Rock Cavern Development 2.1 Rock Cavern Development Opportunities 2.2 Possible Uses in Rock Caverns 2.3 Planning Process for Rock Cavern Development 3. Petrol Filling Stations (PFS) 3.1 Use 3.2 Location 3.3 Road Safety Considerations for Siting 3.4 Layout of PFS 3.5 Environmental and Fire Safety Considerations 3.6 Visual Consideration 3.7 Special Requirements Relevant to LPG Filling Stations or PFS with LPG Filling Facilities 3.8 Special Requirements Relevant to PFS within Buildings 3.9 The Question of Need 4. Potentially Hazardous Installations 4.1 Definition of Potentially Hazardous Installations 4.2 Threshold Quantities for Existing PHIs in Hong Kong 4.3 Risk Management 4.4 The Risk Guidelines 4.5 The Undertaking of Hazard Assessments, Planning Studies and Action Plans for Existing and Proposed PHIs Hazard Assessment (HA) 4.6 Land Use Planning and Control in the Vicinity of Existing PHIs 4.7 Processing Applications for New PHIs 4.8 Interim Planning Guidelines for Dealing with Applications for Developments in the Vicinity of PHIs before Completion of Hazard Assessments and Planning Studies 4.9 Protection of Future PHI Sites 5.1 Use 5.2 Accommodation 5.3 Locational Requirements 5.4 Planning Guidelines for VRWs 5.5 General Design Parameters for VRWs in Purpose-Designed Buildings or on the Lower Floors of Industrial Buildings 6. Port Back-up and Open Storage Uses 6.1 Introduction 6.2 Definition of Port Back-up and Open Storage under the Guidelines 6.3 Need for Greater Control 6.4 Future Demand for Storage Use 6.5 Broad Area Policy Guidelines 6.6 Broad Locational Principles 6.7 General Locational Guidelines for Specific Uses 6.8 Site Planning Standards and Guidelines 6.9 Transport Aspects 6.10 Environmental Planning Aspects 7. Use of Land Beneath Flyovers and Footbridges 7.1 General Consideration 7.2 List of Uses beneath Flyovers and Footbridges 7.3 Identification of Land Uses beneath New Major Flyovers and Footbridges Annex 1 Role of Government Departments Dealing with PHIs Annex 2 Description of Open Storage and Port Back-up Uses and General Impacts Annex 3 Acceptable Uses, Conditionally Acceptable Uses and Unacceptable Uses
December 2007 Edition
1.1 The purpose of this chapter is to provide planning standards and guidelines for those land uses or facilities which do not fall within the purview of other chapters. These facilities and land uses are not at present related to each other. However, some of them may be expanded or combined in future to form new chapters of their own. As such, this chapter may be expanded or curtailed to suit new requirements.
2.1 Rock Cavern Development Opportunities 2.1.1 Underground rock cavern developments refer to developments inside large man-made underground spaces in rock. Hong Kong's geological conditions offer excellent opportunities for this type of development. The igneous rocks which underlie much of the metropolitan area and the New Territories are excellent excavation media below the weathered mantle and are ideal for forming man-made caverns. Caverns are designed on the principle of utilizing the strength of the rock mass to form the roof arch and sidewalls. Detailed guidance on site investigation, design and construction of caverns would be given in Geoguide 4 - Guide to Cavern Engineering. 2.1.2 Although most cavern developments incur higher capital costs than similar developments above-ground, the use of cavern space in highly developed and overcrowded areas of Hong Kong can be an economic proposition under certain circumstances. Examples of such cases are given in the detailed reports of the Study of the Potential Use of Underground Space (SPUN). 2.1.3 Underground cavern developments can also be an attractive alternative development form, in terms of potentially significant environmental benefits. These benefits include the potential to mitigate adverse environmental impacts associated with conventional surface developments of certain polluting uses and the provision of a very stable environment, which can achieve savings in running costs. 2.2 Possible Uses in Rock Caverns 2.2.1 Table 1 shows the possible uses of rock caverns suggested by the SPUN study consultants and recommended by the inter-departmental Working Group on Underground Rock Cavern Developments. The table is not exhaustive and should be used for general guidance only. Each application has to be considered on its own merits. 2.2.2 It must be recognised that changes in technology may help prevent or alleviate problems associated with the intended underground development. The suitability of each case should therefore be assessed on the basis of a pre-feasibility study and planning study described below.
2.3 Planning Process for Rock Cavern Development 2.3.1 The planning process for handling rock cavern development is illustrated in the flow chart at Figure 1. It indicates the role of the Planning Department (Plan D), the Geotechnical Engineering Office (GEO) of the Civil Engineering and Development Department (CEDD), the Lands Department (LD) and other relevant departments/agencies in the planning and development of underground rock caverns. Site Identification 2.3.2 In the formulation of the sub-regional planning strategies and preparation of district town plans, PlanD shall refer the relevant public project proposals (particularly those already included in the Public Works Programme) to GEO for consideration. Relevant projects are those which, by their nature, are potentially suitable for rock cavern development as suggested in Table 1. GEO will then advise PlanD as to the opportunities for cavern development for these projects. Other sectoral planning studies may also identify potentially suitable cavern sites to meet their objectives or requirements. Site identification is through systematic geological mapping by the GEO or other study agents, who should work closely with the PlanD and the project departments to establish the potential for cavern development for the intended uses. Pre-feasibility and Planning Studies 2.3.3 The purpose of conducting pre-feasibility and planning studies is to provide basic technical and planning information about the sites and an estimate of capital costs of development. The pre-feasibility studies will be carried out by the GEO and the planning studies co-ordinated by the Plan D. Such studies will safeguard against wastage of manpower and resources at the project planning stage. 2.3.4 Pre-feasibility studies are the initial appraisal of the geotechnical and engineering aspects of the cavern site for the proposed use. The study should produce preliminary design of cavern accommodation and an estimation of rock excavation and support costs. 2.3.5 The purpose of planning studies is to assess the viability and development parameters for the scheme which include :
Planning Procedure 2.3.6 Once the viability of a cavern development has been ascertained, site reservation can be made on the relevant Outline Development Plans/Layout Plans and Outline Zoning Plans in accordance with the normal planning procedures. Suitable zonings should be annotated on these plans to indicate the above-ground and underground development intentions as there may be different developments occupying the same site. At this stage, only the approximate boundaries of the underground rock cavern sites can be annotated. Project Planning 2.3.7 Project planning for public sector works usually starts when the proposed development has been upgraded to Cat. B of the Public Works Programme. At this stage, detailed geotechnical investigation is required. For government projects, the user department or its works agent will proceed with detailed studies in accordance with the planning requirements previously identified and the project requirements. Detailed guidance on investigation and design of cavern developments would be given in Geoguide 4 - Guide to Cavern Engineering and the Code of Practice on Fire Engineering for Caverns. Both documents are under preparation. Relevant issues to be considered include :
For private projects, a planning brief will be prepared by the Plan D to list the development parameters and the above technical requirements. The planning brief will be used as the basis for drawing up the lease conditions. Land Disposal 2.3.8 The disposal of land for underground cavern development will follow current procedures either as a land allocation for public projects or a land sale/grant for private projects. Land sold/granted for private cavern projects would be counted towards the annual land sale quota. 2.3.9 Due to the complexity of space which cavern developments usually incur, there are practical difficulties in defining plot ratio and site coverage. The development content and relevant control on the cubic content of the development should ideally be specified in the form of a three dimensional development 'envelope' on the lease/engineering conditions. This 'envelope' should be developed in consultation with the GEO and should define an inner space within which cavern construction is permitted, and an outer surrounding space (for maintenance of cavern support) within which excavations or other works should not be permitted apart from access tunnels, drainage adits, and ventilation shafts. Relevant departments should be consulted on the maintenance requirements of the proposed development for incorporation in the engineering/lease conditions. Project Implementation 2.3.10 All private cavern projects should follow the normal works approval procedures as surface developments. Relevant submissions and approvals are to be co-ordinated by the Building Authority in consultation with other departments. Caverns or any underground space adopted or constructed for occupation for any purpose, including associated access tunnels and access shafts, are considered to be buildings under Section 2(1) of the Buildings Ordinance. For public projects, the works agent would be required to comply with the Engineering Conditions for the land allocation. 2.3.11 To secure the operation and structural safety of the rock cavern development, a protection zone covering an area surrounding the development would be defined by the private developer or Government's works agent following detailed design and construction of the cavern. The GEO should be consulted on the proposed extent of the protection zone. The protection zone would be annotated on the ODP/LP and relevant departments, in particular GEO and BOO, should be consulted for any future development proposals traversing this zone.
3.1 Use 3.1.1 The principal function of PFS is to provide fuelling facilities as well as air and water for motor vehicles. In general and unless as otherwise specified, vehicular fuels may mean petrol, diesel, oil, and liquefied petroleum gas (LPG). Except as otherwise specified, PFS in this chapter generally refers to conventional petrol filling station, petrol cum liquefied petroleum gas filling station and liquefied petroleum gas filling station. 3.1.2 In addition to fuelling facilities, servicing such as lubricating and cleansing may be undertaken in approved locations. 3.1.3 Some PFS also provide toilet facilities and retail sale compatible with and related to the operation of the station. 3.2 Location 3.2.1 Functionally, PFS should be located where they are readily accessible to vehicles to avoid motorists having to make unnecessary circuitous detours for the purpose of refuelling. 3.2.2 PFS fall into two loosely definable categories : those catering for the needs of through traffic and those serving on a local basis such as residential, commercial or industrial areas. For the former category, the fringe of built-up areas would be a suitable place where PFS are to be located to serve through traffic. Sites near the junctions of major roads also provide special accessibility and visibility. For the latter category, consideration should be given to reserve PFS sites at convenient locations not causing nuisance or unacceptable risk to adjacent users. They should be easily reached by vehicles without passing through local streets in high density commercial and/or residential areas. 3.3 Road Safety Considerations for Siting 3.3.1 Generally, PFS that are located on Expressways, Trunk Roads, Primary Distributor Roads or Rural Roads A should be at specially selected sites with well designed ingress and egress slip roads. On Expressways they should preferably form part of a service area, as indicated in Chapter 6, Volume 2, Transport Planning and Design Manual. On Trunk, Primary and Rural Roads A, the intervals should not be less than 5 km. 3.3.2 On single carriageway roads lower in the hierarchy, if stations are to be provided on either side of the road, they should not be located directly opposite each other, but should be staggered within visible distance of one another but not less than 100m apart, with the left hand station seen first. Where stations are located on the same side of the road, they should be spaced at least 300m apart unless they are contiguous with a common entrance and exit. On dual carriageway roads, stations may be sited opposite to one another. 3.3.3 On Expressways, PFS would be at least 2 km from any intersection. On Trunk Roads, Primary Distributor Roads and Rural Roads A, PFS should not be sited within 100m of any bends, vertical curve or road junction. In other words, a minimum sight distance of 100m should be provided on the approaches to PFS entrances and exits. For roads lower in the hierarchy, this distance should be 50m. 3.3.4 On the whole, PFS should be sited in such a way as to avoid unnecessary back tracking. The function of the road, the volume and speed of traffic on the particular stretch of road, visibility and other relevant factors should be taken into consideration in selecting PFS sites. 3.3.5 The Transport Department and the Hong Kong Police Force (Traffic Hqs) should be consulted on every case with regard to the traffic and road safety considerations as there may be circumstances which warrant a more flexible application of the above guidelines. 3.4 Layout of PFS Site Dimensions 3.4.1 The site dimensions of new PFS are as follows :
Note : * Including footway. # Not necessarily required for an existing PFS which is retrofitted with LPG filling facilities. 3.4.2 Where container vehicle patronage is anticipated, the minimum frontage and depth of site are 40m and 15m respectively. There should be a minimum width of 3m for the footway and 8.5m for the access, with a barrier between the PFS and the carriageway. Where circumstance permits, the depth of the site should be greater than 15m taking into account the greater space required for manoeuvre of the container vehicles and greater width of footway separation. Ingress and Egress 3.4.3 Whether in a built-up area or countryside, a PFS should be able to serve its customers clear of the highway and its ingress and egress should be designed to give good visibility. 3.4.4 In general, only one ingress and one egress are normally permitted and PFS shall be designed for one-way operation to avoid vehicles having to reverse and to discourage vehicles taking short-cuts by entering via the egress point and leaving via the ingress point. 3.4.5 However, where there are two or more road frontages and the PFS is sandwiched between two roads, an additional entrance or exit may be permitted if it would improve internal circulation and would neither disrupt traffic circulation on the roads fronting the site nor adversely affect evacuation of vehicles in emergency. Filling Point 3.4.6 The filling points should be located to enhance internal circulation and avoid vehicle queue formation onto the adjacent roads. In addition, the station should be designed with the dispensers sited as near the exit as possible in order to ensure that vehicles will not stand on the carriageway while waiting to be refuelled. Waiting Spaces 3.4.7 Adequate vehicle spaces should be provided within the station to avoid vehicles queuing along the public road. Within the site, one vehicle space should be provided adjacent to each metered filling point. Additionally, a minimum of four waiting spaces should be provided between the entrance and the filling points to hold vehicles awaiting refueling. 3.4.8 Where general lubrication and other servicing facilities are also available, four additional spaces should be provided for each service bay. Those spaces should not obstruct the refueling vehicles. 3.4.9 Consideration shall also be given to provide an additional space between each air-pumping point. 3.5 Environmental and Fire Safety Considerations 3.5.1 For PFS within built up areas, they should preferably be located in relatively open areas and not surrounded by developments. Where such requirement cannot be met, it is desirable that the surrounding buildings of the PFS are only low-rise. 3.5.2 The siting of PFS should take into account the potential noise impact on the adjacent sensitive receivers due to the operation of the PFS and vehicle movements in and out of the PFS, particularly during night hours. In this respect, the locations of the ingress/egress need to be carefully considered to avoid noise disturbances. 3.5.3 Where PFS are located near noise sensitive uses, all noise generating facilities of the PFS should be so arranged to minimise direct noise impact. Any noise impact should be mitigated with appropriate measures to satisfy the noise standards stipulated in Table 4.1 of Chapter 9 (Environment) of the HKPSG. 3.5.4 Restriction on operation hours of stations may also be required to minimize possible nuisance to noise sensitive uses. For definition of noise sensitive uses, Appendix 4.1 to Chapter 9 of the HKPSG should be referred to. 3.5.5 Adequate space should be made available within the PFS for tanks, vent pipes, tank filling points, tank vehicle off-loading stands, pumps and dispensers and buildings, to be placed to meet operational, safety and environmental considerations. The outlets of fuel tanks vent pipes should be suitably located to avoid nuisance to air sensitive uses. 3.5.6 Facilities for carwashing, petrol filling and maintenance activities should be covered as far as possible. All car servicing bays and lubrication bays should be covered. Such covering structure should not affect air circulation of the PFS. 3.5.7 Adequate petrol-intercepting facilities should be installed and maintained to intercept any waste water/grease/debris generated from the station prior to connection to any storm drain or sewer. 3.5.8 Drainage for covered area should be connected to foul sewer via petrol interceptor while that for open area should be connected to stormwater drain via petrol interceptor with stormwater bypass. Wastewater from other sources should be connected to foul sewer direct. Rainwater collected from roofs and canopies should be connected to stormwater drain direct. The surface drainage for covered area and open area should be separated by 150mm raised kerb or bump. 3.5.9 For small PFS with two to three islands for filling (or four to six dispensers) and isolated canopies occupying less than two-third of the total area, all surface drainage can be connected to the storm drains via a petrol interceptor. 3.5.10 If sewer connection is not available, appropriate wastewater treatment facility must be installed to receive effluents from the petrol-interceptor. 3.5.11 Chemical wastes produced should be handled properly. Under the Waste Disposal Ordinance (Cap. 354), the producer has to arrange for proper storage and disposal of the chemical wastes at licensed facilities and to engage a licensed collector to remove and transport the waste. Adequate vehicle access and headroom should be provided to allow clearance of chemical wastes from petrol interceptors. For those stations providing lubricating oil replacement services or other services generating chemical wastes, storage area should be provided for subsequent chemical waste collection and disposal. No drainage should be provided to the chemical waste storage area. 3.5.12 Fire hydrant should be provided within 100m from the PFS. Advices from FSD and WSD should be sought if the proposed PFS sites are located beyond 100m from existing fire hydrants. 3.5.13 The development of PFS without LPG filling facilities is governed under the Dangerous Goods Ordinance (Cap. 295) as well as other relevant ordinances. In granting a licence under Cap. 295, both the "off-site" and "on-site" risks of PFS have to be fully addressed. "Off-site" risk means the potential fire risk posed to life and neighbouring property in the event of a fire at the PFS whereas "on-site" risk refers to the potential fire risk associated with the operation, layout and facilities thereat. 3.5.14 Safety distances for all fuelling facilities in the station are in conformity with the requirements stipulated in the "Guidance for the Design, Construction, Modification and Maintenance of Petrol Filling Stations" published jointly by The Association for Petroleum and Explosives Administration and the Institute of Petroleum; 3.5.15 Other fire safety requirements may be imposed by relevant authorities to mitigate the "off-site" and "on-site" risks of PFS. 3.6 Visual Consideration 3.6.1 The design of PFS should not degrade the visual character and the quality of the locality. 3.6.2 Landscape treatment such as amenity stripes, boundary walls, buffer distance from adjacent developments, the design of the signposts, canopies, etc. can help to improve the appearance of PFS. Landscaping should be incorporated into the design of PFS as far as possible. 3.7 Special Requirements Relevant to LPG Filling Stations or PFS with LPG Filling Facilities 3.7.1 LPG filling station/facilities is classified as a notifiable gas installation under the Gas Safety Ordinance, Cap. 51, where a Quantitative Risk Assessment Report will be required to ascertain that the risk level posed by the station would be acceptable in accordance with the Government Risk Guidelines referred to in Chapter 12, Section 4.4. In general, they are subject to more stringent requirements than PFS without LPG filling facilities. While the suitability for incorporation of LPG filling facilities in PFS and the separation distances from land uses shall be subject to Quantitative Risk Assessment, as a general rule, the following separation distances should apply :
3.7.2 According to the gas safety requirements, the vent pipes of pressure relief valves for underground LPG storage tanks of an LPG filling station shall not be obstructed by any obstacles. Moreover, the discharge outlets of the vent pipes shall be at least 4.5m from any openings of a building or any non-flameproof electrical equipment. 3.8 Special Requirements Relevant to PFS within Buildings 3.8.1 LPG filling station or LPG cum petrol filling station should be a free-standing development. It is not acceptable to put any part of the station within buildings from both gas safety and risk points of view. 3.8.2 For PFS without LPG filling facilities, the off-site risk mentioned in para. 3.5.13 for that particular station would initially determine its feasibility for incorporation within a building. Such off-site risk is considered unacceptable when population in the neighbourhood are exposed to danger of serious fire risks which cannot be mitigated by means of fire separation and/or dedicated fire protection system. As such, they should not be located in residential buildings, mixed commercial and residential buildings or basements of all types of buildings. 3.8.3 Siting of PFS without LPG filling facilities within buildings should be avoided as far as possible from environmental point of view. If they have to be located within buildings, they need to be located in areas of adequate air circulation to avoid accumulation of aerial emissions. 3.8.4 The ground floors of car park, industrial or commercial buildings may be used for PFS without LPG filling facilities provided that:-
3.8.5 Some traffic guidelines should also be observed if the ground floors of carpark, industrial or commercial buildings are used for PFS :-
3.9 The Question of Need 3.9.1 The need for PFS cannot be realistically quantified. Site reservation depends on the anticipated growth of the area and volume of traffic. In site reservation in new development areas, concerned departments would be consulted to ascertain the anticipated demand of such facility. 3.9.2 In assessing planning applications for PFS, all relevant factors including land use compatibility, traffic, environmental and fire safety would be taken into consideration and each case would be assessed on its individual merits. Should the application be considered acceptable, approval conditions may be imposed to ensure that the proposed facility could meet the various requirements. It must be emphasized that the absence of petrol of a particular brand does not constitute a need for additional PFS.
4.1 Definition of Potentially Hazardous Installations A Potentially Hazardous Installation (PHI) is an installation which stores hazardous materials in quantities equal to or greater than a specified threshold quantity, which varies with different substances. The threshold quantity generally follows the specification in the UK Notification of Installations Handling Hazardous Substances Regulations 1982. Some of the threshold quantities have been suitably amended in the light of local conditions. In addition, all explosives factories and Government explosives depots are classified as PHIs. 4.2 Threshold Quantities for Existing PHIs in Hong Kong 4.2.1 The threshold quantities for the more common types are as follows :-
4.3 Risk Management 4.3.1 The Government's policy is to minimize the potential risks associated with a PHI to internationally acceptable levels by controlling the siting of PHIs and the land use in the vicinity, and by requiring the installation to be constructed and operated to specified standards. The Coordinating Committee on Land-use Planning and Control relating to Potentially Hazardous Installations (CCPHI) was established in December 1986 to coordinate Government actions in relation to PHIs in Hong Kong. Information on the list and location of PHIs, which is regularly updated by CCPHI, is contained in a separate pamphlet and will be made available upon request. 4.3.2 For every PHI, a Consultation Zone (CZ) should be delineated within which proposed development will be referred to CCPHI for consultation. The extent and size of the CZ is determined with regard to local variation in topography, the types of PHI and their storage capacities. For explosives factories and depots, in addition to the CZ, a Safety Zone (SZ) should be determined in accordance with the current British Table of Safety Distances (Explosives Acts 1875 and 1923). 4.3.3 Within the CZ of PHIs, planning restrictions may need to be imposed on future developments. Proposals for development that will result in an increase in the number of persons living or working in the CZ have to be submitted to CCPHI for consideration. Sizable developments are normally not approved. 4.3.4 Within the SZ for explosives depots, no inhabited buildings or congregation of people will be allowed. The size of the zone will depend upon the quantity of explosives stored. 4.3.5 Development proposals in the CZ will be assessed against the Government risk guidelines (section 4.4) to ensure that risks to the public are confined to within acceptable limits. Where the risk guidelines cannot be met, for existing PHIs, CCPHI will consider the necessary risk mitigation measures to bring the risk level down. Details of the risk guidelines, the undertaking of hazard assessments, planning studies and action plans are given in sections 4.4 and 4.5. 4.4 The Risk Guidelines 4.4.1 A set of Risk Guidelines (RG) has been adopted by CCPHI to assess the off-site risk levels of PHIs. These guidelines are expressed in terms of individual and societal risks. 4.4.2 Individual risk is the predicted increase in the chance of death per year to an individual who lives or works near to a PHI. As individual risk varies with location, it is often shown on a map of the area surrounding a PHI as contours of equal risk which decrease according to distance from the PHI (Figure 2). Furthermore, when utilizing risk contours, the estimated duration of exposure of a person to the PHI should also be taken into consideration to determine the individual risk for comparison with the RG. The CCPHI individual RG requires that the maximum level of off-site individual risk associated with PHIs should not exceed 1 in 100 000 per year i.e. 1 x 10-5/year. To put this in perspective, the average annual risk of dying in a traffic accident is about 1 in 10 000. 4.4.3 Societal risk expresses the risks to the whole population living near a PHI. The societal RG is presented graphically in Figure 3. The acceptability of societal risk is judged against the frequency and number of deaths of potential incidents at the PHI. The societal RG is expressed in terms of lines plotting the frequency (F) of N or more deaths in the population from incidents at the PHI. Two FN risk lines are used in the societal RG to determine 'acceptable' or 'unacceptable' societal risks. In order to avoid major disasters resulting in more than 1000 deaths, there is a vertical cut-off line at the 1000 fatality level extending down to a frequency of 1 in a billion years. An intermediate region is also incorporated in the societal RG in which the acceptability of societal risk is borderline and should be reduced to a level which is "as low as reasonably practicable" (ALARP). It seeks to ensure that all practicable and cost-effective measures which can reduce risks will be considered. 4.5 The Undertaking of Hazard Assessments, Planning Studies and Action Plans for Existing and Proposed PHIs Hazard Assessment (HA) 4.5.1 A HA is a technical study on the level of off-site individual and societal risks associated with a particular PHI. It is undertaken by suitably experienced specialists taking into account elements like the nature of the hazardous substances (such as their inflammability or toxicity) and the likely failure events (such as explosion and drifting of gas upon leakage). The HA will identify potential incidents at the PHI and calculate the frequency and consequences of each incident. The HA study will produce calculations of individual risk and societal risk for comparison against the RG. The HA will assess the risks posed by the PHI on the present and future population in its vicinity, and to determine what actions can be taken to reduce such risks. 4.5.2 For Government installations, the undertaking of HA will be steered by a Working Group to be chaired by the commissioning department. For PHIs which are owned and operated by private companies, the HA will normally be undertaken by the private PHI operator in consultation with the Government (see Annex 1). The concerned department will assume a supervising role for the undertaking of HA. Planning Study (PS) 4.5.3 A PS examines the present and future land use and development proposals in the neighbourhood of each PHI and advises on the necessary planning considerations and development control within the CZ of the PHI. 4.5.4 PS are to be undertaken by District Planning Offices (DPOs) concurrently with the HA. In the course of preparing the HA and PS, all present and future land uses and development options should be considered, and the relevant departments consulted. Recommendations should be made on how to ensure that the existing and future developments can be protected from being exposed to unacceptable risk caused by the respective PHI. These recommendations will be included in an Action Plan. EMSD and EPD should give technical advice in respect of the extent of hazard created by the PHI. DPOs should provide EMSD and EPD with detailed information on land use, buildings and population level within the CZ. Action Plan (AP) 4.5.5 After the completion of the HA and the PS, an AP should be drawn up by the relevant DPO, setting out the actions required to bring the risk to a level which is as low as reasonably practicable. It sets out various measures, within the existing administrative and statutory framework, to implement the recommendations of the HA and PS. Possible actions may include, for example, reduced inventory level of hazardous substances at the PHI, physical and operational improvements to the installation, special planning and development control, and other immediate administrative and emergency measures. 4.5.6 DPOs should submit draft APs for the approval of CCPHI. DPOs should also incorporate relevant recommendations into the respective departmental plans and statutory outline zoning plans. Role of Government Departments Dealing with PHIs 4.5.7 The current division of responsibilities among Government departments dealing with PHIs is given in Annex 1. The HA, PS and AP, when completed, will be submitted to CCPHI for consideration and endorsement. 4.6 Land Use Planning and Control in the Vicinity of Existing PHIs 4.6.1 The HA, PS and AP for a PHI will form the basis for land use planning and development control within the CZ. Depending on the findings and recommendations of the HA, the following are possible measures which may be taken to reduce risk or contain risk at its present level :-
4.7 Processing Applications for New PHIs 4.7.1 The Government department which receives an application for establishing a PHI for Liquefied Petroleum Gas, Liquefied Natural Gas, Substitute Natural Gas or Town Gas should notify the Electrical and Mechanical Services Department (EMSD) or the Environmental Protection Department (EPD) for all other non fuel gas PHIs. EMSD and EPD are responsible for advising the relevant licensing authorities on the off-site risks of PHIs. 4.7.2 The Planning Department should, in consultation with EMSD or EPD, conduct a site search to identify suitable sites for the proposed PHI. A HA and a PS should be undertaken when a site has been identified for the proposed PHI. The undertaking of HA and PS should follow the procedures as described in section 4.5 above. 4.7.3 The HA and PS should be submitted to CCPHI for endorsement. The proposer of the project will also have to go through all the usual planning application procedures. 4.7.4 The concerned District Council is normally consulted on any proposals to establish new PHIs in the district. 4.8 Interim Planning Guidelines for Dealing with Applications for Developments in the Vicinity of PHIs before Completion of Hazard Assessments and Planning Studies 4.8.1 It is assumed that, for interim planning purposes, existing PHIs will not be relocated before the completion of the HA and PS. The working principle is to try to reduce, wherever reasonably practicable, the number of people living, working and congregating (including transient population) in the CZ of a PHI. Any change which will result in an increase in the number of persons in the CZ should not be allowed, unless this results in any private party being deprived of development rights. Decisions affecting private rights will have to await the completion of the HA and PS. 4.8.2 The general guidelines for dealing with applications for development within the CZ are as follows :
4.9 Protection of Future PHI Sites 4.9.1 Site searches are conducted to identify possible future PHI sites. All these sites are in remote areas with sparse population. It is not the intention that the areas identified as having potential for PHIs should be precluded from development. Rather it is the intention that CCPHI should be able to monitor development pressures in areas which have the best attributes for future PHIs. 4.9.2 A "CCPHI Monitoring Zone" should be delineated for each potential PHI site. CCPHI should be consulted when non-PHI proposals arise within the zone which could prejudice the continued reservation of the site for PHI use.
5.1 Use 5.1.1 Vehicle repair workshops (VRWs) provide an important service to the public. However, their operations often cause transport and environmental problems, particularly in residential areas and rural areas. 5.1.2 Existing VRWs are usually small establishments (less than 5 employees) occupying a net floor area between 50 to 100 sq.m. The common activities include mechanical work, welding, paint spraying and selling of tyres and automotive parts. 5.1.3 Due to site constraints, VRWs in the urban area usually repair private cars, taxis and light vans. Goods vehicles are normally repaired in the New Territories and container-vehicles near the container port areas. 5.2 Accommodation 5.2.1 VRWs should be located away from residential areas or sensitive receivers. Balancing between environmental objectives and business requirements, VRWs in the main urban area and new towns should be accommodated on the periphery of industrial areas, either in purpose-designed buildings or on the lower floors of industrial buildings. VRWs can combine with compatible uses, such as petrol-filling station, in suitable locations. Such buildings would need additional safety and fire prevention equipments. Advice from the Director of Fire Services should be sought at the planning stage. 5.2.2 In the rural areas, low density VRW buildings compatible with the surrounding environment could be considered. VRWs may be planned on the periphery of new towns, or in urban transition areas on sites designated for rural workshop, taking land use, environmental, traffic and infrastructural criteria into consideration. 5.3 Locational Requirements 5.3.1 In planning for new VRWs, consideration should be given to the existing distribution of VRWs and additional demands arising from new developments. 5.3.2 VRWs generally prefer to be located in areas of reasonable proximity to their customers or to have a high degree of accessibility by road or public transport. Purpose-designed VRW buildings should be located on flat, easily formed and serviced land. However, they are usually constrained by the availability of suitable sites near population centres. 5.3.3 For buildings to be located in existing or proposed industrial areas, the exact location will need to be carefully assessed to avoid conflicts in land allocation for high-technology industries and industrial-office uses in such areas. Upgrading of suitable existing VRW sites in the rural areas should be encouraged, depending upon the meeting of land use, environmental, traffic and infrastructural criteria. Such sites should be, as far as possible, close to existing lorry parking and port back-up areas. 5.4 Planning Guidelines for VRWs 5.4.1 Building Characteristics
5.4.2 Minimum Site Size
5.4.3 Range of Unit Sizes VRWs vary in sizes, ranging from small establishments (up to 100 sq.m.), medium establishments (100 to 200 sq.m.) to large establishments (over 200 sq.m.). Purpose-designed VRW buildings should provide the opportunities to accommodate establishments of varying sizes. 5.4.4 Workspace Requirements The term 'workspace' refers to an area large enough to accommodate a vehicle and the person working on it. In general, small VRWs have between 0.5 and 1 workspace per person. The larger firms have between 2 and 5 workspaces per person. 5.4.5 Internal Arrangements It is preferable to locate the workshops for goods vehicles on the ground floor of a purpose-designed building (see Figure 4) to minimise the provision of heavy floor loadings and ramps for lorries which are expensive. Workshop for private cars, taxis and light vehicles would therefore be provided on the upper floors. A reception area doubling as a parking and holding area may be planned above the floor dedicated to goods vehicles. The holding area should be of appropriate size and designed in such a way as to avoid queuing of vehicles and tailing back onto public roads. The alternative design for goods vehicles suggested in Figure 5 would be appropriate for low-density workshop development in the rural areas. 5.4.6 Parking Requirements In designing purpose-designed buildings or accommodating VRWs in industrial buildings, the general intention is to provide all the necessary facilities off-street, including parking requirements. A minimum of 2 parking spaces should be provided for each workshop unit or 0.75 parking space per workspace or 150 m2 of GFA whichever is the higher. Parking may be provided on separate floors. Vehicle lifts may be provided as an alternative to ramping. 5.4.7 Other Facilities Required In general, toilets should be shared and the building may make provision for a small canteen if appropriate. For multi-storey VRW buildings, a central management office and a general loading/unloading area would be required. Small VRWs would have to combine various functions within their usable areas. As a general guide, a two-person workshop would require an internal area of 10 x 9 sq.m., including storage and minor office space. For new VRWs premises, oil/petrol interceptors should be provided for dangerous goods such as engine oil, brake fluid, kerosene, paint and thinner. Dangerous goods stores should be planned at the periphery of the building facing the street for fire fighting purpose. Approval of Fire Services Department is necessary. 5.4.8 Environmental and General Design Consideration The accommodation for VRWs should not result in adverse environmental impacts to surrounding developments and the general guidelines given in Chapter 9 of the HKPSG should be taken into consideration at the detailed design stage. 5.5 General Design Parameters for VRWs in Purpose-Designed Buildings or on the Lower Floors of Industrial Buildings
6.1 Introduction 6.1.1 At present, sites reserved for open storage uses are zoned 'Open Storage' on Outline Zoning Plans (OZPs). Certain types of open storage and port back-up uses which are expected to generate significant impacts are put under Column 2 of the Notes pertaining to the 'Open Storage' zone. These uses require planning permission from the Town Planning Board. Open storage (not elsewhere specified), i.e. not specified in Column 2, is included under Column 1 and is always permitted. The 'Other Specified Uses' designation applies to sites specially reserved for port back-up uses, as in the case of 'Other Specified Uses (Container Back-up)' zoning. 6.1.2 The intention of the chapter is to provide guidance to district planners in zoning land for open storage uses and in determining which types of uses should be subject to more stringent control by putting them under Column 2 of the Notes of an OZP. The guidelines are also designed to inform the public of Government's land use policies with regard to these uses. 6.2 Definition of Port Back-up and Open Storage under the Guidelines 6.2.1 A broad distinction is proposed in these guidelines between open storage and port back-up uses, which are related to their different operational requirements and environmental, transportation and land use planning impacts. Within these two broad categories, specific forms of activities are defined. 6.2.2 Open Storage
6.2.3 Port Back-up
6.2.4 A precise description of each main category of open storage and port back-up use and the impacts these activities generate on the environment, transport and land use planning are provided in Annex 2. 6.3 Need for Greater Control 6.3.1 Over the last decade, land taken up for open storage and port back-up uses has doubled. Port back-up activities have recorded the highest rates of increase since 1983, expanding from under 30 sites covering 28 ha in 1983 to over 237 sites co | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
