Contents
8. Hazard to Life 1
8.1 Legislation, Standards and
Guidelines 1
8.2 Project
Description 3
8.3 Hazard to Life Assessment
Methodology 25
8.4 Estimation of Population 27
8.5 Hazard Identification 32
8.6 Frequency Analysis 40
8.7 Consequence Analysis 52
8.8 Risk Evaluation 73
8.9 ALARP Assessment 77
8.10 Conclusions 86
Tables
Table 8.1
Construction Methodologies for the Project 3
Table 8.2 Properties
of Explosives 5
Table 8.3 Storage
Requirement for Explosive Magazines 8
Table 8.4 External
Separation Distance for Different Quantities of Explosives 8
Table 8.5 Work Fronts
Distribution for Proposed Explosive Magazines 10
Table 8.6 Storage of
Explosives for Each Magazine Site 10
Table 8.7 Details of
transportation from different magazines 20
Table 8.8 Population
and Growth Rate of different Planning Data Zone for Tuen Mun District 28
Table 8.9 Core
Stations Considered 29
Table 8.10 Pavement
Population Density 30
Table 8.11 Definition
of Time Variation Mode 30
Table 8.12 Temporal
Population Distribution Factor 30
Table 8.13 Types and
Properties of Explosives 32
Table 8.14 Explosives
Storage Quantities 38
Table 8.15 Scenarios
Considered in this Assessment 39
Table 8.16 Factors leading to Flyrock Accidents based on the historical
data 43
Table 8.17 Scenarios
Considered in this Assessment 43
Table 8.18 Hill Fire
Data for Hong Kong 46
Table 8.19 Frequency
of Transport of Explosives 48
Table 8.20 Scenarios
Considered in this Assessment (Tunnel Blasting) 49
Table 8.21 Scenarios
Considered in this Assessment (Surface Blasting) 50
Table 8.22 Scenarios
Considered in this Assessment (On-site transportation) 50
Table 8.23 Different Levels of
Effects when exposed to Blast Effect 52
Table 8.24 Damage Level due to Ground Vibration 58
Table 8.25 Summary of Adopted Pseudo-Static FOS 60
Table 8.26 Influence Zone of different PPVc values
from 1MIC to 6MIC for Effect on Slopes 61
Table 8.27 Influence Zone of different PPVc values
from 1MIC to 6MIC for Effect on Boulders 62
Table 8.28 Variation of coefficient K 64
Table 8.29 Summary of Results for Consequence
Scenarios 65
Table 8.30 Summary of Results for Consequence
Scenarios 66
Table 8.31 Analysis of Slopes Exceeding Peak Particle
Velocity of 90mm/s due to Accidental Initiation during the Construction of
Tunnel 67
Table 8.32 Slopes Exceeding Peak Particle Velocity of
90mm/s due to Accidental Initiation during the Construction of Tunnel 67
Table 8.33 Occurrence Frequencies for a Falling Boulder
Striking a Vehicle/ Pedestrian for Accidental Initiation of Explosives from
2MIC to 6MIC due to Errors in Blast Faces 68
Table 8.34 Summary of Results for Consequence
Scenarios 68
Table 8.35 Flyrock Speed and Maximum Range under
2 to 6 MIC Scenarios for some probability ranges 69
Table 8.36 Buildings
Affected by Higher Vibration Generated by Accidental Initiation during Surface
Blasting due to Human Errors 70
Table 8.37 Analysis of Slopes Exceeding Peak Particle
Velocity of 90mm/s due to Accidental Initiation during Surface Blasting 70
Table 8.38 Slopes Exceeding Peak Particle Velocity of
90mm/s due to Accidental Initiation during Surface Blasting 71
Table 8.39 Class B
Distance of the UK HSE’s Explosives Regulations 2014 72
Table 8.40 Scenarios
Considered in this Assessment 74
Table 8.41 PLL Values 75
Table 8.42 ALARP
Assessment Results 80
Diagrams
Diagram 8.1 Societal
Risk Criteria in Hong Kong 2
Diagram 8.2 Lam Tei
Quarry Magazine Site Layout 11
Diagram 8.3 Siu Lam
Magazine Site Layout 12
Diagram 8.4 Pillar
Point Magazine Site Layout 13
Diagram 8.5 Schematic
Diagram of QRA Process 26
Diagram 8.6 On-site
Transportation Route from Lam Tei Quarry Magazine Site to TMB Northern Tunnel
North Portal 41
Diagram 8.7 Charge
Weight per Delay (MIC) versus Distance per Blast 42
Diagram 8.8 Buffer
Zone for Public Traffic Route Distance and Inhabited Building Distance 55
Appendix
Appendix 8.1 EIA Study
Brief
Appendix 8.2 Magazine
Site Selection
Appendix 8.3 LPG
Installation at Tuen Mun Area 44 and Sam Shing Estate
Appendix 8.4 Population
Assumption and Population Data Adopted
Appendix 8.5 Geotechnical
Features Considered
Appendix 8.6 Fault Trees
for Use of Explosives
Appendix 8.7 Fault Trees
for Transportation of Explosives
Appendix 8.8 Individual
Risk due to Use, Overnight Storage and Transportation of Explosives
Appendix 8.9 Societal
Risk Plots
8.
Hazard to Life
8.1
Legislation, Standards and Guidelines
8.1.1
Objectives
8.1.1.1
In accordance with Section 3.4.13 of the EIA Study Brief
(ESB-348/2021), a hazard to life assessment should be conducted to evaluate the
risks associated with the existing LPG storage namely ExxonMobil LPG storage
installation at Tuen Mun Area 44 and the LPG installation at Sam Shing Estate.
The use of explosives to the Project would also been examined during the
construction and operation phases.
8.1.1.2
The Hazard to Life Assessment
requirements are detailed in Appendix G of the EIA Study Brief and are shown in
Appendix 8.1.
8.1.2
General
8.1.2.1
The relevant legislation and
associated guidance applicable to the Project for the hazard-to-life assessment
include the following:
·
Technical Memorandum on Environmental Impact
Assessment Process (EIAO-TM); and
·
Dangerous Goods Ordinance (Cap. 295).
8.1.3
Technical Memorandum on
Environmental Impact Assessment Process
8.1.3.1
As set out in Annex 4 of the
EIAO-TM, the criterion for hazard to human life is to meet the Hong Kong Risk
Guidelines (HKRG) (see
Diagram
8.1). The risk guidelines are
expressed in terms of individual and societal risks as shown below:
Individual Risk:
|
Maximum level of off-site individual risk should not exceed 1 in
100,000 per year i.e. 1x10-5
per year.
|
Societal Risk:
|
With the population increases, the societal risk will be increased. The societal RG is presented graphically in
below. It is expressed in terms of
lines plotting the cumulative frequency (F) of N or more deaths in the
population from incidents at the installation. Two F-N risk lines are used in the RG that
demark “acceptable” or “unacceptable” societal risks. The intermediate region indicates 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 that can reduce risk will be considered.
|
Diagram 8.1 Societal Risk Criteria in Hong Kong
8.1.4
Dangerous Goods Ordinance
8.1.4.1
The conveyance of explosives by
public roads in HKSAR is governed by the Dangerous Goods (DG) Ordinance
(Cap. 295). A conveyance permit is required for transport
on public roads. Also, the road vehicle
carrying explosives should be of an approved type.
8.1.4.2
Storage of explosives is
governed by the Dangerous Goods (Control) Regulations (Cap. 295G). Under the
regulation, a license is required for the storage of explosives.
8.1.4.3
The QRA for the storage,
transport and use of explosives related to the construction phase of the
Project, in which blasting activities are required. There will be no explosives
handled during the operational phase. Hence, this chapter presents the QRA for
the following:
·
Storage of explosives at the
proposed temporary magazine including handling of explosives within the
temporary magazine site;
·
Transport of explosives to the
delivery points; and
·
Use of explosives including
handling of explosives from the delivery points to the blast face.
8.2
Project Description
8.2.1
Project Overview
8.2.1.1
The objective of the Project is
to enhance the strategic road network in Northwest New Territories (NWNT) under
the “Review of Highway Projects – Feasibility Study” commissioned by Transport
Department. Tuen Mun
Bypass (TMB) will not only provide a direct north-south route linking Tuen Mun
West and Tuen Mun – Chek Lap Kok Tunnel (TM-CLKT) in the south and Yuen Long
Highway (YLH) (near Lam Tei Quarry) and Kong Sham Western Highway (KSWH) in the
north, but also further improve the traffic conditions of some local roads in
Tuen Mun, including Tuen Mun Road (Fu Tei and Town Centre Sections), Wong Chu
Road and Lung Fu Road, with some spare capacity to accommodate the traffic
demand from the future developments in Tuen Mun West.
8.2.1.2
Referring to Section
2, the construction works would start from 2026 while the tentative
start date of blasting works is envisaged to be Q1 2027.
8.2.2
Blasting Requirement for this
Project
8.2.2.1
Section 2 presents the consideration of options and construction
methodologies. The following table shows the latest construction methodologies
for various sections envisaged at this stage.
Table
8.1 Construction Methodologies for the
Project
Section
|
Construction
Methodology
|
Remark
|
Tunnel section
|
TMB Northern Tunnel
|
Drill-and-blast and drill-and-break
method
(approximately 4km)
|
Main Alignment
|
Surface Blasting for Site Formation
|
Site 1: Lam Tei Quarry (LTQ) main cut slopes for approach viaducts
|
Drill-and-blast, chemical breaking, mechanical breaking and soft ground
excavation (approximately 480,000m3)
|
Main Alignment
|
Site 2: LTT North Portal
|
Drill-and-blast, chemical breaking, mechanical breaking and soft ground
excavation (approximately 480,000m3)
|
Main Alignment
|
Other
|
Middle Ventilation Building Adits
|
Drill-and-blast and drill-and-break
method
|
Ventilation duct
connection
|
8.2.2.2
It can be seen from the above table that among the entire 7.5km
long alignment, around 4km of the tunnel sections and the Middle Ventilation
Building cavern and adits would be constructed by drill-and-blast and
drill-and-break method for the required excavation profiles of opening to suit
local geological ground conditions.
Tunnel Sections
8.2.2.3
The cross-sectional area for the tunnel section of drill-and-blast tunnel is approximately
125m2. According to typical engineering design and geology, the
first 50-150m section from tunnel portal would likely be constructed by
cut-and-cover and drill-and-break
method to establish a tunnel portal area for blast enclosure installation. The
portal would also be contained within a hoarded construction compound to allow
access and management of the portal entrance. Hence, the blast locations would
be confined within the tunnel section and behind the blast door instead of at
the portal. The maximum typical height
of the tunnel sections are approximately 11 to 12 m. The required quantity of
packaged explosives per blast face would ranging from 35 to 50 Trinitrotoluene (TNT) equivalent (eqv.) kg and the daily explosives requirement would be about 80 TNT eqv.
kg per workfront.
Surface Blasting
8.2.2.4
Surface blasting works would
also be required at several rock cut slope sites at Lam Tei Quarry.
8.2.2.5
Surface blasting is anticipated
to be excavated in a bench system with one blast per day utilising daily
delivery of explosives and will be delivered to the blasting site directly by
Mines Division. The transportation of explosives directly to sites is under
Mines Division’s purview and falls outside the scope of this EIA. The surface
blasting benches will be covered with blasting cages, blast mats and blasting
screens to limit flyrock potential.
Middle Ventilation Building Adits
8.2.2.6
Blasting works are also required at the connection adit (approximately
75 to 120m long) to connect to the ventilation building at the South of TMB
Northern tunnel. The adit is in hard rock conditions and would be constructed
by the drill-and-blast method. The cross-sectional area of the connection adit
for tunnel ventilation is approximately 90m2.
Lam Tei Quarry Magazine
8.2.2.7
Underground blasting would be required to construct this underground
magazine site. The explosive stored in magazine site will be transferred to the
portal area directly. There would not be any off-site transportation of
explosives. The explosives for the construction of the Lam Tei Quarry Underground
Magazine site are delivered by Mines Division to the site directly.
8.2.3
Explosive Types
Proposed
Explosives
8.2.3.1
Standard explosives to be adopted consist of
emulsion explosives, either as initiating explosives (pre-packaged cartridge)
or as bulk emulsion sensitized by gassing to render it into an explosive as it
is pumped into the blast hole at the time of charging the face.
8.2.3.2
Both cartridged emulsion and bulk emulsion
mainly contain ammonium nitrate, water and a hydrocarbon such as fuel oil. The
cartridged emulsion may also contain 2 to 3% aluminum powder to increase the
explosive temperature and its explosion power.
8.2.3.3
Cartridged emulsion will be transported from
the designated explosive magazine to the construction site by the appointed
contractor using licensed trucks.
8.2.3.4
Bulk emulsion precursor will be delivered to
the blasting site within the access tunnel by the appointed third party
supplier. It will only be classified as an explosive after being sensitized at
the blast location or working face and the addition of a gassing agent as it is
pumped into the blastholes.
8.2.3.5
Detonators, cartridged emulsion, boosters and
detonating cords will be used to initiate the blast at work face depending on
the blast requirement. Both approved electronic and non-electric detonators
will be used in this Project.
Explosives
Properties
8.2.3.6
Properties of the two types of explosives to
be used in this Project are shown in Table 8.2.
Table 8.2 Properties of Explosives
0BType
|
1BFunction
|
2BUse
|
3BExample
|
4BInitiating
explosives
|
5BTo
initiate main blasting explosives
|
6BInitiation
of secondary explosive
|
7BDetonating
cords, detonators and
boosters
|
8BBlasting
explosives
|
9BUsed
as main blasting explosives
|
10BGeneral
blasting, Shattering rock / structures
|
11BCartridges emulsion, bulk
emulsion, ANFO[1]
|
Note:
[1] ANFO stands for Ammonium Nitrate-Fuel Oil.
Cartridged Emulsion
8.2.3.7
Cartridged emulsion explosives contain an
oxidising agent which is a combination of ammonium nitrate (single salt),
water, and a hydrocarbon such as fuel oil. It contains high quantity of water
which is around 10 to 14% typically. The mixture is complete with small amounts
of emulsifiers, normally less than 1% in order to keep the water and oil
mixture homogeneous.
8.2.3.8
It is classified as a UN Class 1.1D explosive
and DG Class 1 explosive under the Hong Kong classification system, and has a
TNT equivalence of 0.96, i.e. 0.96 kg of
TNT per 1 kg of emulsion.
8.2.3.9
It is packaged in a range of plastic films
with the tips clipped at each end to form a cylindrical sausage or wrapped in
waxed paper which can be used for both priming and full column applications
such as mining, quarrying and general blasting work. Cartridged emulsion is
detonator sensitive, so it does not require the use of booster to cause its
detonation.
Bulk Emulsion Precursor
8.2.3.10
The composition of bulk emulsion is similar to
that of cartridged emulsion but without the existence of aluminium. The bulk
emulsion precursor has a density of 1.38 to 1.40 g/cc. It is not considered as
an explosive until sensitization at the blast face and so is classified as a UN
5.1 oxidizing substance which yields oxygen readily to stimulate the combustion
of other materials.
8.2.3.11
It is stable under normal conditions and there
would not be major fire hazard. The major hazard of bulk emulsion precursor is
due to its oxidizing properties which can cause irritation of eyes and skin. It
may explode when under prolonged fire, supersonic shock or very high energy
projectile impact.
8.2.3.12
Since it is stable under normal conditions,
the storage and transport of bulk emulsion precursor will not be included with
the scope of this study.
Bulk Emulsion and Ammonium Nitrate-Fuel Oil
8.2.3.13
Bulk emulsion will be mainly used for
excavation of rock in tunnel and surface blasting while site mixed ANFO will
also be used if needed.
8.2.3.14
Bulk emulsion precursor is sensitized at the
blast site with the addition of a gassing solution and then it is added to the
charging hose downstream from delivery pump.
8.2.3.15
The gassing solution will reduce the density
of the bulk emulsion precursor to 0.8 to 1.1 g/cc which will cause the
production of nitrogen gas bubbles that aid the propagation of the detonation
wave and sensitize the emulsion. Once the emulsion is sensitized and gassed, it
can be detonated with the assistance of a small booster and a detonator.
8.2.3.16
Bulk emulsion explosives and site mixed ANFO
would only be classified as UN 1.5D explosive and Class 1 DG (explosives) after
being sensitized and gassed during blasting onsite. Hence, non-sensitized bulk
emulsion explosives or site mixed ANFO at magazine site and during
transportation are not classified as explosives.
8.2.3.17
Moreover, the bulk emulsion should be pumped
into the blast hole and completely fill the hole once it is mixed onsite.
Detonating Devices
8.2.3.18
Detonators are small devices that are used to
safely initiate blasting explosives in a controlled manner. Although there are
many different types of detonators such as safety use, electronic and
non-electric detonators will be studied in this assessment as they would be
used in this Project.
8.2.3.19
Detonators can be classified as 1.1B, 1.4B and
1.4S under Dangerous Goods (Application and Exemption) regulation (Cap. 295E).
8.2.3.20
Detonators and detonating cords are used to
initiate the blasting. Although detonator is a device that contains the most
sensitive types of explosives in common use, it is packaged in a manner such
that they may be handled and used with minimal risk.
8.2.3.21
Detonators are manufactured with built-in
delays of various durations so that it can facilitate effective blasting and enable
shots to be initiated once but to fire sequentially. Hence, it can enhance the
practical effects of the blast. The detonator to be used in this Project will
be millisecond delay period detonator.
8.2.3.22
For non-electric detonators, the delay time of
a detonator is based on the burning time of the delay element which is a
pyrotechnic ignition mixture pressed into a 6.5mm diameter steel tube. It first
causes the primary explosion of a small amount of lead azide and the primary
explosion will then trigger secondary explosion which is usually
Pentaerythritol tetranitrate (PETN). The delay time is affected by the length
of steel tube and the compaction of the pyrotechnic mixture within in. When
designing the blasting of a blast face, the general principle is to select the
required detonators to ensure that each blasthole will detonate more than 8ms
apart.
8.2.3.23
Thin and flexible tubes with explosive core
are called detonating cord. It has the effect of a detonator along its entire
length and is suitable for initiating other explosives that are detonator
sensitive like boosters and cartidged emulsion. It can be used for
synchronizing multiple charges to detonate different charges and to chain
multiple explosive charges together. The detonating cord is usually compressed
with powdered PETN and it is initiated by the use of a blasting cap.
8.2.3.24
For electronic detonators, it comprises an instantaneous detonator and
an electronic module. The electronics module can be field programmable to suit
different time delays and has higher accuracy than non-electric detonators.
Programmable delays typically range from 0 to 10 seconds in 1 millisecond
increments. The time delays are assigned electronically using unique
identification tags at the excavation face and each ID is traceable using RFID
scanning at the excavation face for checking before detonation.
Charges and Delays
8.2.3.25
A majority of drill-and-blast tunnels and
surface cutting for the Project are expected to be excavated using bulk
emulsion to be initiated by non-electric detonators. For both tunnels and
surface blasting, it is assumed in this assessment that the Maximum
Instantaneous Charge (MIC) for any single detonation will be almost 10 TNT eqv.
kg.
8.2.3.26
It is assumed that where the MIC is restricted
to less than 1 TNT eqv. kg, cartridges initiated by electronic detonators would
be selected to provide additional condifence in the MIC per delay and remain
within the quoted PPV limits. Where MIC is greater than 1 TNT eqv. kg, it is
expected that the bulk explosives will be charged with a single 200g emulsion
or a mini cast booster per blasthole to initiate the bulk explosive.
8.2.3.27
The selection of either bulk emulsion or
cartridge explosives are considered to have a significant effect on the
required total quantities of explosive per blast.
8.2.3.28
However, it is important to note that bulk
emulsion is classified as Class 5.1 under the Dangerous Goods Ordinance and is
considered to become an explosive (Class 1) only after sensitization by gassing
as it is pumped into blast holes.
8.2.3.29
Therefore, it comes under the regulation of
the Fire Services Department as a flammable substance, and the storage
requirements are less stringent. A licence from the Commissioner of Mines is
required for manufacture of an explosive at the blast face, where the emulsion
is sensitized by gassing and becomes an explosive at that stage.
8.2.3.30
Therefore, the requirement for Project
magazine sites is only to cater for the storage of items classified as Class 1
(explosives), which include cartridge explosive and detonators. In this way, by
maximizing the use of bulk emulsion and minimizing the required use of the
items categorized as explosive when delivered to site, the Project transport
and storage requirement for explosives is minimized in the interest of safety.
8.2.3.31
In order to facilitate a smooth blasting,
perimeter holes will be lightly charged, using either detonating cords or
string loading of emulsion. Detonating cords must be delivered to site as Class
1 DG (explosives). The typical quantity used per perimeter blasthole is two
strips of 40g per metre detonating cord.
8.2.3.32
Each blasthole will also require a detonator,
and these are also delivered to site as Class 1 DG (explosives). Each detonator
typically contains up to 1g of explosive as the base charge. A small quantity
of detonators or light (5g per metre) detonating cord is also required to
complete the hook-up of all the individual blasthole detonators.
8.2.3.33
The boosters, detonating cord and detonators
would need to be delivered to site as Class 1 DG (explosives). These are
commonly all called packaged explosive, to distinguish them from bulk emulsion,
which is not a Class 1 DG (explosives) when stored or delivered to site.
8.2.3.34
The lower limit for the use of bulk emulsion
is determined by the accuracy of the proposed bulk emulsion pump. According to
the latest design, the lowest charge weight for the use of bulk emulsion is 1
TNT eqv. kg.
8.2.4
Magazine Requirement and
Selection Process
Magazine Requirement
8.2.4.1
In view of the tight construction
programme to commission the Project by 2033, the blasting operation is required to be continuous. As
Mines Division would not deliver the required explosive quantities on public
holidays and under inclement weather conditions, any stoppage of explosive
delivery would pose a significant impact to the blasting and construction
programme. Therefore, explosive magazines are required.
Need for a Magazine Site
8.2.4.2
The daily explosives requirement would be 80 to 130 TNT eqv. kg for each
blast site, subject to the detailed design. This result has then been adjusted
to provide a maximum of 5 days storage capacity to cater for any delays in
daily explosives replenishment deliveries by the Mines Division, to cover poor
weather conditions, boat breakdown, etc. The required magazine capacities are
therefore at least 1000 to 1400 TNT eqv. kg. As discussed in Section
2, there are 3 temporary explosive magazine sites to be share-used
between the Project and TMB. These 3 temporary explosive magazine sites include
an underground magazine site in Lam Tei Quarry and 2 surface sites at Siu Lam
and Pillar Point. A summary of storage requirement is provided in Table 8.3.
Table 8.3 Storage Requirement for
Explosive Magazines
16BMagazine
|
17BWork
Front
|
18BExplosives
|
19BDaily
(TNT eqv. kg)
|
20BAverage
Storage (TNT eqv. kg)
|
21BLT Quarry
|
22BTMB Northern Tunnel North
Portal
|
23B100
|
24B500
|
25BLTT North Portal (as a
concurrent project by the same Project Proponent)
|
26B90
|
27B450
|
8.1.1.1
28BSiu Lam/ Pillar Point
|
29BTMB Northern Tunnel South
Portal
|
30B100
|
31B500
|
32BLTT South Portal (as a concurrent
project by the same Project Proponent)
|
33B90
|
34B450
|
35BTLCT and TLCTN (as a
concurrent project by the same Project Proponent)
|
36B130
|
37B650
|
38BSKWLR East Portal (as a
concurrent project by the same Project Proponent)
|
39B100
|
40B500
|
41BSKWLR West Portal
(as
a concurrent project by the same Project Proponent)
|
42B100
|
43B500
|
Note:
The explosive quantities are based on the latest blasting design and a
certain margin has been reserved for calculating the magazine storage. Thus,
the quantities may be higher than that in the Table 8.7.
8.2.4.3
It should be noted that these quantities are
based on the use of 125g emulsion cartridge as primers. They also do not
account for other situations which might require additional explosives
quantities, such as areas of low MIC, less than 1 TNT eqv. kg allowable MIC, or
additional blasting for connecting passages, niches etc. which may be
additional to the regular blast faces for adits and tunnels.
External
Separation Distances
8.2.4.4
Other than the requirements from the Mines
Division, the criteria for separation distances to protected works and/or
buildings for Hazard Type 1 explosives, as specified in UK Health and Safety
Executiv’s (HSE) The Explosive Regulation 2014, Statutory Instrument 2014
No.1638, United Kingdom (for a brick-built mounded store for 250 to 300 and 300 to 350 kg storage)
are shown in Table
8.4. The separation distance criteria for Siu Lam and Pillar Point Magazine
sites were based on 250 to 300 kg and 300 to 350 kg storage respectively.
Table 8.4 External Separation
Distance for Different Quantities of Explosives
Protected
Works / Buildings
|
Distance (m)
from Magazine Site
|
250 to 300kg
Explosives
|
300 to 350kg
Explosives
|
Building
|
170
|
172
|
Major Road
|
161
|
172
|
Minor Road / Railway / Reservoir
|
80
|
86
|
Building within the magazine sites
|
16
|
18
|
8.2.4.5
For underground magazines, minimum separation chamber separation
distances are required to prevent or control the communication of explosives or
fires between chambers. According to DoDM 6055.09-V2-E5.8.4, there are three
modes by which an explosion or fire can be communicated: rock spall,
propagation through cracks or fissures, and airblast or thermal effects
travelling through connecting passages.
8.2.4.6
The DoDM 6055.09-M-V2 Equation V2.E5.T2-3 indicates that the minimum
separation distance required to prevent hazardous rock spall effects is given
by the equation below for moderately strong to strong rock with chamber loading
densities less than 48.1kg/m3:
Where
|
Q
|
Maximum charge weight per
delay interval in kilograms
|
8.2.4.7
By assuming the quantity of explosives per niche is 200kg, the
calculated separation distance between separate niches is 5.8m.
8.2.4.8
To avoid propagation through
cracks and fissures, site investigation would be made to ensure that such
joints or fissures do not extend from one chamber location to an adjacent one.
Moreover, blast doors are provided at the entrance to each niche to prevent
airblast or thermal effects travelling through connecting passages.
Other
Factors
8.2.4.9
The magazine site selection has considered a
total of 4 candidate sites which are located at Lam Tei Quarry, Siu Lam, Pillar
Point and Tai Shu Ha and they are depicted in Appendix 8.2. Apart
from separation distances, the following points had also considered:
·
Access for Mines explosives delivery vehicles
(road condition / width / gradient / public road networks to site / etc.);
·
Land availability (ownership / existing
landuse /planned development); and
·
Site constraints.
8.2.4.10
After considering the candidate sites with the
factors mentioned above, one of the sites (i.e. magazine site located at Tai
Shu Ha) was found to have some constraints as it has been proposed by other
project which made it impracticable for the Project.
Selected
Site
8.2.4.11
The potential magazine sites are located at Lam Tei
Quarry, Siu Lam, Pillar Point and Tai Shu Ha.
8.2.4.12
Tai Shu Ha Magazine Site is unlikely available as it has been proposed
for Northern Link (NOL) project by MTR Corporation Limited.
8.2.4.13
Therefore, Lam Tei Quarry Magazine Site, Siu Lam Magazine Site and
Pillar Point Magazine Site are preferred and selected for this Project due to
its land availability, lesser public objection, remote location and established
design standard. A further advantage of selecting for Lam Tei Quarry and Siu
Lam magazine sites is that they are closer to the proposed blasting sites with
less transportation to deliver explosives to the construction site.
8.2.4.14
However, due to the constraint
of the separation distance in Siu Lam with the existing reservoirs, the maximum
capacity is limited to 1200 TNT eqv. kg. Since the Pillar Point magazine was
previously proposed as part of the Tuen Mun West Bypass (TMWB) project, Pillar
Point magazine site is proposed to serve other work fronts and store the extra
explosives which are not able to be stored in Siu Lam magazine site.
8.2.4.15
The Lam Tei Quarry magazine is
proposed as an underground magazine which will be explained in Section
8.2.4.20 at the northern slope of the Lam Tei Quarry and will primarily serve the work fronts for the
LTT North Portal of Route 11.
8.2.4.16
The Siu
Lam magazine site is proposed as a reinstatement of the historical Siu Lam
magazine used for the Express Rail Link (XRL) project. The magazine is intended
to serve multiple southern work fronts as part of the construction. It
primarily serves the Project work fronts due to the geographical location of
the magazine, but in high quantity demand time periods, could also serve the
work fronts for TMB.
Summary on
the Design and Locations of the Explosives Magazine Sites
8.2.4.17
As discussed above, three separate magazines
are proposed for this Project, which are located in Lam Tei Quarry,
Siu Lam and Pillar Point. The work fronts served by different magazines are
summarized in the table below:
Table
8.5 Work Fronts Distribution for Proposed
Explosive Magazines
Magazine
|
Work Fronts
|
Lam Tei Quarry (underground)
|
TMB Northern Tunnel
|
Siu Lam
|
TMB Northern Tunnel
|
Pillar Point
|
TMB Northern Tunnel
|
8.2.4.18
To allow for blasting to be carried out continuously everyday and to
provide a buffer if there is delivery interruption to the magazines by Mines
Division, each magazine is designed to store sufficient quantities of
explosives for two days. The storage quantity for each magazine has been
determined with sufficient margin by the design consultant based on estimated
project explosives consumption and it is summarised in Table 8.6.
Table
8.6 Storage of Explosives for Each
Magazine Site
Magazine
|
Storage of
Explosives
|
Lam Tei Quarry
(underground)
|
1000 TNT eqv. kg
|
Siu Lam
|
1200 TNT eqv. kg
|
Pillar Point
|
1400 TNT eqv. kg
|
8.2.4.19
Lam Tei Quarry Magazine Site
would only serve the work fronts with Lam Tei Quarry, while Siu Lam and Pillar
Point magazine sites would serve all the remaining work fronts. Therefore, they
are designed for a total storage capacity of 2,600 kg and 16,000 detonators
which correspond to the total requirements of all the work fronts except those
located at Lam Tei Quarry.
Lam Tei Quarry Site
8.2.4.20
It is proposed as underground magazine as the existing land is near
to a burial ground and a relatively steep slope. Hence, it is not available as
an above-ground magazine site. The potential magazine site is required to store
950 (rounded to 1,000) TNT eqv. kg of explosives and 5,200 detonators.
8.2.4.21
The Lam Tei Quarry Magazine
Site (Diagram 8.2) has been designed based on the rock cover approach in
DoDM 6055.09-M-V5 utilising niche design of 200kg per niche. A minimum of 5
niches are required for the storage class of 1000kg. A separate niche will be
used to store detonators.
8.2.4.22
A total of 11 niches would be
constructed when respecting the minimum rock cover distance between adjacent
niches and adopting obstructed line of sight between niches according to
AS2187.1-1998. The niches would also be arranged such that they have no line of
sight to the magazine portal and are set back from the entrance.
Diagram
8.2
Lam Tei Quarry Magazine Site Layout
Siu Lam Site
8.2.4.23
A single site configuration has
been considered that comprises four magazine compounds, each with a single
structure storing 300kg explosives. Due to the constraint of the separation
distance to the existing reservoirs and building, the maximum capacity is
limited to 1,200 TNT eqv. kg of explosives and approximately 7,400 detonators.
8.2.4.24
The site is located in an area
of low population density, with little surrounding infrastructure. Based on the
UK HSE’s Explosives Regulations 2014, the minimum separation distances for Class B (i.e. reservoir),
Class C (i.e. major road) and Class D (i.e. building) are 80m, 161m and 170m
respectively. The nearest building is located at 259m away from the proposed
magazine site while Siu Lam Fresh Water Supplies Reservoir is located at 85m
away. Both the building and the reservoir fulfil the minimum separation
distance. Moreover, each magazine store is separated from other stores a
distance of 16m which has fulfilled the minimum separation distance of Class G
(i.e. building within the magazine site).
8.2.4.25
The risk induced by the usage
of explosives to the workers in the water reservoir is considered insignificant
because the maintenance workers would only visit the water reservoir when
maintenance works are required. Moreover, liaison regarding the transportation
of explosives would be arranged with Water Supplies Department (WSD) during
construction phase to minimise the risk impact. A preliminary magazine design
plan for Siu Lam site is provided in Diagram 8.3.
Diagram 8.3 Siu Lam Magazine Site Layout
Pillar Point Site
8.2.4.26
The site is located in area of
low population density. In order to comply with the separation distance
requirements of the UK HSE’s Explosives Regulations 2014, a configuration has
been adopted that comprises 4 magazine structures storing 350 TNT eqv. kg of
explosives each. Based on the UK HSE’s Explosives Regulations 2014, the minimum
separation distances for Class B (i.e. reservoir), Class C (i.e. major roads)
and Class D (i.e. building) are 86m, 172m and 172m respectively. The nearest
distances from the magazine storage to Tuen Mun West Service Fresh Water
Reservoir, the nearest major road and building are 88m, 208m and 280m
respectively which all comply with the separation distance. Each store is
separated from other stores a distance of 18m which has fulfilled the minimum
requirement of Class G (i.e. building within the magazine site). A preliminary
magazine design plan for this site is provided in Diagram 8.4.
8.2.4.27
The risk induced by the usage
of explosives to the workers in the water reservoir is considered insignificant
because the maintenance workers would only visit the water reservoir when
maintenance works are required. Moreover, liaison regarding the transportation
of explosives would be arranged with WSD during construction phase to minimise
the risk impact. The Pillar Point magazine site is designed with a storage
capacity of 1,400 TNT eqv. kg and around 8,600 detonators.
Diagram 8.4 Pillar Point Magazine
Site Layout
8.2.5
Statutory/Licensing Requirements
and Best Practice
Use of Explosives
8.2.5.1
Bulk emulsions and bulk ANFO are
commonly manufactured at the blast sites and use immediately for rock blasting.
Under Section 16 of the Dangerous Goods (Control) Regulation, Cap. 259G, a
manufacture (blasting) license is required to manufacture nitrate mixture, i.e.
Group 2 Schedule 1 Dangerous goods (S1DG), within a blasting site. The
Commissioner of Mines is the Authority for issuing the license.
8.2.5.2
The owner of the Manufacturing
Unit (MU) must apply to the Commissioner of Mines for a manufacture (blasting)
license on specific blasting sites in writing with the completed application
form which requires the following information:
·
The operation manual and
procedures for manufacturing explosives;
·
Procedures for safe handling
and use of the manufactured explosives;
·
Procedures for disposal of any
waste product;
·
A risk assessment on
overheating, build-up of excessive pressure within the pump, etc., and the
associated control measures to prevent the hazards occurring during the
manufacturing process;
·
An emergency response plan to
deal with incidents affecting the safe operation of the MU and the hazards
during the transport of the bulk products used for the manufacture of
explosives and an emergency contact list; and
·
Technical and safety
information set out in Annex A of the “Guidance Note No. GN1 Licensing an
Explosives Manufacturing Unit (MU) at a Blasting Site”.
8.2.5.3
For surface or underground
transport by vehicles, the transporting unit (TU) carrying an MU shall comply
with the following requirements:
·
It shall have a diesel-powered
engine;
·
It shall be roadworthy with a
valid vehicle license issued by the Commissioner for Transport;
·
The TU shall be equipped with
an emergency stop at an easily accessible position;
·
All cables to rear lights shall
be fitted within fire resisting conduits;
·
The TU shall be equipped with
three 6kg or four 5kg dry chemical powder fire extinguishers;
·
The TU shall be equipped with
personal protective equipment, which shall be worn by all operators appropriate
to the products being handled, in accordance with the MSDS;
·
No explosives, detonators or
other dangerous goods shall be carried on the TU; and
·
Where mechanical track haulage
is used for underground transport, the electric locomotive shall pull the
trailer carrying the MU as close as possible to the blast face. The locomotive
shall be equipped with:
o
effective headlights and rear
lights, and
o
adequate earthing provisions.
8.2.5.4
Ammonium
nitrate (AN) is used for manufacturing bulk emulsion explosives and ANFO at
blast sites. AN is classified as Dangerous Goods Category 5 – Strong supporters
of combustion under Regulation 3 of the Dangerous Goods (Application and
Exemption) Regulations, Cap. 295E. A license issued by Fire Services Department
is required for the storage of DG Category 7 is required according to “A Guide
to Application for Dangerous Goods License and Approval” and it is issued by
Fire Services Department.
Storage of Explosives
8.2.5.5
Explosives are classified as Class 1 Dangerous
Goods, and the Commissioner of Mines shall have the control and management of
every depot subjected to Section 13C of Dangerous Goods
Ordinance (Cap. 295). The storage for explosives must be within a licensed Mode
A Store and to obtain the license, certain safety and operational criteria must
be met to the approval of Mines.
8.2.5.6
To obtain a licensed Mode A Store for the
magazine site, it will need to meet the general requirements stated in the
“Guidance Note No. GN 8 How to Apply for a Mode A License for Storage of
Schedule 1 Dangerous Goods (Blasting Explosives)” from Mines Division, GEO
CEDD.
8.2.5.7
The typical pre-licensing requirements for
issuing of a Mode A License for an explosives magazine are listed below:
·
For a public works project, a certificate for
the completion of the proposed Mode A Store, signed by a Registered
Professional Engineer (Civil and Structural) and the Engineer’s / Project
Manager’s Representative for the Contract;
·
Training records for all personnel involved in
the transport, handling and storage of blasting explosives and supervising the
safety and security of blasting explosives for the site;
·
A certificate signed by a registered electrical
worker and a registered electrical contractor certifying that the lightning
conductors function properly and comply with BS EN 62305;
·
If the vehicles are used for transport of the
blasting explosives outside the project site boundary, the vehicles must meet
the requirements in Mine Division’s Guidance Note GN No.2 “Approval of an
Explosives Delivery Vehicle”;
·
Confirmation that the warning sign(s),
notice(s) and placard(s) have be erected/displayed in accordance with section
38 of the Dangerous Goods (Control) Regulation (Cap. 295G);
·
Confirmation that the Shot Firer has been
provided with a portable lightning detector for use during the handling and
transport of blasting explosives;
·
Confirmation that the Hong Kong Police Force
has approved the security aspects of the Store, including the security company
providing armed security guards and the standing instructions for
management/administration of the store;
·
Confirmation that the Fire Services Department
has approved the firefighting aspects of the store;
·
Confirmation that the Environmental Protection
Department has issued the Environmental Permit for the Project, including the
proposed Mode A Store; and
·
Confirmation that no high-tension overhead
cables carrying 440V are within 45 m of a surface store/portal area of an
underground store and that no overhead cables of 1 kV or above are within 75 m
of the store/portal area, and that all other types of electrical cables should,
except for lighting and firefighting installation connections, be run underground
from a point at least 15 m away from the store.
8.2.5.8
The typical construction for a Mode A Store is
stated below:
·
The store should consist of a single storey
stand-alone structure made of substantial brickwork, masonry or concrete to a
design approved by the Commissioner of Mines in each case;
·
All hinges and locks must be made of
non-ferrous metal;
·
No ferrous metal must be left exposed in the
interior of the Mode A store;
·
The interior and exterior walls of the Mode A
store must be painted white;
·
The outer side of the steel door of the Mode A
store must be painted red. No ferrous metal must be exposed on the inner face
of the door forming part of an interior of the Mode A store;
·
A warning sign legibly showing the English
words “DANGER – EXPLOSIVES” and
the Chinese characters “危險 – 爆炸品” in
white against a background in red must be displayed outside or adjacent to
every entrance to the Mode A store. The English words and Chinese characters
must not be less than 100 mm in height;
·
As far as practicable, the rood of the store
should be made of lightweight materials to limit the potential for injury from
debris in the event of an explosion;
·
A security fence surrounding the Mode A store
must be installed and set back a least 6 m from the store. The fence should be
2.5 m high, stoutly constructed of chain link fencing with a mesh size not
exceeding 50 mm. The fence should be firmly fixed to metal or concrete posts
and topped with a 0.7 m high outward overhang of razor wire. The base of the
fence located between the posts should be secured with pegs to prevent
intrusion;
·
The area between the security fence and the
Mode A store must be cleared of all vegetation. Vegetation clearance must also
apply to a minimum distance of 1 m on the exterior of the fence. A uniform
cross-fall of at least 1 in 100 away from the store to a drainage system must
be constructed;
·
The road leading to the Mode A store must have
a concrete surface and it should be constructed and maintained so that 11 tonne
trucks (about 8.9 m long and 2.5 m wide) can use it under all weather
conditions. A suitable turning circle or other alternative means for these
trucks to turn must be provided so that the trucks can be driven up to the gate
of the security fence;
·
A guardhouse should be provided. For surface
Mode A store, security guards should be on duty outside the inner security
fence adjacent to the gate when there is no receipt or issue of blasting
explosives inside the Mode A store. A separate outer security fence should be
installed to protect this guardhouse. For an underground Mode A store, the
guardhouse should be positioned inside the security fence to guard the entrance
gate and the portal to the underground magazine;
·
Inside the guardhouse, an arms locker
constructed as an integral part of the house and fitted with a lock is
required;
·
A telephone should be provided for use by the
guard in the guardhouse. A watchdog should normally be provided for the store.
In this regard, the Hong Kong Police Force may agree to alternative
site-specific security provisions, e.g. CCTV;
·
Firefighting installations consisting of at
least four 6 litre foam and one 4.5 kg dry powder fire extinguishers to be
positioned on two racks and four buckets of sand should be provided at the
nearest convenient locations to the Mode A store doors; and
·
Regular inspections of vegetation and trees
surrounding the Mode A store shall be arranged to maintain security and to
mitigate the risk of fire affecting the store.
Transport of Explosives
Supply of Detonators and Cartridged Emulsion
Explosives
8.2.5.9
Detonators are imported into Hong Kong.
Destructive tests are conducted by the manufacturer before shipping to the
client and the test result must fulfil the requirement of their quality control
and quality assurance (QC/QA) system. If the test sample does not fulfill the
standards, the batch of the detonators will be destroyed. The inner packaging
of the detonators will print the delay time, detonator shock tube length, batch
number and the date of manufacture.
8.2.5.10
After imported to Hong Kong, the detonators
will then be stored at the Mines Division Kau Shat Wan (KSW) explosives depot.
Users will place orders from Mines Division for delivery to their on-site
explosives magazine or to their blasting site on a daily basis as appropriate.
Application for Approval of an Explosives
Delivery Vehicle
8.2.5.11
The explosives delivery vehicle should comply
with the regulations stated in the “Guidance Note No. GN2 Approval of an
Explosives Delivery Vehicle” published by Mines Division.
8.2.5.12
The safety requirements for approval of an
explosives delivery vehicle and requirements for signage on vehicle are listed
below:
·
The vehicle must:
o be
powered by a diesel engine;
o comply
with the Road Traffic (Construction and Maintenance of Vehicles) Regulations,
Chapter 374;
o be kept
clean, in sound mechanical condition and roadworthy; and
o be
licensed to carry the maximum number of persons required for the delivery
convoy. Subject to the agreement obtained from Mines Division and the Police,
an armed security guard may not be required if an approves Global Positioning
System (GPS) has been installed in the vehicle.
·
Cargo compartment:
o The
cargo compartment of the vehicle, including the floor, must be constructed from
sheet metal, at least 3mm thick, and lined internally with plywood, at least
13mm thick, and there must be no exposed ferrous metal in the interior of the
cargo compartment;
o The
interior of cargo compartment, including doors, must be kept in good condition
and free from defects or projections that could damage to the explosives or
their packaging;
o Electric
wiring or electrical devices must not be installed inside the cargo
compartment;
o The
doors of the cargo compartment must be capable of being securely locked using a
padlock. The padlock must meet BS EN 12320 Security Grade 4 or above
requirements, or equivalent;
o Proper
means of stowage must be provided to secure the loads during transport; and
o If the
vehicle is designed to carry both detonators and other types of blasting
explosives at the same time, additional requirements, given in AEISG (2014),
are required.
·
Safety provision
o The
driver’s cabin must be separated by not less than 150mm from the cargo
compartment of the vehicle;
o The
exhaust system must be located as far from the cargo compartment as possible,
preferably at the front of the vehicle. The Transport Department must approve
any modification to the exhaust system;
o An
emergency fuel cut-off device must be located at an easily accessible position
with a label, in Chinese and English, prominently and legibly stating: “EMERGENCY
ENGINE STOP 緊急死火掣;
o For a
typical vehicle with a gross vehicle weight of 9 tonnes or above, four fire 5
extinguishers, comprising two 2.5kg dry powder and two 9-litre foam fire
extinguishers of an approved type, with certificates, must be provided. They
must be mounted in front and on both sides of the rear body, in easily
accessible positions, using securely mounted brackets and quick release clamps;
o A fire
suppression system must be fitted to the engine bay of vehicles, complying with
the AS5062-2016;
o All
electrical installations must be designed, constructed and protected so that
they cannot cause any ignition or short-circuit under normal conditions of use,
and to ensure that the risk of this occurring will be minimized in the event of
a traffic accident. All electrical wiring and fittings must be shrouded in fire
resisting conduits;
o The
fuel tank must be located below the cargo compartment of the vehicle. It must
be protected from accidental damage and designed to prevent accumulation of
spilt fuel on any part of the vehicle;
o Fire
resistant material must be fitted between the wheel arches and the cargo
compartment;
o Detonators
and other types of blasting explosives must not be loaded or transported within
the same cargo compartment of the vehicle, unless the cargo compartment fulfils
the additional requirements as specified in Annex B of the “Guidance Note No.
GN2 Approval of an Explosives Delivery Vehicle”;
o A hand-held
lightning detector must be provided in the vehicle to detect lightning before
and during loading and unloading of explosives. Should lightning be detected
within a distance of 16km from the loading/unloading point by the hand-held
detector, loading or unloading of explosives must cease until the lightning
signal has cleared; and
o For a
typical vehicle with a gross vehicle weight of 9 tonnes or above, two strobe
beacons approved by the Transport Department must be installed on top of the
cargo compartment.
·
Signage on vehicle:
o Whenever
the vehicle is carrying explosives, it must display on both sides and on the
rear door of the cargo compartment, placards (minimum 250mm x 250mm) showing
the label of the highest Hazard Code of explosives;
o Placards
showing “EMPTY 空車” or blank placards must be displayed when the
vehicle is empty; and
o The
vehicle must be painted white with a warning in Chinese and English, at least
150mm high, as follows: “DANGER-EXPLOSIVES” and “危險-爆炸品” The
warning must be in red or black and displayed on both sides and rear face of
the cargo compartment. If possible, the warning must also be displayed on the
front face of the vehicle.
8.2.6
Construction Cycle and Programme
8.2.6.1
After commissioning of the magazines, the
proposed delivery-storage-blasting cycle will consist of the following
elements:
·
Delivery of explosives and initiating systems
to magazine by Mines Division as needed;
·
Storage in the magazine sites;
·
Transfer from the explosive sites to the
portals of the excavation utilizing public roads or construction access roads;
·
Transfer to the working faces of the
excavation; and
·
Load and fire the face(s) to be blasted.
Blasts in a particular area will be initiated from a common firing point once
all personnel are clear and entry routes to each blast site are secured. All
blasts are to be carried out underground.
8.2.7
Transport of Explosives and Initiation Systems
Explosives Transport Strategy
8.2.7.1
Bulk emulsion or ANFO will be manufactured
on-site by an appointed third party supplier.
8.2.7.2
It is noted that transport of explosives is
needed to deliver the explosives from Government explosive depots to the
proposed magazine sites and from the proposed magazines to the Project
construction sites.
8.2.7.3
According to the latest arrangement, Mines
Division would deliver explosives and detonators to the proposed magazine site
at Lam Tei Quarry, Siu Lam and Pillar Point.
8.2.7.4
Explosives will be transferred from the relevant stores by the relevant
contractor and two licenced explosive delivery trucks will be required for each
delivery which one will transport detonators only and other will transport a
cargo of cartridged emulsion and detonating cord.
8.2.7.5
The explosives in the proposed magazine sites
will then be withdrawn by the appointed contractors as required and delivered
to their designated construction sites for blasting. No more than one truck convoy loaded with
explosives is generally expected within the magazine complex at any one time.
Explosives Transport Requirement
Current Construction
Programme
8.2.7.6
The approach adopted to derive the total
number of trips and the total initiating explosives to be transported per trip
is as follow:
·
As far as practicable, the explosives (i.e. cartridged emulsion and
detonating cord) required for all blast faces of a given work area operated by
the same contractor will be transported on the same explosive delivery truck
when the blasting programmes for the blast faces of the work area overlap.
Detonators are transported on dedicated trucks at the same time;
·
Since potential progress issues may be arising during the construction
stage which may cause the delay or change of programme, it may not be possible
to adhere strictly to the envisaged construction programme which may result in
difference of the actual blasting time and separate deliveries of explosives;
·
The quantity of Class 1 explosives on the roads has been minimised by
using bulk emulsion and/or ANFO, which will be manufactured on-site. The
on-site manufacture of ANFO and bulk emulsion will require the transportation
of Class 5.1 oxidising substances which falls outside the scope of the study;
·
It is assumed that the project will mostly require a separate explosive
delivery from the relevant magazine to each delivery point; and
·
The actual construction programme will depend on the detailed design and
appointed contractors. It may also depend on the actual achievable progress
rates which may vary due to specific site conditions.
Base Case Scenario for
QRA
8.2.7.7
Based on the envisaged construction programme and sequence of works as
described in Section 2, the explosives are assumed to be transported
every day.
8.2.7.8
The delivery frequency has been estimated on the basis that, each
delivery will be made to each blast face independently of the other blast faces
even if the load could be transported on the same truck for a given delivery
point.
8.2.7.9
In the Base Case, it was also considered that blasting could be carried
out at predetermined time during the day as given in the designed construction
programme. A distribution of delivery time has thus been considered based on
the envisaged construction programme.
8.2.7.10
For a yearly estimation, it is estimated there will be 1750 transportations
per year for both Siu Lam and Pillar Point Magazines. The details of
transportation regarding these two magazines are summarised in the table below.
The on-site transportation of explosives from Lam Tei Quarry Magazine Site to
different portals are not considered as the population within the influence
zone are considered as on-site population which would not be considered in this
assessment.
Table 8.7 Details of transportation from different magazines
From
|
To
|
Volume (TNT eqv. kg)
|
Frequency (hrs)[1]
|
No. of
transportation / year
|
Siu Lam
|
TMB
Northern Tunnel South Portal (if not delivered from Pilar Point magazine)
|
80
|
18
|
487
|
Pillar Point
|
TMB
Northern Tunnel South Portal (if not delivered from Siu Lam magazine)
|
80
|
18
|
487
|
Worst Case Scenario for QRA
8.2.7.11
This study also covers the worst case scenario that there is a
possibility for the construction programme to be different from the envisaged
one due to construction uncertainties or contractor’s method of working, which
may increase the number of delivery trips and return trips. Therefore, based on
approved EIA Study on Hong Kong Section of Guangzhou – Shenzhen – Hong Kong
Express Rail Link (AEIAR-143/2009, XRL EIA), the QRA results for the base case
scenario will be increased by 20% to represent the worst case scenario as the
nature for transportation and storage of explosives in XRL EIA is similar to
this Project.
8.2.7.12
In this Project, it is possible that the explosive load required for
each delivery will be higher than that indicated in the designed construction
programme due to particular site conditions and blasting requirements.
8.2.7.13
In this worst case scenario, explosives may also be delivered at peak
day times. The worst case is therefore adopted in the QRA as a conservative
approach.
Explosive Transportation Routes
8.2.7.14
Explosives and detonators will be transported
separately but in convoy from the magazine to the designated access
shafts/blasting sites by the contractors’ licensed delivery vehicles under the
escort of armed security guards.
8.2.7.15
To minimise the transport risk, the following principles have been
adopted in planning transportation routes between the magazine site and the
various construction sites:
·
Routes have been planned to avoid areas of high population density and
Potentially Hazardous Installations (PHIs) wherever possible;
·
Explosive truck convoys for each work area will maintain, as far as
possible, separation headway of around 10 minutes; and
·
The quantity of Class 1 explosives on the roads has been minimised by
using bulk emulsion and/or ANFO wherever possible, which will be manufactured
on-site. The manufacture of ANFO and bulk emulsion will require the
transportation of Class 5.1 oxidizing substances, which fall outside the scope
of this QRA.
8.2.7.16
The initiating explosives will be delivered from the two magazines (i.e.
Siu Lam and Pillar Point Magazines) to the various work areas using the public
roads, while the initiating explosives within Lam Tei Quarry Magazine will be
transported by using the access road which is not a public road.
8.2.8
Review of Potentially Hazardous Installations in the Vicinity
Identification of Potentially Hazardous Installations
8.2.8.1
According to the EIA Study Brief of our
project (ESB-348/2021), methods shall be investigated to minimise risks from
LPG storage which are ExxonMobil LPG storage installation located at Tuen Mun
Area 44 and the LPG storage installation at Sam Shing Estate to address the
associated risks with operation of the high pressure gas pipelines during
construction and operation of the Project. Therefore, a review has been conducted
to identify any Potentially Hazardous Installations (PHIs) that their
Consultation Zones (CZs) would overlap with the Project alignment, including
TMB alignment (approximately 7.5km long), above-ground structures and the
associated temporary work sites and works areas.
Information Collated
8.2.8.2
The operator, i.e. IP&E GBA Limited, of both LPG storage at Tuen Mun
Area 44 and Sam Shing Estate has been approached to collect their latest
available public information. The approved EIA study for Tuen Mun South
Extension (TMSE EIA, AEIAR-236/2022) and HK2030+ TPDM has also been reviewed.
LPG Storage at TM Area 44
(TM44 LPG Storage)
8.2.8.3
As discussed in Section 2, the majority of the Project would be in the form of a tunnel,
including the section in the immediate vicinity of LPG
storage at Tuen Mun Area 44 (TM44 LPG Storage). This would have minimised
the risk during both the construction and operational phase of the tunnel
section as much as practicable. However,
since part of TMB tunnel alignment (around 200m) is within the CZ of the
TM44 LPG Storage, a QRA is needed for TM44 LPG Storage which is a PHI.
8.2.8.4
According to the latest horizontal and
vertical alignments, the horizontal separation between the tunnel and TM44 LPG Storage is around
7m, while the vertical separation between the top of the tunnel to the ground
is around 37m. Therefore, the tunnel alignment is at about 37m under TM44
LPG Storage. Besides, the tunnels in the
area would run within the granite level.
8.2.8.5
The risk levels associated with the operation of the TM44 LPG Storage
has recently been fully assessed in the approved EIA for Tuen Mun South
Extension (AEIAR-236/2022) (TMSE EIA).
According to the information presented in TMSE EIA, there are 3
underground storage vessels each with storage capacity of 10 tonnes.
8.2.8.6
The approved TMSE EIA has identified all the potential failure events
associated with TM44 LPG Storage.
Potential LPG release from TM44 LPG Storage will include storage vessel
failure, road tanker failure, pipework failure, vaporiser failure, hose
failure, loading/ unloading failures, external events (such as earthquake,
aircraft crash), safety system failures (such as pressure relief valve
failures, pump overpressure protection system failures, etc.), human errors and
fire-fighting system failure. Any
release may lead to potential hazardous event outcomes including jet fire, flash
fire, fireball, Boiling Liquid Expanding Vapour Explosion (BLEVE) and Vapour
Cloud Explosion (VCE).
8.2.8.7
A review of the potential impact from the above event outcomes to the
TMB tunnels has been conducted and is summarised below. It can be seen from the below that adverse
impacts from the operation of the TM44 LPG Storage to the Project is not
anticipated.
·
Jet Fire - For jet fire, the outflow of release
would be obstructed, for example, by the ground surface and objects in the
vicinity. As the tunnel alignment has a
separation distance of about 37m from TM44 LPG Storage, any jet fire from TM44
LPG Storage would be obstructed by the existing ground and the thick soil
strata in between, and hence would not affect the construction and operation of
the tunnel;
·
Flash Fire - Flash fire is caused by any delay
ignition of the dispersed LPG plume. The dispersion of the LPG plume would also
be obstructed by the ground surface and objects. Considering that the tunnel
alignment has a separation distance of about 37m from TM44 LPG Storage and the
tunnel portals and Middle Ventilation Building are located at about 1km away,
it is considered unlikely that any dispersed PLG gas could enter into the
tunnel section;
·
Fireball - Fireball is a fire, burning sufficiently
rapidly for the burning mass to rise into the air as a cloud or ball. Fireball
is normally come with immediate ignition thus it is not able to disperse into
the tunnel section which is more than 30m deep within the soil strata;
·
BELVE - BLEVE is caused by a sudden failure of a
vessel containing a pressurized liquid at a temperature well above its normal
(atmospheric) boiling point and leading a rapid vaporization of LPG and form a
large vapour cloud which is similar to fireball. A fireball would be generated
after the inflammation of the large vapour cloud. Similar to the discussion for
fireball, the tunnel section runs deep within the soil strata which would be
able to protect the tunnel section; and
·
VCE - A VCE is caused by the ignition of a
flammable cloud which is formed due to the rapidly release of a large amount of
LPG liquid or gas from a vessel. However, according to approved TMSE EIA, there
is not VCE outcome from TM44 LPG Storage.
8.2.8.8
As discussed in Section 2, tunnelling using TBM
would be adopted for constructing this tunnel section. This would have avoided any at-grade
construction activities and any blasting works in the vicinity of TM44 LPG
Storage. Refer to
several research and
the monitoring data collected from similar scale projects, the expected
vibration level caused by TMB tunnelling to this PHI would be around 2mm/s.
Moreover, monitoring and mitigations measures below would be proposed to
control the ground vibration or ground settlement induced by TMB tunnelling: 1)
Define trigger levels (AAA levels) during the construction stage that will be
based on the statutory limits provided by relevant regulations and Ordinances
currently in force; 2) Carry out specific vibration and settlement monitoring
for TM44 LPG Storage; 3) Carry out a robust precondition survey to practically
utility survey before closing to this LPG installation; 4) Consider reducing
TBM thrust force and cutterhead rotation speed in the nearby sections.
8.2.8.9
Besides, transportation routes for the
explosives for the drill-and-blast
sections in other areas (e.g. from the explosives
magazine site in Pillar Point to the drill-and-blast tunnel section which is
located at about 1km away) are purposely designed to avoid the CZ of this PHI.
8.2.8.10
The operational phase for TMSE is Year 2031 which is two years before
the commissioning year of this Project. Thus, the failure frequency in the
approved TMSE EIA for the TM44 LPG Storage would still be valid, i.e. the
individual risk contour would be the same as that predicted in the approved
TMSE EIA.
8.2.8.11
Apart from the separation distance between
this Project and TM44 LPG Storage, construction workforce would be limited to
around 20 people within the tunnel section inside the CZ of TM44 LPG Storage
while there would be only induce transient population (about 30 people)during
the operational phase. The induced transient population would only be
travelling within the confined tunnel of this Project within the CZ and since
there is a distance between the tunnel and the storage installation at TM44 LPG
Storage, the increase in population within the soil strata due to this Project
would not affect the societal risk for TM44 LPG Storage. Since the assessment year of
approved TMSE EIA (Year 2031) is close to the commissioning year of the Project
(i.e. Year 2033), and there are neither new developments nor growth rate
accordingly to TPEDM, the population adopted in the approved TMSE EIA is still
considered as valid. Hence, the societal risk would be the same as that in the
approved TMSE EIA. The societal risk and individual risk result of TMSE EIA is
extracted to Appendix 8.3.
LPG Storage at Sam Shing Estate
8.2.8.12
Total capacity of LPG Storage at Sam Shing Estate (SSE LPG Storage) is 8,000
Liter water capacity (approximately 4 tonnes in weight).
8.2.8.13
As the capacity is smaller than that of TM44 LPG Storage (approximately
30 tonnes in weight), the influence zone would be smaller than that of TM44 LPG
Store. In addition, according to the latest design of the Project, the
alignment would be constructed in a strata of bedrock of Lantau Granite which
is about 30m underground near Sam Shing Estate. Apart from the vertical
separation distance between the SSE LPG Storage, the horizontal separation
distance from the alignment is around 55m which is even larger than that
between TM44 PG Store and the alignment. Moreover, the construction of the
tunnel near Sam Shing Estate would avoid the fault line, so the occurrence of
LPG gas entering the tunnel through the fault line would be unlikely. Hence,
the potential impacts caused by SSE LPG Storage to the TMB tunnel would be
significantly lower than that of TM44 LPG Store.
8.2.8.14
Similar to the findings for TM44 LPG Storage, the PPV level at SSE LPG
Storage would be lower than 2mm/s as the separation distance between the
alignment and the SSE is more than 20m. Hence, adverse settlements are not
expected during the TBM tunnelling through the granite layer near Sam Shing
Estate.
8.2.8.15
Furthermore, construction population for the TBM tunnelling near SEE LPG
Storage would be limited to around 20 people while there would only be
transient population (less 30 people) induced during the operational phase. The
induced transient population would only be traveling within the confined tunnel
section. A separation distance is always
maintained from the SSE LPG Storage.
8.2.8.16
Hence, adverse impacts from the construction and
operation of the SSE LPG Store to the Project is not
anticipated.
8.2.9
Concurrent Projects during
Construction Phase
8.2.9.1
Section 2 has identified the predicted concurrent projects. The following
sections discuss the cumulative impacts from the concurrent projects.
Route 11 (R11)
8.2.9.2
R11 would be constructed concurrently with the Project.
8.2.9.3
According to the latest design of R11, tunnel blasting and magazine
sites are required. Thus, the cumulative risk from the use, overnight storage
and transportation of explosive during the construction of R11 would need to be
assessed.
8.2.9.4
Although the impact induced from use of explosives from R11 would not
have much effect on this Project, shared use of the proposed explosives
magazines and the transportation from these proposed explosive magazines to the
blasting site would be overlapped, cumulative impact is still anticipated and
would be assessed.
8.2.9.5
Moreover, even though two projects (TMB and Route 11) are two separate
Designated Projects (DPs), they would be implemented by the same project proponent
and there are synergy for the design of these two projects to minimize the
environmental and risk impacts during their construction and operational phases
as well as providing trainings and drills to the construction workers for
efficient evacuation as precautionary measures at any risk events.
Proposed Lam Tei Underground Quarrying
8.2.9.6
Lam Tei Underground Quarrying
(LTUQ) is still under design stage, and detailed information is yet to be
confirmed during the preparation of this QRA.
8.2.9.7
In addition, LTUQ is a separate
DP and the respective project proponent is still carrying out the design and
the corresponding QRA. According to their latest implementation programme, the
EIA study of Underground Quarrying at Lam Tei, Tuen Mun (LTUQ EIA) would be
submitted after the EIA for both R11 and TMB. Hence, the QRA would consider the
impact from this Project and R11 as its concurrent projects and include the
cumulative impact according to their Study Brief (ESB-355/2022). The QRA study
of LTUQ EIA would also follow the requirements and criteria set out in Annex 4
of the EIAO-TM to determine the acceptability.
8.2.9.8
Moreover, interface meetings
between LTUQ, R11 and the Project have been and would continue to carry out to
agree on the design interface of each project to minimise the impact of each
project and the cumulative impact.
Other Concurrent Projects
8.2.9.9
Since there are no other concurrent, planned
or committed projects leading to any other hazardous events at the present
stage, it is considered that there will be no potential cumulative impacts
expected to arise during the Project cycle.
8.3
Hazard to Life Assessment
Methodology
8.3.1
Study Approach
8.3.1.1
The assessment consisted of the following six
main tasks:
a)
Data / Information Collection and
Update: relevant data / information essential for the hazard to life assessment
were collected;
b) Hazard Identification: Identify hazardous scenarios associated with
storage, transport and use of explosives;
c)
Frequency Estimation:
Estimate the frequencies of each hazardous event leading to fatalities with
full justification by reviewing historical accident data and previous similar
projects;
d) Consequence Analysis: Analyse the consequences of the identified
hazardous scenarios;
e)
Risk Assessment and Evaluation:
Evaluate the risks associated with the identified hazardous scenarios. The
evaluated risks will be compared with the HKRG to determine their
acceptability. Where necessary, risk mitigation measures will be identified and
assessed to comply with the “as low as reasonable practicable (ALARP) principle
used in the HKRG; and
f)
Identification of Mitigation
Measures: Review the recommended risk mitigation measures
from previous studies, practicable and cost-effective risk mitigation measures
will be identified and assessed as necessary. Risk outcomes of the mitigated
case will then be reassessed to determine the level of risk reduction.
Diagram 8.5 Schematic Diagram of QRA Process
8.4
Estimation of Population
8.4.1
Assessment Area
8.4.1.1
Diagram 8.2 to Diagram 8.4 have
showed the locations of the proposed explosive magazine. Given that the maximum
influence distance of the hazardous scenarios (see Table 8.29) is less than
70m, an assessment area comprising a 100m influence zone along the portals and
openings, magazine sites and along the transportation routes is considered.
This would introduce some conservatism into the assessment.
8.4.2
On-Site Population
8.4.2.2
Similarly, as the Project Proponent
of the Project would also be responsible for the construction of R11. It is understood that the same set of
training / drills would also be implemented by the contractor of R11. Hence, the construction workforce of R11 is
also considered as on-site population in this QRA.
8.4.2.3
As discussed in Section
8.2.9, LTUQ is a separate DP and the respective design / EIA are still
being developed and finalized.
Nevertheless, it is understood that the future operator of LTUQ would
implement the best practices to optimize its environmental performance
including those relating to risk. Where
necessary, training and drills would also be provided to their workforce. Hence, this QRA would consider the
construction workforce and operator of LTUQ as on-site population as well. Moreover, it is understood that the project
proponents of the Project, TMB and LTUQ would continue the close liaison during
the subsequent stages to ensure the cumulative risk is optimized as far as
practicable.
8.4.2.4
Subject to the liaison of the
three concurrent projects R11, TMB and LTUQ, a Hazard Management Plan would be
formulated with a view to aligning the understanding of the risk of the three
projects so that all the working populations at Lam Tei Quarry area, which
includes the workforce induced under the construction and operational stage of
three projects, could be considered as on-site populations in the QRA for all
the three projects. The measures
stipulated in the Hazard Management Plan may include, but not limited to, the
adjustment of the blasting schedules of the three projects to minimize the
potential cumulative impact, provision of common trainings and drills to the workforce
of all the three projects, etc. The Hazard Management Plan, which would be
agreed among the three projects, would be submitted to EPD for agreement prior
to the tender invitation of construction phases of R11, TMB and LTUQ, whichever
is earlier.
8.4.2.5
Hence, this QRA would consider
the construction workforce and operator of LTUQ as on-site population as well.
8.4.3
Off-Site Population
8.4.3.1
Four types of population are considered along
the transportation routes:
·
Pedestrian population on footpaths and
pavements next to the transportation routes;
·
Road population;
·
Railway population; and
·
Building population.
Land and
Building Population
8.4.3.2
Buildings within a 200m corridor (i.e.100m on
both sides of transport route) were included in the assessment. Population in
each building along the transport route is analyzed individually.
8.4.3.3
The population data including residential,
industrial and transient population would be updated based on the following
information to determine the projected population for assessment.
·
The Task Force Planning Dataset
(TFPD) from the Task Force on the Review of Planning Department’s Planning Data for
Traffic Impact Assessment for Major Development Projects at Strategic Level;
·
Census and Statistics Department’s 2021 Population Census;
·
Annual reports of relevant schools; and
·
Traffic forecast for assessment year.
8.4.3.4
The TFPD has been adopted for the projection
which is based on the base Year 2019.
8.4.3.5
The assessment year, i.e. Year 2033, is the
year of next TPEDM year of maximum traffic flow within the construction period
of the Project. According to TPEDM, the population and growth rate of different
Planning Data Zone (PDZ) for Tuen Mun District for residential and
non-residential between the base year and Year 2036 is listed in Table 8.8.
Considering that negative population growth and significantly large population
growth due to new development planning is found in some Planning Data Zone of
Tuen Mun, the population in Year 2036 are assumed to be the same as the base
year.
Table 8.8 Population and Growth Rate of different Planning Data
Zone for Tuen Mun District
Planning Data Zone
|
Resident Population
Annual Growth Rate (%)
|
Non-Residential Population
Annual Growth Rate (%)
|
158
|
0
|
0
|
159
|
0
|
0.7
|
160
|
0
|
0.6
|
161
|
5.0
|
0
|
166
|
0.2
|
0.7
|
258
|
0
|
0
|
360
|
0
|
0
|
438
|
0
|
0.7
|
439
|
2.0
|
0.4
|
441
|
0
|
0
|
157
|
0
|
0
|
[2] The annual growth rates for Zone 157, 158, 258,
360 and 438 for residential are assumed to be 0 due to significantly large
population growth.
[3] The annual growth rates for Zone 156, 159,
160 and 441 for residential population are assumed to be 0 due to negative
population growth.
[4] The annual growth rates for Zone258 and 438
for non-residential population are assumed to be 0 due to significantly large
population growth.
[5]
The
annal growth rates for Zone 156, 157, 158, 161 and 441 are assumed to be 0 due
to negative population growth.
Road
population
8.4.3.6
The traffic density information used in this
QRA is based on the traffic forecast. A population density approach was adopted
for estimating the population within vehicles on the road. The occupants inside
the vehicles were conservatively estimated as indoor population.
Flowing Traffic Population
8.4.3.7
The traffic density information used in this
QRA was based on the latest 2021 Annual Traffic Census (ATC, 2021) and the
information provided by the Traffic Consultant. Road population density was
calculated using the following relations:
Where
|
AADT
|
is The Annual Average
Daily Traffic
|
|
P
|
is the average number of
persons per vehicle
|
|
W
|
is the road width in meter,
based on actual data
|
|
V
|
is the vehicle speed in
km/hr
|
Traffic Jam Condition
8.4.3.8
During the transportation of explosives, it is
possible that the traffic flow might be disrupted when an explosion initiation
occurs on the explosives carrying vehicle. If a traffic accident is severe
enough to lead to a vehicle fire, a traffic jam could be developed before the
fire spreads to the explosive load causing initiation. The road with traffic
jam condition will have a higher population density in general when compared to
free-flowing traffic because the separation distances between vehicles are
reduced significantly.
8.4.3.9
The occupancies for each vehicle type and
vehicle mix are taken from the Annual Traffic Census (ATC) for 2021. Two core
stations (Table
8.9) are selected to represent the transport route from the magazine site to
the construction site.
Table 8.9 Core Stations Considered
12BCore
Station
|
13BDescription
|
14B5012
|
15BTuen Mun Road (From Sham Tseng
to Tsing Long Highway – Ting Kau Bridge)
|
Railway
Population
8.4.3.10
The railway population
considered in this assessment included the on-train population of the Light
Rail Transit (LRT). The railway population on the LRT was estimated based on
the design capacity of a LRT vehicle in LC Paper No. CB(4)854/15-16(07) and the
train frequency, the calculated railway population on the LRT was considered to
be conservative and was adopted for all the assessment scenarios; while the
railway population of the Project was estimate based on the average train
loading and the train frequency during the peak hour.
8.4.3.11
The population along a railway
segment was calculated using the following formula:
8.4.3.12
The population associated with
the railway traffic was modelled as 100% indoor.
Pedestrian
Population
8.4.3.13
Pedestrian flow on the pavement is assessed along
the explosives transportation routes through site survey conducted in Dec 2022
and Jan 2023. The pedestrian density is estimated by the following equation:
Where
|
P
|
is the number of
pedestrians passing a given point in one hour
|
|
W
|
is the road width (m)
|
|
Q
|
is the pedestrian speed
(km/hr)
|
8.4.3.14
The assumption for pavement population density is attached in Table 8.10 and the detailed assumption for each road is written in Appendix 8.4.
Table 8.10 Pavement Population Density
Area
|
Pavement
Population Density (person/m2)
|
Lung
Fu Road
|
0.0042
|
Tuen
Mun Town Center
|
0.0145
|
Gold Coast
|
0.0116
|
Tai Lam
|
0.0035
|
8.4.4
Time Periods and Occupancy
8.4.4.1
Four time-modes would be adopted to consider the
temporal changes in population within the assessment area. Detailed description
and frequency per year for each time variation mode is presented in Table 8.11. The temporal population distribution makes referenced to XRL EIA as
its assessment area is similar to the area of this Project which they were
based on extensive surveys, AADT and site surveys. Moreover, the occupancy of
buildings during each time period is based on extensive surveys conducted by
ERM in 2006 which has also been adopted by other EIAs such as approved EIA
study on Sha Tin Cavern Sewage Treatment Works (AEIAR – 202/2016, STC STW EIA)
and EIA report for South Island Line (East) (AEIAR-155/2010, SIL EIA). Occupancy
of population during each time mode is based on assumptions listed in Table 8.12.
Table 8.11 Definition of Time Variation Mode
Time Variation Mode (TM)
|
Description
|
Period
|
Weighting per week
|
Frequency per year [1]
|
TM 1
|
Weekday Day
|
Monday to Friday (09:00 to 18:00)
|
45 hours
|
0.268
|
TM 2 [2]
|
Peak Traffic Hours
|
Monday to Sunday (07:00 to 09:00 and 18:00 to
20:00)
|
28 hours
|
0.167
|
TM 3
|
Weekend Day
|
Saturday and Sunday
(09:00 to 18:00)
|
18 hours
|
0.107
|
TM 4
|
Night
|
Monday to Sunday (20:00 to 07:00)
|
77 hours
|
0.458
|
Table 8.12 Temporal Population Distribution
Factor
Type
|
Weekday Day
|
Peak Traffic Hour
|
Weekend Day
|
Night
|
Residential
|
20%
|
50%
|
80%
|
100%
|
Educational
|
100%
|
10%
|
55%
|
0%
|
Road traffic population
|
60%
|
100%
|
60%
|
15%
|
Temple
|
50%
|
10%
|
100%
|
0%
|
Recreational / Open Space
|
70%
|
10%
|
100%
|
0%
|
Office (Administration) /
Commercial
|
100%
|
10%
|
100%
|
10%
|
Industry
|
100%
|
10%
|
55%
|
10%
|
Open Storage
|
100%
|
1%
|
51%
|
0%
|
Car Park
|
70%
|
100%
|
70%
|
10%
|
Government Station
|
100%
|
10%
|
55%
|
10%
|
Railway
|
60%
|
100%
|
60%
|
15%
|
Fire Station
|
100%
|
100%
|
100%
|
100%
|
Petrol Station
|
50%
|
100%
|
50%
|
1%
|
Pedestrian
|
100%
|
100%
|
100%
|
100%
|
8.4.5
Features Considered in this QRA
8.4.5.1
The following sets of features were considered
as sensitive receivers in the Blast Assessment Report:
Man-made slopes and Retaining walls
8.4.5.2
These features include cut slopes, fill
slopes, retaining walls and a combination of these. The slopes are covered with
all types of facing, including shotcrete, chunam, stone facing and vegetation.
8.4.5.3
A number of man-made slopes have been identified near the blast faces as
shown in Appendix 8.5. These features are considered in this assessment.
Natural Terrain Hillside and Boulders
8.4.5.4
The project site is surrounded by natural
terrains, so natural terrain within 250m will be considered in this assessment.
Existing Buildings and Structures
8.4.5.5
All the buildings and structures within 250m
from the Project site are considered in this QRA.
8.5
Hazard Identification
8.5.1
Overview
8.5.1.1
Hazard identification consists of a review of
the following:
·
Properties of the explosives;
·
Scenarios presented in previous relevant
studies;
·
Historic accidents; and
·
Discussion with explosives and blasting
specialists.
8.5.2
Accidental Initiation due to Hazard Properties of Explosives
Explosive Types and their Properties
8.5.2.1
The physical properties for the explosives to
be stored and transported in this project are shown in Table 8.13.
Table 8.13 Types and Properties of Explosives
8.5.2.2
Explosives can be considered as ‘initiated’
when a self-sustaining exothermic reaction is induced. Initiated explosives can
result in severe burning without progression to explode, a deflagration or a
detonation. A deflagration may transit to detonation but the mechanism of
transition of this phenomenon is still under research.
8.5.2.3
Deflagration-to-detonation transition is the
general process by which a subsonic combustion wave becomes a supersonic
combustion wave (Schultz, Wintenberger and Shepherd, 1999). The difference
between detonation and deflagration is their travelling speed which detonation
is a shock reaction where the flames travel at supersonic speeds while
deflagrations are where the flames are travelling at subsonic speeds (Nolan,
2014).
8.5.2.4
However, either kind of the explosion can
cause significant damage to surroundings which may lead to substantial
fatalities and injuries. Therefore, it should be considered in the QRA.
8.5.2.5
When the explosives are stored in the
temporary magazine site, its chance to be initiated accidentally is low as the
surrounding environment of the storage as the storage environment is unlikely
to experience extremes of heat, shock, impact or vibration with sufficient
intensity to trigger a detonation.
8.5.2.6
Therefore, the most common situation of an
accidental initiation is the introduction of fire. Other scenarios that may
cause initiation include severe impact and friction.
8.5.2.7
Overall, the level of explosion should at least
consider as deflagration due to casualty concerns. To cause a deflagration, the
explosives should be, at least but not only, subject to a stimulus which could
be:
·
Local stimulus: to generate a ‘hot spot’ such
as sparks, friction, impact and electrostatic discharge;
·
Shock stimulus: due to shock or high velocity
impact such as bullet impact and detonation of other explosives; or
·
Thermal stimulus: mass heating leading to
exothermic reaction (intense heat or fire).
8.5.2.8
However, for the types of explosives used in
this Project, not all of these causes are necessarily leading to deflagration
or detonation.
8.5.2.9
In this study, accidental initiation of
explosives has been categorized as either fire or non-fire induced.
Hazard Properties of Emulsion Type
Explosives
8.5.2.10
ANFO emulsion explosives contain Ammonium
Nitrate (AN), which is a powerful oxidizing agent. Although initiation of
emulsion based explosives would not be triggered due to friction or impact
found in normal handling, it can be triggered from heat and confinement or
severe shock from other explosion. The sensitivity of AN based explosives to
deflagration or detonation is increased with the increase of temperature.
8.5.2.11
There are two broad categories of emulsions:
·
Packaged emulsion (sensitized); and
·
Bulk emulsion precursor (void-free liquid).
8.5.2.12
Cartridged emulsion are sensitized by either
adding gassing solution or plastic microspheres to fulfil their intended
function during manufacturing process, so that they can be transported under an
sensitized state. Bulk emulsions are sensitized at the point of use of sites.
Therefore, the difference of chemical properties between these two emulsions is
mainly due to the presence of sensitizer.
8.5.2.13
Matrix or bulk emulsion (no voids) is not
shock-sensitive because there is no known mechanism for the shock front to
propagate. Moreover, a very high pressure is required to heat a void-free
liquid.
8.5.2.14
In normal atmosphere conditions, a local
stimulus generating ‘hot spots’ including sparks, friction, impact, static
electricity extreme ambient temperature does not cause packaged emulsions
(sensitized) to readily deflagrate in normal atmosphere conditions. An
additional pressure in excess of 5 bars above atmospheric pressure is required
in the “deflagrating mass” in order to generate a deflagration which may
subsequently transit to a detonation.
8.5.2.15
The behaviour of packaged emulsion following a
shock or thermal stimulus is discussed in the following sections.
8.5.3
Accidental Packed Emulsion Initiation by Fire
8.5.3.1
Pools of molten AN may be formed in a fire and
may explode if they are contaminated with other materials such as copper
particularly. AN may also melt and decompose in a fire with the release of
toxic fumes which mainly contains oxides of nitrogen. When the temperature of
AN reaches beyond 140°C (AECOM, 2014) or under molten state, its sensitivity to
local stimuli increases.
8.5.3.2
Several tests have demonstrated that the
explosives may ignite and burn, deflagrate and in some cases even detonate when
they are subjected to fire engulfment. The time for an explosive to ignite is
dependent to its physical characteristics and chemical composition.
8.5.3.3
Due to its high water content, cartridged
emulsions are often considered less sensitive to fire engulfment via
initiation. On the other hand, the water content of cartridged emulsions will
be evaporated when disclosed to heat or fire. If the cartridged emulsions are
exposed to heat or fire with high enough energy levels for a long duration and
the confinement pressure increases, it may lead to initiation of cartridged emulsions.
8.5.3.4
When there is fire surrounding the explosive
load, the temperature of any reactive media will clearly be raised and cause
evaporation of components such as water. The rate of temperature increases and
evaporation depends on the design of the cargo container wall and the fire
extent. The outer wall of the cargo container would have direct contact with
the flame and heat will be transferred to the explosive load in the course of
time.
8.5.3.5
It is considered that emulsions are harder to
be initiated than ANFO as its water content is higher than ANFO, so longer time
is required as the water inside emulsions needed to be evaporated first before
triggering the initiation of it.
8.5.3.6
The consequences of an accidental explosion
due to thermal stimulus could be a thermal explosion (cook-off) or detonation
or some combination of the two.
8.5.4
Accidental Packaged Emulsion Initiation by Means Other than Fire
8.5.4.1
Non-fire initiation mechanisms are separated
into two common distinct groups: mechanical and electrical groups. Mechanical
group included both shock and friction initiation and it is difficult to
distinguish them in most accidental situations. It has been stated in approved
EIA report for West Island Line (ARIAR-126/2008, WIL EIA) and SIL EIA that some
non-emulsion explosives can be initiated mechanically at an impact velocity as
low as 15m/s with the absence of piercing. If the explosives are pierced, the
required velocity will probably be far less than 15m/s due to localized heat
generation subjected to frictional rubbing between layers of explosives, and it
is known as ‘stab-initiation’.
8.5.4.2
On the other hand, cartridged emulsion is
insensitive to initiation via impact which is demonstrated from the bullet
impact test from a high velocity projectile. Initiation
will occur if the ignition energy level is above its minimum level. The minimum
ignition energy levels range between 0.015J and 1.26J in general.
8.5.4.3
The required ignition energy level for the
vast majority of explosives, including cartridged emulsions is far exceeded by
contact with mains electricity. Comparing the energy levels possible from
batteries or alternators fitted to motor vehicles, or that due to static
build-up on clothing with the required energy level to initiate most commercial
explosives, it is typically much less than that required. Therefore, only very
sensitive explosives are likely to ignite from these electrical energy sources.
As a result, electrical energy is not a possible energy source for the types of
explosives intended to be used in this project.
8.5.4.4
Possible causes of degradation of cartridged
emulsion may be water loss and prolonged temperature cycling above and below
34°C. These causes would lead to potential caking or a change in ammonium
nitrate crystalline state and increase in volume, but neither potential caking
nor increase in volume would become the cause of detonation by means other than
fire.
8.5.5
Hazard Properties of Detonating Devices
8.5.5.1
Detonating devices may be triggered and explode
when exposed to heat or flame, or with friction, impact, heat, low-level
electrical current or electrostatic energy. Detonation produces shrapnel, while
hazardous gases or vapours produced in fire include lead fumes, nitrogen oxides
and carbon monoxide and the type of gases produced depend on the material used
in the detonators.
8.5.5.2
PETN is the main explosive component contained
in detonating devices including detonating cord and detonators. Detonators also
contain a primary explosive such as lead azide substance which is very
sensitive to initiation.
8.5.5.3
The sensitivities of PETN inside the
detonating cord is similar to that of NG based explosives but generally more
sensitive than emulsions.
8.5.5.4
PETN has the potential to deflagrate at
ambient pressure following a local stimulus. Local initiation can lead to
deflagration under ambient pressure or higher and may lead to detonation
afterwards. It has a comparatively small failure diameter for detonation as an
explosive, i.e. having the smallest physical size of a cylindrical charge of
high explosive which sustains a high order steady-state detonation.
8.5.5.5
By comparing PETN with emulsions, PETN can be
initiated by shock instantly but at the same time, its shock sensitivity is
lower than that of NG based explosives. The detonation of PETN requires at
least 10 times the energy level used for NG based explosives based on the
results of the bullet impact test.
8.5.6
Accidental Initiation Associated with Storage at Magazine
8.5.6.1
The possible means of accidental initiation of
the explosives by fire for the proposed magazine are as follows:
·
Inadequately controlled maintenance work (e.g.
hot work);
·
Poor housekeeping (e.g. ignition of
combustible waste from smoking materials);
·
Inappropriate methods of work;
·
Electrical fault within the store, which
ignites surrounding combustible material resulting in a fire; or
·
Arson.
8.5.6.2
The possible means of accidental initiation of
the explosives by means other than fire for the proposed magazine include the
followings:
·
Dropping of explosives during handling (for
the detonators only); or
·
Crushing of explosives under the wheels of
vehicles during loading or offloading (for detonators and detonating cord
only).
8.5.6.3
The detonators supplied are packaged within
plastic separating strips, so that the initiation of a single detonator will
not propagate to the adjacent detonator. The detonators Packaged in this manner
are classified as Class 1.1B explosives and its total mass is negligible in
terms of explosive mass.
8.5.7
Accidental Initiation Associated with Transportation from Magazine
8.5.7.1
The cartridged emulsion and detonating cord
will be transported together within the same truck in the same compartment.
8.5.7.2
Since the vehicle cargo is designed based on
the guidance note mentioned in Section
8.2.5, it is designed to minimize all sources for local
stimulus, only a significant crash impact or a fire will cause a concern to the
explosives. According to a study reported by the Advisory Committee on
Dangerous Substances (1995), a low traffic speed is not likely to cause a
concern to the explosives.
8.5.7.3
However, low speed traffic accident but with a
low probability is considered possible in this assessment due to conservative
approach. Based on the review with explosives professionals and bullet tests,
the impact energy required to detonate PETN or emulsion based explosives is one
order of magnitude higher than NG. As NG was considered as the basis for
determining the probability of initiation under impact conditions in previous
studies (assessed at 0.001), its probability can be reduced by one order of
magnitude based on the impact energy consideration (AECOM, 2014).
8.5.7.4
The major leading causes for response of the
explosives to an accidental fire are time (typically 5 to 10 minutes) and
possibility to full fire development on the vehicle and the amount of heat
transferred to the loads. For the case of emulsion explosion and based on the
accident statistics, at least another 30 minutes are required for the
explosives to reach critical conditions. This duration may be significantly
reduced for the case of mixed loads of cartridged emulsions and detonating
cords but exact time cannot be predicted based on the transport accident data
for detonating cord (ERM, 2009).
8.5.7.5
The approach of explosives used in this
project as transported was considered to be similar to the XRL Study. In the
XRL Study, a review was conducted on the explosive properties with assistance
from specialists in the explosives industry. The main findings for emulsion
based explosives are as follows.
8.5.7.6
“The radical change in explosive properties at
higher temperatures compared to the original emulsion must be taken into
account. At high temperatures (i.e. higher than melting point), emulsion
explosives would lose water content which may result in a refined explosive
(small droplet/ crystal size AN). This could lead to a thermal explosion,
deflagration or detonation and the probability of 0.1 may not therefore be
applicable to emulsion. Also, some limited accident statistics have some
bearing on this hazard scenario: these accidents may include a combination of
both thermal and mechanical stimuli, which would likely have resulted in
explosion or detonation. The consensus was that the probability of an explosion
for the case of an emulsion was less than 0.5 but further refinement of this
upper estimate would require additional data and more detailed analysis.” (ERM,
2009).
8.5.8
Incident Review
8.5.8.1
Reported safety incidents involving explosives
for commercial and industrial applications have been reviewed in the following
sections. The incident records are extracted from the UK Health and Safety
Executive (UK HSE)’s Explosives Incidents Database Advisory Service (EIDAS), US
Mine Safety and Health Administration (MHSA), Western Australia’s Department of
Consumer and Employment Protection (DOCEP) and Hong Kong SAR Government’s
Annual Controlling Officers Report.
8.5.8.2
To highlight the causative factors to the
incidents, they were sorted into two main categories which are listed below:
·
Incidents involving storage of explosives; and
·
Explosive transport incidents.
Explosive Storage
Incidents
8.5.8.3
According to a UK study written by Merrifield
(1998), 79 major incidents associated with explosives manufacture and storage
were identified from 1950 to 1997. A total of 16 major incidents were related
to storage of explosives.
8.5.8.4
13 of them were due to the storage of
gunpowder, ammunition, nitroglycerine and fireworks. One of the incidents was
related to the storage of detonators and was caused by the corrosion of
detonators, and the remaining two incidents were because of the storage of blasting
explosives. Malicious activity is one of the reasons causing these incidents
which involve blasting explosives.
8.5.8.5
From the above study, it can be seen that the
protection of explosives from malicious human activity and the elimination of
possible ignition sources are crucial for maintaining storage facilities.
8.5.8.6
Some identified initiating causes of accidents
in storage facilities are listed below:
·
Impact;
·
Friction;
·
Overheating;
·
Electrical effects (lightning/static
discharges);
·
Sparks;
·
Spontaneous reactions; and
·
Malicious action/mishandling.
8.5.8.7
To avoid incidents happening in the storage
area, the only actions we can do are maintaining good housekeeping practice,
eliminating potential ignition sources and putting explosives into safe and
secure storage space.
8.5.8.8
However, not all of these causes are
applicable to the types of explosives used in this Project. These are further
discussed in Section
8.6.
Explosive Transport Incidents
8.5.8.9
In Hong Kong, transport related incident
records on vehicles carrying explosives have not been found. However, a minor
incident happened at Queens Road West which involved a Mines Division truck in
September 2010. Fortuitously, the crash impact was not significant, so that the
integrity of the explosives was not affected.
8.5.8.10
The incident records from CEDD website and
different news platform in Hong Kong have been reviewed up to Year 2022 and
there were no incident records related to road transport of explosives.
8.5.8.11
The EIDAS database obtained most of the
worldwide incidents related to the transport of commercial explosives reported
from 1950 to 2017.
8.5.8.12
It has identified a transport incident related
to emulsion in which a tyre fire on a truck has spread to the explosive load
and detonated, producing a massive hole. This incident did not cause any
fatality as the truck crew had time to leave the truck and maintain a safe
distance before the tyre fire reached the emulsion load and exploded.
8.5.8.13
There were also some incidents involving mixed
cargoes of emulsion or watergel carried with other types of explosives. The
EIDAS database also found out 2 fire incidents associating explosives carrying
vehicles in Australia in 1998 and 2007 respectively and all of these incidents
did not cause any injuries or fatalities.
Explosive Usage Incidents
8.5.8.14
The incidents from 2000 to 2017 obtained from the EIDAS database has
also been reviewed and there were 3 incidents caused by the use of explosives.
The first incident took place in India in 2007 which a worker was injured when
the electric detonators he was carrying exploded and the worker had been
contracted to blast rocks. The second incident happened in 2008 which an
explosion occurred in Russia during the pneumatic loading of an ANFO into
underground holes. This incident caused 13 fatalities and 5 injuries. The other
incident occurred in 2012 and it caused 1 fatality due to an explosion occurred
in the powder feeder of the shock tube extrusion line which has communicated
back to the magazine and detonated a few seconds later.
8.5.8.15
From 2013 to 2022, the total
number of blasts in Hong Kong is 23,388 blasts which included both underground
and surface blasts. During this period, there was only 1 flyrock incident (i.e.
incidents involving the ejection of rock fragments beyond the site boundary)
occurred. During the blasting, a rock fragment was suspected and threw from
blast area. It travelled approximately 20m and landed on the backyard of a
workshop. The cause of flyrock flew over the 6-metre rock fence was due to high
vibration force generated during the blasting. No
injuries, fatalities or damage to the surrounding property were recorded in
this flyrock incident.
8.5.9
Scenarios for Hazard Assessment
8.5.9.1
The following hazardous scenario are
identified for the hazard assessment.
Explosives Magazines
8.5.9.2
A magazine site typically contains more than
one explosive stores. For instance, Siu Lam Magazine and Pillar Point Magazine
will both have 4 stores while Lam Tei Quarry Magazine site has 11 niches.
Within each store or niche, explosives and detonators are stored in separate
compartments. The stores are designed with separation and enclosed walls so
that initiation of the contents of one store will not affect other stores.
8.5.9.3
Therefore, the possible hazardous scenarios
with the storage of explosives would be the detonation of the full contents of
one store. The following scenarios are considered in this assessment:
·
Detonation of a full load of explosives on a
delivery truck within the magazines’ access road; and
·
Detonation of the full quantity of explosives
within a store.
8.5.9.4
The above scenarios are adopted to all the
proposed magazine sites.
8.5.9.5
The explosives transport within the magazine sites has conservatively
considered the maximum load and the maximum delivery frequency throughout the
Project as a simplification.
8.5.9.6
The explosives loads considered are listed in Table 8.14.
Table 8.14 Explosives Storage Quantities
Magazine
|
Mass of explosives per site
(TNT eqv. kg) [1,2]
|
No. of stores
|
TNT equivalent per store
(kg)
|
Lam Tei Quarry
|
1000
|
11
|
100[5]
|
Siu Lam
|
1200
|
4
|
300
|
Pillar Point
|
1400
|
4
|
350
|
Transport of Explosives
8.5.9.7
The hazardous scenario considered for
transport of explosives is accidents involving explosives delivered and
transferred from magazine to each delivery point, i.e. the gate of each work
site, which cause the detonation of a full load of explosives on an explosives
carrying vehicle. Delivery within the work site is classified as on-site
transportation and included in the use of explosives.
8.5.9.8
Explosion of the detonator load during
transport is not quantified for the following reasons:
·
They are transported on a separated truck
within the same convey; and
·
The detonator packages are classified as HD
1.4B
or HD 1.4S
(articles which present no significant hazard outside their package). This
packaging can limit the consequences potentially leading to fatalities remain
within the explosive truck boundaries. The UK CFRA has estimated the
consequences for small quantities of explosives in workrooms. For a detonator
load of less than 200g per trip to be transported in XRL, an accidental
explosion will lead to approximately 1% chance of eardrum rupture at a distance
of 3.5 metres; approximately 50% chance of eardrum rupture at 1.5 metres. If a
person is very close to the explosion such as holding the explosives, he would
have a high probability to be killed (CFRA, 2008).
Scenarios Considered in the Assessment
8.5.9.9
The assessed scenarios are summarized in the
following table:
Table
8.15 Scenarios Considered in this
Assessment
8.5.9.10
The transport of explosives from Lam Tei Quarry Magazine Site is not
considered as the transportation route is within the project boundary which the
population is considered as on-site population. The on-site transportation of
explosives from Lam Tei Magazine Site to blast face is considered as on-site
transportation under use of explosives. The aboveground transportation route is
shown in the diagram below.
Diagram 8.6 On-site Transportation Route from Lam Tei
Quarry Magazine Site to TMB Northern Tunnel North Portal
Use of Explosives
8.5.9.11
Possible hazardous scenarios regarding the use of explosives are:
·
Higher vibration generated by the blast face due to human errors and
other reasons such as manufacturing defects causing deviation from the
confirmed design;
·
Higher vibration and air overpressure due to the detonation of a full
load of explosives in one contractor truck from the delivery point to the
tunnel portal at on-site transportation within the site boundary;
·
Higher vibration due to detonation of a full load of explosives in one
contractor truck from the tunnel portal to blast face at on-site transportation
within site boundary; and
·
Higher vibration, air
overpressure and flyrocks associated with the use of explosives for surface
blasting.
Hazards from the Blasting Process
8.5.9.12
The permitted vibration level
of the sensitive receivers will determine the design of the blast face and is
expected not to cause any damage to the sensitive receivers. However, vibration
higher than expected may be induced by potential hazards arising in the event
of deviations from the confirmed design occurring.
8.5.9.13
The relevant failure scenarios
at the blast face which may lead to higher than expected ground vibration
includes the manufacture of detonators and surface connectors, design of the
blast, installation of detonators and surface connectors and loading of
explosives. The details are presented in Appendix
8.6.
Hazards
from Transport of Explosives to Blast Faces
8.5.9.14
For tunnel and adit blasting,
cartridged emulsions, detonators and detonating cords are transported onsite
from the delivery point, i.e. the gate of each work site, to the portal and
then to the blast faces through the access tunnel by a licensed (contractor
operated) diesel vehicle.
8.5.9.15
For surface blasting, cartidged
emulsions, detonators and detonating cords are transported on-site from the
delivery point to the blast benches by a licensed (contractor operated) diesel
vehicle.
Ground
Vibration Associated with the Use of Explosives
8.5.9.16
Ground vibration is a potential
hazard if the stress wave intensity is high enough to induce a high level vibration during rock
excavation. Peak particle velocity (PPV) will be used as an indicator of damage
to structures and it is assumed that reinforced concrete structures in good
condition can encounter a PPV of 50mm/s without any risk of damage.
Nonetheless, the PPV can be amplified by the peak ground motion and the PPV
experienced by the structure. Hence, a PPV of the ground motion of 25mm/s is widely
used to prevent damage to buildings.
8.5.9.17
Ground vibrations induced by
this stress wave have a peak velocity that is related to MIC and the distance
from the blast source. Diagram 8.7 presents the typical range of charge
weights and predicted vibration levels using the MD vibration constants.
8.5.9.18
It is considered that structures in vicinity
to the blasting site are unlikely to be subjected to PPV levels greater than
100mm/s or 229mm/s for structural damage and object falling (see Section 8.7.2) for
normal blasting operations.
Diagram 8.7 Charge Weight per Delay (MIC) versus
Distance per Blast
8.5.9.19
There can be different levels
of damage considered for structures based upon previous records for ground
vibrations and ground frequencies which has been identified by Geoguide 4.
8.5.9.20
It identifies that blast ground
vibration acceptance criteria depends on the type of structure, technical
installations and occupancy, as well as the dominant frequency of the
vibration. Blast ground vibrations normally have a frequency of 20 to 200 Hz
which exceeds the natural frequency of most buildings. The dominant frequency
depends on the medium transmitting the vibrations and can be some 40 Hz for
soil, 40 to 70 Hz for sift or broken rock and 100 to 200 Hz for hard rock
(Tamrock, 1989).
8.5.9.21
The natural frequency of tall
buildings estimated can be expressed as the following equation:
Natural Building
Frequency=46 / Height of the building (m)
8.5.9.22
If the ground motion frequency
is similar to natural building frequency, it may lead to a larger motion of the
building but this usually occurs when low frequency ground motion occurs over a
long period of time (i.e. earthquakes last for 30 seconds to minutes) rather
than the usual 4 to 9 seconds for a tunnel blast.
Flyrocks due to Blasting
8.5.9.23
As one of the major hazards from
poorly managed and controlled blasting operations is flyrock while some of the
blast locations are in close proximity of the pedestrians, roads and supporting
plants of LTUQ, the consequence of flyrock is considered separately. Flyrock is
defined by the Institute of Makers of Explosives as a rock that has been
propelled by the blast area (which is determined by the blaster) by the force
of an explosion. Flyrock is caused by a mismatch of the distribution of
explosive energy, type of confinement of the explosive charge, and the
mechanical strength of the rock. It is recorded that injuries from flyrock and
lack of security in the blast area in the US accounted for more than two-third
of all injuries recorded in surface mining over period 1978 to 2002.
8.5.9.24
There are many reasons that can
lead to flyrock and a summary of the key factors affecting past flyrock
accidents is summarised in Table 8.16.
Table 8.16 Factors leading to Flyrock Accidents
based on the historical data
Factors
to cause flyrock accidents
|
Description
|
Poor Design of Blasting Parameters
|
Blasting Overload
Unreasonable Burden
Too Short Stemming
Improper Delay Time
|
Operation Negligence
|
Inaccurate Drilling
Poor Stemming Quality
Wrong Firing Sequence
|
Unknowable Natural
Conditions
|
Lack of knowledge and
accurate technology to identify and recognize the specific anomaly or
weakness in the rock structure, which can lead to subsequent flyrock
problem.
|
8.5.9.25
From Year 2013 to Year 2022,
there were 23,388 blasts completed in Hong Kong, including 20,340 underground
blasts and 3,048 surface blasts. During this period, there was one flyrock
incident reported as discussed in Section 8.5.8.15. The probability of a blast-induced flyrock failure is 3.28E-04 per
blast (i.e. 1/3,048).
8.5.9.26
The assessed scenarios are summarized in the
following table:
Table 8.17 Scenarios Considered in this Assessment
Tag
|
Scenario
|
Explosives load (TNT eqv. Kg)
|
No. of trips per year
|
Surface Blasting
|
SU01
|
Higher
Vibration, air overpressure due to 2 to 6 MIC and flyrocks due to 1 to 6 MIC
detonated at the same time during surface blasting of Site 1: LTQ main cut
slopes for approach viaducts (within R11 project boundary)
|
20 – 60
|
-
|
SU02
|
Higher
Vibration, air overpressure due to 2 to 6 MIC and flyrocks due to 1 to 6 MIC
detonated at the same time during surface blasting of Site 2: LTT North
Portal (within both TMB and R11 project boundary)
|
20 – 60
|
-
|
Tunnel Blasting
|
TU01
|
Higher
Vibration due to 2 to 6 MIC detonated at the same time during tunnel blasting
of TMB Northern Tunnel North Portal
|
20 – 60
|
-
|
TU02
|
Higher
Vibration due to 2 to 6 MIC detonated at the same time during tunnel blasting
of TMB Northern Tunnel South Portal
|
20 – 60
|
-
|
On-site Transportation
|
TO01
|
Detonation
of full load of explosives in one contractor truck during on-site
transportation – from Lam Tei Quarry Magazine Site to blast face of TMB
Northern Tunnel
|
80
|
487
|
8.6
Frequency Analysis
8.6.1
Overnight Storage of Explosives
8.6.1.1
A generic failure frequency of 1E-4 /year has
been adopted for the QRA. This frequency has also been used in approved EIA
report for SIL EIA, XRL EIA and Shatin to Central Link – Tai Wai to Hung Hom
Section (AEIAR-167/2012, SCL (TAW-HUH) EIA). Apart from the generic failure,
external accidents that caused outside the magazine site but would also induce
hazard accidents including the following:
·
Explosion during manual transfer from store to
contractor’s collection truck;
·
Lightning;
·
Aircraft crashing;
·
Hill fire;
·
Earthquake; and
·
Escalation (explosion of one magazine
storeroom triggers another).
Explosion During Manual
Transfer from Overnight Storage to Contractor’s Collection Truck
8.6.1.2
Transfer of explosives from magazine site to
contractor’s collection truck would be carried out by hand and no tools are
involved. Thus there is no significant cause of explosives mishandling specific
to the Project magazine site as compared to international practice and assumed
to be covered in the generic failure frequency.
Lightning
8.6.1.3
Design of facilities should provide protection
within lightning conductors to safeguard the facilities from earth direct
lightning strikes and inspect the grounding regularly. Lightning protection
installations should follow the standards IEC 62305, BS EN 62305, AS/NZS 1768,
NFPA 780 or equivalent standards. Therefore, the potential of lightning strike
to cause damage and lead to failure event would be unlikely. Failures due to
lightning strikes are taken to be covered by generic failure frequency.
Aircrafts Crashing
8.6.1.4
Aircrafts crashing due to airway accidents
from arrival/departure flight paths would be taken into account. The same
method is also adopted in approved EIA study on STC STW EIA. Since the
calculated failure rates are much smaller than an order of 10e-9, failure
caused by aircraft crash is not further considered in the assessment.
Hill Fire
8.6.1.5
In autumn and winter when the humidity is low
and rainfall is scarce, vegetation in the countryside becomes dry and hill
fires often occur in these seasons. The proposed magazine may be potentially
affected. According to the Annual
Reports published by Agricultural, Fisheries and Conservative Department from
2018 to 2021, there are about 0.78% of vegetation areas are affected by fire
each year between 2017-2018 and 2020-2021, or equivalently, the frequency of a
hill fire affecting a specific site is 0.0078/ year. Information of hill fire
are listed below.
Table
8.18 Hill Fire Data for Hong Kong
|
Area Affected (Ha)
|
% of Total Country Park Affected
|
2017-2018
|
106
|
0.24%
|
2018-2019
|
197
|
0.44%
|
2019-2020
|
425
|
0.96%
|
2020-2021
|
660
|
1.49%
|
8.6.1.6
However, considering that the explosive
magazine site design, fire resistance materials such as bricks, cement
rendering and steel doors and the ground surface is to be constructed of
concrete or stone to prevent fire ingress to the explosives as well as the land
within the compound will be cleared of vegetation to remove combustible
materials, the chance of explosives being initiated due to hill / vegetation
fire is considered to be negligible.
Thus, the generic explosion frequency is considered to have included
hill fire scenarios.
Earthquake
8.6.1.7
The generic failure frequency adopted is based
on historical incidents that include earthquakes in their cause of failure.
Since Hong Kong is not at disproportionate risk from earthquakes compared to
similar explosives magazines worldwide (Hong Kong is approximate 600km away
from the nearest Circum-Pacific Seismic Belt which runs through Japan, Taiwan
and the Philippines), it is considered that it is not necessary to address the
failure due to earthquake separately.
Escalation
8.6.1.8
Ardeer Double Cartridge (ADC)
test is a test to determine the sensitivity of a charge of explosive to
initiation by another charge located at a known distance apart but in line with
the first charge. According to pervious approved EIAs such as XRL EIA and STC
STW EIA, it is not considered possible that an explosion within one magazine
store will directly initiate an explosion within an adjacent store (i.e.
leading to mass explosion). Therefore, the direct propagation by blast pressure
wave and thermal radiation effects of an explosion within one store initiating
an explosion within the adjacent store is considered. However, the ground
vibration induced may damage the adjacent stores and leads to subsequent
explosion. A building can withstand a vibration level lower than 229mm/s
without significant structural damage. Ground vibration distance can be
calculated as below:
A = KQd R-b
Where
|
A
|
is the vibration threshold (mm/s) = 229mm/s
|
|
K
|
is
rock constant = 1200
|
|
Q
|
is
the mass of explosive detonated of each storage in the magazine discussed in Table 8.14.
|
|
R
|
is
the distance between the blast and measuring point (m)
|
|
d
|
is
charge exponent = 0.5
|
|
b
|
attenuation
exponent = 1.22
|
8.6.1.9
The above equation applies to explosives fully coupled with hard
rock as typically found in Hong Kong. For aboveground magazine stores, the
magazine store building will provide some confinement which would result in
explosion energy being transmitted through the ground by ground shock effects
due to the direct contact of explosives with the ground. Therefore, the same
approach is conservatively adopted to evaluate the ground shock effects in the
absence of other relevant correlation. This gives a K value circa 200 for this
Project considering the amount of explosives to be stored in each store at each
aboveground magazine site.
8.6.1.10
Applying the above equation and
the ground coupling correlation of the ERM (2008) study, the distance of ground
vibration threshold generated from the proposed magazine site is only about 10m
which is less than the 16m minimum separation distance between stores. Hence, the
possibility of explosives within adjacent stores being initiated is negligible.
8.6.1.11
For the underground magazine,
although direct propagation, by blast pressure wave and thermal radiation
effects, of an explosion within one niche initiating an explosion within the
adjacent niche is not considered, an explosion within one niche may cause
damage with the adjacent niche such as rock spall. This rock spall, which is
caused by the transmission of a shock wave in the surrounding rock, may result
in the initiation of the adjacent niche due to impact of the explosives with
the falling rocks. Therefore, increasing separation distance will significantly
reduce the likelihood of rock spall.
8.6.1.12
The degree of shock wave
transmission through the rock will depend on factors such as the rock type and the loading density of
explosives within the niche. The niche loading density is approximately 1.92
kg/m3 which is calculated by dividing the design quantity of
explosives (200kg) to the volume of a niche (~105m3).
8.6.1.13
The minimum separation distance
between separate niches calculated in Section 8.2.4.5 is 5.8m. Since the actual chamber separation distance is 12m, this QRA
does not consider it is possible to initiate adjacent niche’s explosives due to
rock spall following an explosion within a magazine niche.
8.6.2
Transport of Explosives
8.6.2.1
Deflagration or detonation explosion may be
induced during the transportation of explosives from the proposed magazine to
the construction sites. The QRA study from WIL EIA has identified the causes of
potential accidental explosion during transportation.
8.6.2.2
Spontaneous fire (non-crash fire), fire after
a vehicle crash (crash fire) and impact initiation in crash (crash impact) can
cause accidental explosion, while spontaneous explosion may happen if the cargo
load contains ‘unsafe explosives’. The causes for initiating accidental
explosions are summarized below:
·
Non-crash fire:
This cause
category includes any explosion instance where the explosive load has been
subject to thermal stimulus which is not the result of a vehicle
collision. Events in this category, not
only include instances where the explosive load is directly engulfed in the
fire but also events where thermal stimulus occurs by ways of heat conduction
and convection;
·
Crash fire:
This cause
category is similar to the non-crash fire category but only concerns fires
resulting from a vehicle collision;
·
Crash impact:
This cause
category includes all instances of vehicle collisions with a sufficient energy
to significantly affect the stability of the explosives and which could have
the potential to cause an accidental explosion; and
·
Spontaneous explosion (‘Unsafe Explosive’):
This cause
category includes explosions resulting from breach of regulations caused by
badly packaged, manufactured and/or ‘out-of-specification’ explosives during
normal transport conditions.
8.6.2.3
The transport of explosives relating to
commercial and non-commercial activities in port has first been assessed in the
study published by Advisory Committee on Dangerous Substances (ACDS, 1995). The
basic event frequencies extracted from the study of ACDS was then adjusted in
the DNV studies to address the risk induced by the transport of commercial
explosives by Mines Division trucks. The adjusted frequencies from DNV study
for transport of explosives in trucks operated from the magazine to
construction sites have been widely used in different approved EIA study such
as WIL EIA, XRL EIA, SIL EIA and STC STW EIA. Some minor modifications for the
frequencies were made based on the explosives’ properties, vehicle impact
frequencies and the design features of the explosives carrying vehicles.
8.6.2.4
The fault trees and event trees are updated
with the latest traffic data in The Annual Traffic Census 2021. The fault trees
are shown in Appendix 8.7 and
summarized as below:
Table 8.19 Frequency of Transport of Explosives
Item
|
Expressway (/km/year)
|
Non-expressway
(/km/year)
|
Explosive Load Initiation Due to Impact
(incorporated at frequency of “Contractor Truck Explosion Frequency”)
|
2.10E-12
|
9.92E-12
|
Contractor Truck Explosion Frequency per Truck per km
|
6.86E-10
|
7.95E-10
|
8.6.3
Use of Explosives
8.6.3.1
The frequency assessment for
the use of explosives consists of two parts which are the occurrence frequency of
higher ground vibration due to errors in the blasting process and the
occurrence frequency of higher vibration and air overpressure due to the
transport of cartridges from the shaft to the blast site.
Frequency of Higher Vibration due to Errors
in the Blasting Process
8.6.3.2
The main causes are due to
human errors for all the failure scenarios identified in the high-level failure
mode analysis during the blasting process which include errors in design
manufacturing, installation, checking and recovery.
8.6.3.3
A fault tree analysis has been
used to determine the failure rates or probabilities for the hazardous
scenarios for Use of Explosives. Human Error Assessment and Reduction Technique
(HEART) is carried out to determine the human error probabilities for the
events.
8.6.3.4
HEART is a technique used in
the field of Human Reliability Assessment (HRA), for the purposes of evaluating
the probability of a human error occurring throughout the completion of a
specific task. In this assessment, HEART is adopted to quantify human error
probabilities by evaluating the relationships between humans, their specific
tasks, performance shaping/human factors and error producing conditions.
8.6.3.5
With reference to the approved EIA report for
STC STW EIA, failure scenarios associated with the use of explosives include
the following:
·
Higher vibration due to 2 MIC
detonated at the same time;
·
Higher vibration due to 3 MIC
detonated at the same time;
·
Higher vibration due to 4 MIC
detonated at the same time;
·
Higher vibration due to 5 MIC
detonated at the same time;
·
Higher vibration due to 6 MIC
detonated at the same time; and
·
Higher vibration due to cut
hole error.
8.6.3.6
For 2 MIC case, higher failure
probability between bulk and cartridged emulsion was considered as an integral
part of the models of overcharge of emulsion more than required as either one
of the two emulsions will be used for a blast face in the fault tree. Thus, the
overload was considered as one of the causes leading to a maximum of 2 MIC
detonated simultaneously.
·
More cartridged sticks loaded
into a production hole than required; and
·
More bulk emulsion explosives
loaded into a production hole than required.
8.6.3.7
For 3 and 4 MIC case, the
following failure cases have been considered:
·
For 3 MIC case, charge overload
with one error other than overload (i.e. design error in time delay, detonator
put into a wrong sector, manufacture defect for a detonator, manufacture defect
for a surface connector, incorrect connection of surface connector, etc.) will
lead to 3 MIC detonated at the same time; and
·
For 4 MIC case, charge overload
with two errors other than overload will lead to 4 MIC detonated at the same
time.
8.6.3.8
For cases more than 4 MIC, i.e.
5 and 6 MIC, each frequency increase in MIC is about 2 orders of magnitude
lower. For a conservative approach, the cases of 5 MIC and 6 MIC detonation
occurring simultaneously has been conservatively assumed to be the same as 4
MIC detonation.
8.6.3.9
The probability of the second
human error of the same type was conservatively assumed as 0.01 to account for
the potential dependency of human errors. This assumption has also been adopted
in approved WIL and STC STW EIA.
8.6.3.10
Detailed fault tree analysis is
shown in Appendix 8.6 and the modelled
results are summarised as below.
8.6.3.11
Scenarios considered in this
assessment for tunnel blasting is presented in Table 8.20.
Scenarios considered in this assessment for surface blasting is shown in Table 8.21.
Table 8.20 Scenarios Considered in this Assessment
(Tunnel Blasting)
Scenario
(For Tunnel Blasting)
|
Frequency
(/year)
|
Higher
vibration due to 2 MIC detonated at the same time
|
2.90E-05
|
Higher
vibration due to 3 MIC detonated at the same time
|
2.46E-07
|
Higher
vibration due to 4 MIC detonated at the same time
|
2.57E-09
|
Higher
vibration due to 5 MIC detonated at the same time [1]
|
2.57E-09
|
Higher
vibration due to 6 MIC detonated at the same time [1]
|
2.57E-09
|
More
cartridged sticks loaded into a production hole than required
|
4.39E-06
|
More bulk
emulsion explosives loaded into a production hole than required
|
1.41E-06
|
Table 8.21 Scenarios Considered in this Assessment
(Surface Blasting)
Scenario (For Surface Blasting)
|
Frequency
(/year)
|
Higher
vibration due to 2 MIC detonated at the same time
|
1.21E-05
|
Higher
vibration due to 3 MIC detonated at the same time
|
1.08E-07
|
Higher
vibration due to 4 MIC detonated at the same time
|
1.08E-09
|
Higher
vibration due to 5 MIC detonated at the same time [1]
|
1.08E-09
|
Higher
vibration due to 6 MIC detonated at the same time [1]
|
1.08E-09
|
More
cartridged sticks loaded into a production hole than required
|
5.10E-06
|
More bulk
emulsion explosives loaded into a production hole than required
|
1.24E-06
|
8.6.3.12
According to the latest design,
there would be a maximum of 2 blasts per day for tunnel blasting and 1 blast
per day for surface blasting.
Frequency of Higher than Expected Vibration and Air Overpressure dure to
Onsite Transport of Explosives
8.6.3.13
The overall frequency of
accidental initiation during transportation is 7.95E-10 per truck-route-km per
year as presented in Table 8.19. This value is considered as
conservative as speed control will be implemented within the site during the
onsite transport of explosives and the traffic within the site should not be
heavy as only one truck will be allowed in the site at any given time. Hence,
no reduction factors will be considered regarding the probability of fire
following a vehicle crash and impact initiation in crash.
8.6.3.14
Since the transport length
within the tunnel will vary due to different entry, the average transport
length was assumed half the total length for all deliveries in accordance with
STC STW WIA. The calculated frequency for onsite transportation is shown in Table
8.22.
Table 8.22 Scenarios Considered in this Assessment
(On-site transportation)
Frequency of flyrocks associated with the use of explosives for
surface blasting
8.6.3.15
The estimated external event
failure from flyrock on pedestrian could be calculated as follows:
1.
Determination of the
probability for flyrock hitting nearest pedestrian (Pf):
·
Probability of
flyrock reaching distance of nearest pedestrian road (Pfz)
·
Probability of
flyrock outside site boundary Pfo is based on the shortest distance between
the blasting point and site boundary
Pfz
= Pf * Pfo or
Pf
= (Pfz / Pfo)
Where
Pf for different sites is:
Site 1 and 2: 0.1 to 1
2.
Determination of
ratio of view angle of pedestrian from the proposed surface blasting site (360
deg) (Pv):
·
The angle from the
closest blasting location to pedestrian is x deg.
Pv
= x / 360
Where x is about 2o for
a person at the pedestrian and Pv is about 0.006.
3.
Determination of the
probability of flyrock reaching nearest pedestrian for 2 to 6 MIC = Ph
Pf Pv
Where
the probability of a blast induced flyrock failure Ph = 3.24E-04 per
blast.
8.6.3.16
Scenarios considered in this
assessment for surface blasting of 1 to 6 MIC is presented below:
·
Site 1: 1.82E-7/blasting
operation
·
Site
2: 1.82E-6/blasting operation
8.7
Consequence Analysis
8.7.1
Overview
8.7.1.1
The damage from bulk emulsions
is mostly contributed by the blast effects, while for small detonations,
fragmentation is the most notable effect and only need to consider thermal
radiation in low speed deflagrations.
8.7.1.2
When exposed to blast effects,
people may result into three modes of injury which are primary, secondary and
tertiary effects. The information relating to different levels of effects is
summarised in Table 8.23.
Table 8.23 Different
Levels of Effects when exposed to Blast Effect
Category
|
Characteristics
|
Body Part Affected
|
Types of Injuries
|
Primary
|
Unique to high-order explosives,
results from the impact of the over-pressurization wave with body surfaces.
|
Gas filled structures are most
susceptible i.e. lungs, gastrointestinal tract, and middle ear
|
- Blast lung (pulmonary
barotrauma)
- Tympanic membrane rupture and
middle ear damage
- Abdominal hemorrhage and
perforation
- Globe (eye) rupture
- Concussion (Traumatic Brain Injusy
without physical signs of head injury)
|
Secondary
|
Results from flying debris and
bomb fragments
|
Any body part may be affected
|
- Penetrating ballistic
(fragmentation) or blunt injuries
-Eye penetration (can be occult)
|
Tertiary
|
Results from individuals being
thrown by the blast wind
|
Any body part may be affected
|
- Fracture and traumatic
amputation
- Closed and open brain injury
|
Note:
[1] Reference from Explosions and Blast
Injuries: A Primer for Clinicians published by Centers for Disease Control and
Prevention (U.S.).
8.7.1.3
As discussed in Section 8.6.3, explosives are being used both underground and on surface which
may induce the hazards posed by the overpressure wave and debris generated by
the explosion.
8.7.1.4
Secondary hazards such as
building failure and slope failure may be leaded by excessive ground shock,
while tertiary hazards such as landslide and rupture of town gas high pressure
pipelines may be further induced by secondary hazards.
8.7.2
Overnight Storage and
Transportation of Explosives
8.7.2.1
Hazardous events would induce impact to both
property and people and they would be exhibited in the following ways:
·
Blast and pressure wave;
·
Flying fragments or missiles;
·
Thermal radiation; and
·
Ground shock.
Physical Effect Modelling
Blast and Pressure Wave
for Above Ground Explosion
8.7.2.2
Consequence
analysis is based on the UK Explosive Storage and Transport Committee (ESTC)
which considers all the effects associated with an above ground explosion
including, fireball, overpressure, flying debris, broken glass, structure
damage, etc. The probability of fatality
of can be estimated by:
Indoor:
log10 P
= 1.827 - 3.433log10 S - 0.853(log10 S)2+0.356(log10
S)3
for 3<S<55
Outdoor:
P=exp(-5.785S+19.047)/100
for 2.5<S<5.3
Where
|
P
|
is
the probability of fatality. Distance
to 1%, 3%, 10%, 50% and 90% of fatality would be adopted for QRA
|
|
S
|
=R/Q1/3
|
|
R
|
is
the impact distance (m), i.e. the
consequence
|
|
Q
|
is
explosives charge rate (TNT eqv. kg)
|
8.7.2.3
The indoor consequence model will apply to
population in vehicles or buildings, while the outdoor consequence model will
apply to pedestrians and cyclers.
8.7.2.4
The distance to 1%, 3%, 10%, 50% and 90%
fatality contours are used in the modelling.
8.7.2.5
For indoor population, with maximum Q assumed to be around 130 TNT eqv.
kg per trip as mentioned in Table 8.7, the impact distance for 1% fatality
probability is 48m from the centre of explosion.
8.7.2.6
For outdoor population, the impact distance of 1% fatality probability
by assuming Q is 130 TNT eqv. kg is around 17m.
Ground Shock Generated by Accidental Explosion in Magazine Niches
8.7.2.7
The DoD 6055.9-M-V5 provides
equations for establishing the minimum safe distance for inhabited buildings
from underground magazines based on the magazine loading density. The loading
density of each niche is less than 48.1kg/m3 (the actual loading
density is approximately 1.92kg/m3).
8.7.2.8
According to DoD 6055.9-M-V5
EQN V5.E5.2-2, the inhabited
building distance (IBD) for low loading density storage
is:
Dig=2.30×Q1/3
Where
|
Q
|
Explosives
mass in TNT eqv. kg
|
8.7.2.9
For the purpose of this study, it
is assumed that the IBD is the distance at which the ground shock, or Peak
Particle Velocity equals 229mm/s for strong rock which is based on DoD
6055.09-M-V5.E5.2.3.1. This represents the limit value for causing significant
structural damage to a building.
8.7.2.10
Therefore, for a single chamber
explosive quantity of 200kg, the safe distance, Dig is around 13.5m.
Blast and Pressure Wave during
the operation of Underground Magazine at Lam Tei Quarry
8.7.2.11
An explosion in an underground storage chamber may produce external
airblast from two possible sources:
·
The exit of blast from existing openings, i.e. magazine adits; and
·
The rupture or breach of the chamber cover by the underground
detonation. However, airblast hazards from a blast that ruptures the earth
cover are negligible relative to the ground shock and debris hazards.
8.7.2.12
In a single chamber with a straight access tunnel leading from the
chamber to the portal, which is called a “shotgun” magazine, the blast and
debris are channelled to the external area as if fired from a long barrelled
gun. In this situation, the distance versus the overpressure along the
centreline of a single opening can be calculated using the DoD
6055.09-M-V5.E5.2-16:
R(θ =0) = 220.191×DHYD×((W/VE)0.5/PSO)1/1.4
for W≤45,359kg; PSO
= 8.27kPa
R(θ =0) =
220.191×5.38×((200/2866.5)0.5/8.27)1/1.4
R(θ=0)
= 101.3m
Where
|
R(θ=0)
|
Distance
from opening along the centerline axis, m
|
|
DHYD
|
Effective
hydraulic diameter that controls dynamic flow issuing from the opening, m
|
|
PSO
|
Overpressure
at distance R, psi
|
|
W
|
Charge
weight for the maximum credible event, kg
|
|
VE
|
Total
volume engulfed by the blast wavefront within the tunnel system at the time
the wavefront arrives at the point of interest, m3
|
8.7.2.13
The distance versus overpressure off the centreline axis of the opening
can be evaluated.
8.7.2.14
However, the above equation is for use when the opening or adit from the
magazine is unobstructed. The proposed design for the magazine incorporated
portal barricades at the magazine entrance and exit openings. A barricade in
front of the entrance or exit into the magazine tunnel will reflect the shock
wave that moves directly out from the portal. The effect of providing
barricades is to reduce overpressures along the extended tunnel axis and increase
the pressure in the opposite direction. This causes a more circular
overpressure contour that is centred at the opening.
8.7.2.15
This magazine has design considerations in place to reduce the IBD
including portal barricades, blast enclosures, introduction of complex geometry
and large chamber to storage quantities ratio. According to DoDM 6055.09-M-V2,
portal barricades will reduce the IBD along the extended tunnel axis by 50% and
complex facility layouts can reduce IBD up to 10%. The design has both
quantifiable (up to 60% reduction in IBD) and non-quantifiable (geometry and
increase in storage ratio) design considerations that super-impose and provide
a conservative system design principle for the explosive magazine resulting in
a conservative IBD distance of 51m (approximately 50% reduction in IBD).
8.7.2.16
In addition, since the explosive
weight for one niche is around 200kg, according to DoDM 6055.09-M-V5.E5.2.4, PTRD is 60% of IBD for ground shock, debris or airblast,
whichever is greater. The IBD for airblast is adopted as it is the maximum IBD
among them, so the public traffic route distance (PTRD) is 30.4m.. This PTRD distance
is mainly within the project boundary of this Project and according to the
latest information, the access roads of LTUQ is not within this area and hence,
access roads of LTUQ would not be affected. The buffer zones for PTRD and IBD
are shown in Diagram 8.8.
Diagram 8.8 Buffer Zone for
Public Traffic Route Distance and Inhabited Building Distance
Flying Fragments or
Missiles
8.7.2.17
As discussed above, the ESTC model has already
considered the impact from flying debris, so no separate model for debris is
considered.
Thermal Radiation
8.7.2.18
As the explosives initiate, thermal radiation
will be released from the fireball generated from the explosion. There are only
a few published models in the literature related to high explosive fireballs or
fireballs induced from cartidged emulsion detonation. Models that are available
describe the fireball duration and its diameter based on TNT or similar
explosives such as nitroglycerine and PETN. In this assessment, it is assumed
that the fireball correlations are applicable to cartridged emulsion containing
ANFO and aluminium powder.
8.7.2.19
The diameter and duration of a fireball of
explosives can be determined as the equation below. As discussed, the maximum charge rate of
transport is 80 TNT eqv. kg, i.e. influence
zone/radius is 7.5m, and the duration is 1.3s.
D=3.50.333
td=0.3M0.333
Where
|
D
|
is
the diameter of fireball (m)
|
|
M
|
is
explosives charge rate (TNT eqv. kg)
|
|
td
|
is
the duration of the fireball (s)
|
8.7.2.20
For the largest explosive mass of 350 TNT eqv.
kg (initiation of an entire store contents), the fireball radius is calculated
to be 12.3m and duration is 2.1 seconds.
8.7.2.21
Surface emissive power (Ef) can be
calculated by the equation below.
Where
|
fs
|
is
the fraction of heat that is radiated, a conservative value of 0.4 is taken
|
|
∆Hr
|
Is
the heat released from the explosives (kJ/kg)
|
8.7.2.22
The surface emissive power of fireball for 80
TNT eqv. kg explosives is about 140kW/m2.
8.7.2.23
According to “Methods of approximation and
determination of human vulnerability for offshore major accident hazard assessment”
by HSE UK, thermal radiation dose of a certain time can be calculated by the
following equation and the suggested thermal dose of 1%, 50% and 100% fatality
are 1000, 2000 and 3200 thermal dose unit (tdu) respectively. Thermal radiation dose can be calculated as
below:
Dose=(I4/3)×t
Where
|
I
|
is
incident thermal flux (kW/m2)
|
|
t
|
Is
time of exposure (s)
|
8.7.2.24
For the exposure duration of 1.3s, the
incident thermal flux calculated are 147, 247 and 351 kW/m2 for 1%,
50% and 100% fatality respectively. When
compared with the surface emissive power of 140kW/m2, these levels
of thermal flux will only be realized when in very close proximity to the
fireball. As the size of fireball radius
is only 7.5m, it can be concluded that the fireball would not induce off-site
impact.
8.7.2.25
The same method has been applied for storage of
explosives i.e. 350 TNT eqv. kg storage capacity per magazine store. For the
exposure duration of 2.1s, the incident thermal flux calculated are 102, 171
and 243 kW/m2 for 1%, 50% and 100% fatality respectively. As the
size of fireball radius is only 12.3m and the nearest residential house is
about 250m away, the fireball would not induce off-site impact. Therefore,
hazards from fireball are not further considered in this assessment.
Ground Shock Generated
by Accidental Explosion during Transportation of Explosives
8.7.2.26
Some slopes are identified along the transport
route of explosives and within the influence zone of use of explosives and
there is a chance that an accidental detonation of the explosives can trigger a
landslide or a boulder fall. This kind of incidents is identified as a
secondary hazard.
8.7.2.27
The transportation and storage of explosives
will be carried out above-ground while the use of explosives (i.e. transportation within tunnel) will be performed
underground. The pressure wave induced from above-ground explosion will be
lower than that of underground due to less confined space. Therefore, the
consequence induced by above-ground explosion is considered less significant
compared to the risk induced by the overpressure wave and the fragments produced
by the explosion.
8.7.2.28
It can be calculated by the following
equation:
A = K(R/Qd)-b
Where
|
A
|
Predicted
particle velocity in mm/s
|
|
K
|
A
‘rock constant’, assumed to be 200
|
|
Q
|
Maximum
charge weight per delay interval in kilograms
|
|
R
|
Distance
in meters between the blast and the measuring point
|
|
d
|
Charge
exponent, assumed to be 0.5
|
|
b
|
Attenuation
exponent, assumed to be 1.22
|
8.7.2.29
An explosion in an underground
storage niche may produce external airblast from two sources which are the exit
of blast from existing openings such as the magazine adits and the rupture or
breach of the chamber cover by detonation. The DoDM 6055.09-M-V5 defines a
critical chamber cover thickness as:
Cc=0.99Q1/3
8.7.2.30
The maximum load to be transported
within the magazine is 200kg, therefore the critical cover thickness is 5.8m
while the minimum rock cover is 14m above the access tunnel. Therefore,
cratering is not considered likely in the event of detonation of the full load
of a magazine vehicle travelling directly below.
Secondary Hazards
Impact on buildings
8.7.2.31
As mentioned before, the shortest distance
from the nearest building and the magazine sites is around 250m away from the
magazine and this separation distance is substantially exceeds the 1% fatality
distance. Furthermore, the magazine sites are not within the CZ of any PHIs and
is not near to any other vulnerable risk receptors.
Impact on Slope and
Boulders
8.7.2.32
There are some slopes identified along the
transport route of explosives and within the influence zone of use of
explosives as mentioned in Section
8.7.1. A landslide or a boulder fall may be triggered by
the explosion on an explosives carrying vehicle. The findings from WIL EIA suggested that any
landslide or boulder fall would only impact the same area along that road that
was already affected by the primary explosion consequences. Since no
significant additionally fatality would occur, secondary hazards regarding
slope and boulders are not further considered.
8.7.2.33
On the other hand, there are some natural
terrains near to all three proposed magazine sites. It is possible that an
explosion inside the storage of the magazine would trigger a landslide or a
boulder fall, but the landslide or boulder fall event would only impact in the
area that is close to the magazine site which was already affected by the
primary explosion consequences. Therefore, no significant additional fatality
would occur, so secondary hazard is not further considered.
8.7.3
Use of Explosives (Tunnel Blasting)
Ground Shock/Vibrations
Generated by Rock Excavation using Explosives
8.7.3.1
Ground vibration induced by
blasting generally occurs as a cyclic wave motion within the ground. This
creates movement of the ground that can be measured as velocity, acceleration
or displacement, and at different frequencies.
8.7.3.2
The effects of ground vibration
due to blasting would be assessed based on the formula from the United States
Bureau of Mines, and the recommended value of rock transmission constant and
attenuation exponent from Mines Division (Li and Ng, 1992). The local vibration
attenuation constants K=644 and b=1.22 are used for an initial assessment when
predicting vibrations and for producing vibration contours in blasting
assessment reports. These constants are based on the upper 84% confidence
level. However, for a more conservative approach, the rock constant K is
considered as 1200 which is the upper limit from Geoguide 4.
8.7.3.3
The vibrations that result from
a blast may be calculated using an equation of the form:
Where
|
PPV
|
Peak Particle Velocity (mm/s)
|
|
K
|
is rock transmission constant which is 1200
|
|
R
|
is distance between blasting point and measuring point
(m)
|
|
W
|
is maximum charge weight per delay (kg)
|
|
B
|
is attenuation exponent which is 1.22
|
8.7.3.4
This formula allows a
prediction of the effects of ground vibration due to blasting. When combined
with an assessment of the safe vibration level for any affected sensitive
receiver, it allows an estimate of the MIC that would not exceed the prescribed
limits.
8.7.3.5
Peak Particle Velocity Criteria
(PPVc) for difference sensitivity are difference and discussed in following
sections.
Ground Shock/ Vibrations Generated during Transport of Explosives
within the Access Tunnel
8.7.3.6
The methodology to evaluate the
ground shock due to detonation of full load of explosives within the access
tunnel is the same as Section 8.7.2 while the value of K is assumed to be 200 to represent the
“decoupling” of explosives during transport in the cavern.
Blast Effects including Overpressure and Debris from Accidental
Explosion while Transferring Explosives from Portals to Blast Faces
8.7.3.7
The ESTC model was employed
when assessing the likelihood of fatalities due to blast effects. This approach
is also adopted in WIL EIA, SCL EIA and STC STW EIA.
8.7.3.8
During the construction of
tunnels, an initiation of explosives during transport within the tunnel is
considered as an explosion at the tunnel portal since so decay factor was
considered for a blast wave propagating from the blast face to the portal.
Secondary Hazards
Effect on Buildings
8.7.3.9
According to Geoguide 4, the maximum
vibration limits for buildings is 25mm/s to prevent cosmetic damage. Although
the value for the peak velocity of 25mm/s has been used for many years, the PPV
that induces significant structural damage and results in potential fatalities
is also required for the purpose of this assessment.
8.7.3.10
Blasting Vibrations and Their
Effects on Structures from the US Bureau of Mines Bulletin 656 has analysed the
blasting results obtained in Sweden and has concluded the damage level of a
building with different PPVs. The results obtained from the report are
summarised in the table below:
Table
8.24 Damage Level due to Ground Vibration
8.7.3.11
Apart from the report from the
US Bureau of Mines Bulletin 656, Explosives Safety Standards (Nicholls,
Johnson, & Duvall, 1971) has also reviewed the maximum particle velocity
induced in the ground shall not exceed 229mm/s or 9.0in/s in strong rock for
the protection of residential buildings against significant structural damage
by ground shock.
8.7.3.12
Criteria adopted for building
risk assessment are summarised as below:
·
PPV = 229mm/s – Building
structural collapse threshold; and
·
PPV = 100mm/s – Object fall
threshold.
8.7.3.13
The above criteria are
considered as conservative as buildings will collapse only when a peak particle
velocity is significantly larger than the assumed threshold limit which is
229mm/s.
8.7.3.14
When the PPV level reached
100mm/s which is the object fall threshold, it is assumed that the population
within a building will have 1% of fatality level due to vibration causing
falling objects which has also been adopted in STC STW EIA and WIL EIA.
Building Collapse Models for Explosion/Earthquake
8.7.3.15
To estimate the number of
fatalities due to falling objects, different assumptions are required such as
the number of objects with the potential to fall, weight and size of those
objects, probability of fatality when a person is hit, etc. However, the
probability of objects falling due to ground vibration particularly at a low
threshold value of 100mm/s is hard to predict as there are different uncertain
factors such as the condition of building and presence of temporary or unauthorised
structures.
8.7.3.16
The building vulnerability
models for partial collapse would be adopted in this assessment which also has
been used in WIL EIA and STC STW EIA. The fatalities caused by partial collapse
are mainly because of the collapse of roofs, ceilings and walls which are
considered as the most serious types of falling objects. These type of falling
objects may cause more than 1 fatality.
8.7.3.17
A review of building damage
vulnerability models for partial building collapse/damage has been carried and
summarised by WIL EIA. It has concluded that the fatality rates vary from 0.01%
to 1.5%, so 1% fatality rate from falling objects is considered as
conservative.
8.7.3.18
However, considering the types
of building in this QRA, objects with the potential to fall are assumed to be
1m2 large. Based on the maximum population density along the
transport route of 0.0145 person/m2 found in this QRA, the resulting
number of fatalities due to an object falling is taken as one for a
conservative approach.
Effect on Slopes
8.7.3.19
Different registered
geotechnical features have different vibration limits due to their individual
features, so the following sections will discuss the methods of assessment to
define the vibration limit for the different geotechnical features.
8.7.3.20
According to CEDD’s GEO
Technical Guidance Note No. 28 New Control Framework for Soil Slopes Subjected
to Blasting Vibrations (TGN 28), PPV limit of slopes that pose ineligible
risk-to-life is 25mm/s of Consequence-to-life (CTL) Categories 1 and 2 slopes.
For CTL Category 3, an allowable PPV of 25mm/s is
normally adopted to any slopes with this category.
8.7.3.21
Although PPV of 25mm/s is the standard and prescribed allowable PPV
for the existing slopes, the vibration limits for registered geotechnical
features are different for each individual feature. Therefore, 90mm/s is
adopted as the PPV limit for slopes. This PPV level corresponds to 0.01% chance
of a slope failure with Factor of Safety (FOS=1.1). The same criterion was also
adopted in approved EIA study on XRL EIA.
8.7.3.22
Since blasting works may be
conducted to some existing man-made slopes for site formation, the impacts to
the slopes lying within the open blasting area would not be taken into account
in this QRA.
8.7.3.23
For any slope for which it is proposed to adopt the use of the
prescriptive PPV during the detailed stage, visual inspection will be carried
out to confirm that there are no signs of distress or instability, or any other
stability concerns. Those guidance criteria have been used in this Report.
8.7.3.24
The analysis of the effects of
vibration on the stability of slopes is based on the guidelines detailed in GEO
Report No. 15 (GEO, 1992). The critical Peak Particle Velocity (PPVc)
corresponding to the maximum vibration is calculated using the following equation
as stipulated in GEO Guidance documents which is considered to be a
conservative estimate of the actual expected strength:
PPVc=Kcg/(ωKa)
Where
|
Kc
|
is the critical acceleration at which the slope has a factor of safety
of 1.0 against failure
|
|
g
|
is the acceleration due to gravity (m/s2)
|
|
ω
|
is the circular frequency of the ground motion (2πf)
|
|
Ka
|
is the magnification factor
|
8.7.3.25
The circular frequency of the
ground motion(ω) is related to the frequency of vibration (f). Unlike
earthquake ground motions, blasting vibration is characterized by short
duration high frequency pulses, which according to Mines Division’s records
have a frequency content ranging typically from 30 to 100 Hz (GEO, 1992). As
suggestion from GEO Report No.15, an input vibration frequency of 30 Hz will
result in the lowest PPVc and hence the most critical situation. Therefore, the
case of f equal to 30 Hz is adopted in the following analyses for simplicity.
8.7.3.26
The value of Kc is obtained
from stability analysis of the slopes to achieve a minimum pseudo-static FOS as
detailed in Table 8.25 and corresponding to different categories of CTL
of the slopes, which is in line with the current GEO practice.
Table
8.25 Summary of
Adopted Pseudo-Static FOS
8.7.3.27
To determine the vibration
level required to lead to failure of slopes due to earthquakes in Hong Kong, a
formula based on Sarma 1975 as referred in in GEO Report No.15 is provided for
calculating slope movement is as follow:
Xm = 0.25 × C × Am
× T2 × 10(1.07-3.83Ac/Am)
Where
|
Xm
|
is slope movement
|
|
C
|
is function of the slope geometry and generally is a value near unity
|
|
Am
|
is peak acceleration
|
|
T
|
is dominant period of the ground motion
|
|
Ac
|
is critical acceleration required to cause sliding
|
8.7.3.28
For blast observations, the
dominant period (T) is about 1/30 seconds with peak ground acceleration in mm/s
is about 670 times the PPV in mm/s which means that the peak acceleration for a
PPV of 60mm/s is about 4g or 40,000 mm/s. Therefore, the above formula can be
rewritten as:
Xm
= 0.186 × PPV×10(1.07-3.83Ac/Am)
8.7.3.29
However, as the formula is
obtained from earthquake data which mainly consisted of several low frequency
pulses instead of a singular high frequency pulse due to detonation of
explosives, a factor of 0.25 is applied into the above equation to calculate
slope movement for explosives detonation as a typical earthquake consists of at
least 4 separate peaks while explosives movement mainly contains one. The
modified Sarma equation is as below:
Xm
= 0.0465×PPV×10(1.07-3.83Ac/Am)
8.7.3.30
STC STW EIA has also derived a
formula for calculate the shear displacement of slope based on Sarma equation
as below:
Xm = 0.0465×PPV×10(1.07-3.83PPVc/PPV)
Where
|
Xm
|
is shear displacement (m)
|
8.7.3.31
Expert judgement has been used
to determine the criteria for the failure of slopes based on the amount of
shear displacement or slope movement. The criteria that is appropriate to this
study are:
·
20mm shear displacement or
slope movement causes a 0.01% chance of slope failure;
·
50mm shear
displacement leading to a 10% chance of slope failure;
·
100mm shear
displacement leading to a 50% chance of slope failure; and
·
200mm shear
displacement leading to a 100% chance of slope failure.
8.7.3.32
Therefore, for an estimated PPV
value the amount of slope movement can be calculated for a given slope or wall,
and hence the probability of its failure estimated.
Table
8.26 Influence Zone of different PPVc values
from 1MIC to 6MIC for Effect on Slopes
PPVc (mm/s)
|
Influence zone (m)
|
At blast face
|
Transport from tunnel portal to blast face
(130kg)
|
1MIC
(10kg)
|
2MIC
(20kg)
|
3MIC
(30kg)
|
4MIC
(40kg)
|
5MIC
(50kg)
|
6MIC
(60kg)
|
90
|
26.4
|
37.4
|
45.8
|
52.9
|
59.1
|
64.7
|
21.9
|
8.7.3.33
All slopes would receive a
shear displacement less than 20mm. For conservative approach, 0.01% chance of
slope failure has been adopted.
Effect on Natural Terrains and Boulders
8.7.3.34
Landslide of nature terrains
and boulders fall may occur during blasting. The Critical Peak Particle
Velocity (PPVc) of a boulder will be calculated to estimate the limit of PPV
that a boulder can tolerate without falling.
8.7.3.35
According to GEO Report No.15,
PPVc at which the block will be driven to a state whereby peak shear stress is
developed at the rock joint, can be shown to be given by:
8.7.3.36
In terms of the initial static
factor of safety :
Where
|
g
|
is acceleration due to gravity (9.8m/s2)
|
|
δp
|
is joint displacement at peak stress
|
|
β
|
is joint sip angle (30o)
|
|
Fs
|
is initial static factor of safety (2)
|
8.7.3.37
A sensitivity analysis approach
is adopted to calculate the PPV limit of boulders that may be resting on the
natural terrain as rock boulders can exist in various locations of the natural
terrain. Conservative rock parameters and critical angle of natural terrain are
assumed in the analysis and the calculate PPV limit of boulders is 90mm/s which
is also adopted in WIL EIA.
8.7.3.38
Rock boulders ranging from 1m
to 5m in size are assessed for their critical vibration level to initiate
movement and it is found that smaller boulders will result in a lower PPV limit
and this has been adopted for further analysis. Based on the observed natural
terrain slope angle, a global factor of safety of 2 is applied to the
calculated vibration limit to assign the allowable PPV of rock boulder.
8.7.3.39
Boulder survey will be carried
out and the assessment of specific boulder hazard will be undertaken for all
areas of natural terrains within the 5mm/s vibration contour zone. For those
areas where existing boulder survey is available, the risk of instability will
be individually assessed if the boulders are resting on slope larger than 30°.
After the individual assessment of the boulders, those boulders identified as
having potential instability will be stabilized or protective measures will be installed
before the commencement of blasting.
8.7.3.40
According to the GEO reported
landslide inventory, there was no landslide incidents related to failure of
natural terrain within the hillside catchments affected by the blasting works.
The only reported landslide incident related to natural terrain was beyond the
blasting influence zone.
8.7.3.41
The residual risk of natural
terrain landslide due to blasting is usually low with the ground surface
vibration due to the blasting limited to 25mm/s, provided that no blasting
would be carried out during periods of high rainfall. In fact, no blasting will
be permitted during the periods of Black / Red rainstorm warnings, or Typhoon
Signal T3 or higher.
8.7.3.42
Conservative rock parameters and critical angle of natural terrain,
boulder size is 5m are assumed which are also adopted in STC STW EIA. The
calculated PPVc is 90mm/s. Boulders are assumed to have 1% chance to fall when
it experiences a ground vibration greater than PPVc calculated. This
potentially exists for the errors during transport from tunnel portal to blast
face.
Table
8.27 Influence Zone of different PPVc values
from 1MIC to 6MIC for Effect on Boulders
PPVc (mm/s)
|
Influence zone (m)
|
At blast face
|
Transport from tunnel portal to blast face
(130kg)
|
1MIC
(10kg)
|
2MIC
(20kg)
|
3MIC
(30kg)
|
4MIC
(40kg)
|
5MIC
(50kg)
|
6MIC
(60kg)
|
90
|
26.4
|
37.4
|
45.8
|
52.9
|
59.1
|
64.7
|
21.9
|
Tertiary Hazards
Landslide Consequence
8.7.3.43
The travel distance of
landslide debris is affected by the mechanism of its failure. For instance, a
landslide induced by rainfall would be expected to travel further than the one
caused by blasting because soil and rock under liquid manner tends to travel
further away. Hence, the travel distance for rainfall induced landslides is
based on the inclination of 15° to 30°. For the travel angle of a typical rain
induced landslide involves a landslide volume less than 2000m3, it
generally ranges from 30° to 40° which is stated in the GEO Report No.81.It is
assumed that a landslide caused will detonation of explosives will result in a
travel angle of 30° due to conservative approach.
8.7.3.44
By assuming the slope is a
triangular volume, the run out distance for the landslide can be approximated
by the equation:
Where
|
L
|
is the run out distance in m
|
|
V
|
is the slip volume in m3; and
|
|
W
|
is the slip width in m
|
Boulder Fall Consequence
8.7.3.45
The consequence of boulder fall is according to the methodology
introduced in the GEO Report No.81.The probability of a moving vehicle hit by a
falling rock with a diameter greater than 150mm is based on the fraction of the
road occupied by the vehicle which is defined as:
P(S:H) = (AADT × Length of
the vehicle)/ (Average vehicle speed×24,000)
Where
|
AADT is the annual
average daily traffic
|
|
Length of the
vehicle is assumed to be 5m
|
|
Average vehicle
speed is assumed to be 30 miles/hr (i.e. 48 km/hr); and
|
|
Conversion factors
for unit is 24,000
|
8.7.3.46
The above equation is then modified to calculate the probability of
a pedestrian getting hit by a falling rock with a diameter greater than 150mm
as below:
Where
|
Number of
pedestrians per day is obtained by site survey
|
|
Width of a person is
assumed to be 1m
|
|
Average walking
speed is assumed to be 5 km/hr; and
|
|
Conversion factors
for unit is 24,000
|
8.7.3.47
The probability that a rock hits a vehicle or a pedestrian is then
given by:
P(S) = 1 - {1-P(S:H)}Nrf
8.7.3.48
It is assumed that the probability of loss of life of an occupant
given a vehicle is hit by a rock is 0.2. The probability may be affected by the
size of the rock, the number of occupants within the vehicle and the
construction of vehicle.
8.7.3.49
Moreover, the stopping distance of the vehicle can also affect the
consequence of a vehicle hitting a falling boulder. The value of stopping
distance can then be replaced as the average length of the vehicle and a
probability of fatality to an occupant is assumed to be 0.1.
8.7.3.50
With reference to WIL EIA and STC STW EIA, it was suggested that the
fatality of pedestrians hit by falling boulders is 100%.
8.7.3.51
Since several buildings were found near potential boulders, the
affected population are calculated by the proportion of the area of a boulder
to the floor area of the buildings as shown in the following equation:
8.7.3.52
It is assumed that the fatality of an occupant given a building is
hit by a rock is 20% and it is referenced from the probability of loss of life
of an occupant inside a New Territories house hit by a boulder given in
“Territory Wide Quantitative Risk Assessment of Boulder Fall Hazards: Stage 2
Final Report” (Manusell Geotechnical Services, 2001).
8.7.4
Use of Explosives (Surface
Blasting)
Ground Shock/Vibration
Induced from Blasting
8.7.4.1
The methodology to evaluate the
ground shock due to detonation of full load of explosives is the same as Section 8.7.3, i.e. Ground
Shock/Vibrations Generated by Rock Excavation using Explosives.
Blast and Pressure Wave for Above Ground Explosion
8.7.4.2
As discussed in Section 8.7.2.2, consequence analysis is
based on the UK Explosive Storage and Transport Committee (ESTC) which
considers all the effects associated with an above ground explosion including,
fireball, overpressure, flying debris, broken glass, structure damage,
etc.
8.7.4.3
Furthermore, Davies (1995)
investigated that the flyrock range distribution based on the UK and Hong Kong
data and found that the flyrock distance is distributed exponentially. The
formula for estimating the flyrock speed of the blocks coming from the face is
presented as follow:
V=K[B/(E1)1/3]-1.17
Where
|
V
|
is the flyrock speed
in m/s
|
|
B
|
is the depth of the
rock perpendicular to the explosive in m which is assumed as 3m
|
|
K
|
is the coefficient expressing
the probability of attaining the estimated speed
|
|
E1
|
is the linear energy of the explosive charge expressed in
MJ/m which is assumed as 15.92 MJ/m for 1MIC
|
8.7.4.4
Blanchier (2013) suggested that
the variation of coefficient K would follow a normal distribution.
Table 8.28 Variation of
coefficient K
Probability of speed attainment
|
50%
|
5%
|
1%
|
0.1%
|
0.01%
|
Coefficient K
|
14
|
25
|
32
|
40.7
|
50.4
|
8.7.4.5
With the speed available, the maximum
range of flyrock can be calculated using the equation below.
Where
|
α
|
Is the angle to the
horizontal ground, 30 deg is adopted for maximizing the value for maximum
range of flyrock X
|
8.7.4.6
The typical size of the
fragment after blasting is less than 0.2m3. For conservative
assessment, the outdoor fatality due to flyrock hitting is taken to be 1 while
the indoor fatality rate is assumed to be 0 due to the structural protection.
Secondary Hazard
Effect on Buildings
8.7.4.7
As ground vibration would also
be induced from surface blasting and cause building collapse which is similar
to tunnel blasting, the approach to assess the impact on buildings is identical
to the one mentioned in Section 8.7.3.
Effect on Slopes
8.7.4.8
Also, ground vibration would
cause slope failure which is similar to tunnel blasting. Thus, the methodology
to evaluate the impact on slopes is the same as Section 8.7.3.
Effect on Natural
Terrains and Boulders
8.7.4.9
In addition to assessing the
potential impact on man-made features, the blasting assessment also undertook a
review of the potential impact that blasting could have on the stability of
natural terrains hillsides in the vicinity of the surface blasting site. The
approach to assess the impact on natural terrain is similar to tunnel blasting
(Section 8.7.3).
8.7.5
Results of Consequence
Analysis
Transport and Storage of
Explosives
8.7.5.1
The consequence results for each transport and storage scenario are
summarized in Table
8.29.
8.7.5.2
According to the latest design, the maximum amount of explosives stored
at the magazine site is 1400 TNT eqv. kg (350 TNT eqv. kg storage capacity per
store); the quantity of explosives of each trip is about 80 to 130 TNT eqv. kg.
It is therefore assumed as the maximum transportation rate is 130 TNT eqv. kg.
This 130 TNT eqv. kg is also the amount of full load of explosives in one
contractor truck on access road from delivery point to tunnel portal of use of
explosives.
8.7.5.3
The proposed explosives magazine is located around 260m away from the
nearest building structure which has greatly exceeded the 1% fatality distance.
Therefore, no significant risk of fatality due to explosives storage is
expected.
Table 8.29 Summary of Results for
Consequence Scenarios
Scenario
|
Fatality
probability for Explosives
|
Impact distance (m)
|
Indoor
|
Outdoor
|
Storage of
explosive
(300 TNT eqv. kg)
|
90%
|
21.0
|
16.8
|
50%
|
24.3
|
17.5
|
10%
|
36.1
|
19.4
|
3%
|
48.3
|
20.8
|
1%
|
63.0
|
22.0
|
Storage of
explosive
(350 TNT eqv. kg)
|
90%
|
22.1
|
17.7
|
50%
|
25.6
|
18.4
|
10%
|
38.0
|
20.4
|
3%
|
50.8
|
21.9
|
1%
|
66.5
|
23.2
|
Storage of
explosive
(100 TNT eqv. kg)
|
90%
|
14.6
|
11.7
|
50%
|
16.9
|
12.1
|
10%
|
25.0
|
13.4
|
3%
|
33.5
|
14.4
|
1%
|
43.8
|
15.3
|
Transport of
explosives
(80 TNT eqv. kg)
|
90%
|
13.5
|
10.8
|
50%
|
15.7
|
11.3
|
10%
|
23.2
|
12.5
|
3%
|
31.1
|
13.4
|
1%
|
40.7
|
14.2
|
Transport of
explosives
(130 TNT eqv. kg)
|
90%
|
15.9
|
12.7
|
50%
|
18.4
|
13.3
|
10%
|
27.3
|
14.7
|
3%
|
36.6
|
15.7
|
1%
|
47.8
|
16.7
|
Note:
[1] Distances are rounded
up to one
decimal place.
Use of Explosives
(Tunnel Blasting)
Blast Effects due to
Detonation of Full Load during the Transfer of Explosives from Delivery Point
to Blast Site
8.7.5.4
Blast effects due to detonation
of a full load during the transfer of explosives are summarised in Table
8.30.
Table
8.30 Summary of Results for Consequence Scenarios
Scenario
|
Fatality
probability for Explosives
|
Impact distance (m)
|
Indoor
|
Outdoor
|
Transport of
explosives
(80 TNT eqv. kg)
|
90%
|
13.5
|
10.8
|
50%
|
15.7
|
11.3
|
10%
|
23.2
|
12.5
|
3%
|
31.1
|
13.4
|
1%
|
40.7
|
14.2
|
Transport of
explosives
(130 TNT eqv. kg)
|
90%
|
15.9
|
12.7
|
50%
|
18.4
|
13.3
|
10%
|
27.3
|
14.7
|
3%
|
36.6
|
15.7
|
1%
|
47.8
|
16.7
|
Effect on Building
8.7.5.5
No building was found exceeding
PPV of 229mm/s and 100mm/s. Hence, the building structural element collapse and
object falling is not further considered.
Effect on Slopes
8.7.5.6
A series of man-made slope
features have been identified for further assessment based on the screening
criterion of PPV (PPVc) =90mm/s during tunnel blasting. The data of the
affected slopes are summarised in Table 8.31.
Table
8.31 Analysis of Slopes Exceeding Peak Particle Velocity of 90mm/s
due to Accidental Initiation during the Construction of Tunnel
Slope No.
|
Height (m)
|
Length (m)
|
Angle (deg)
|
PPVc (mm/s)
|
Maximum PPV correspond to 0.01% slope failure (mm/s)
|
6SW-A/F140
|
4.3
|
25
|
27
|
90
|
91.1
|
6SW-A/CR84
|
16.2
|
81
|
55
|
90
|
90.4
|
6SW-A/C322
|
3.5
|
15
|
40
|
90
|
118.6
|
6SW-A/C79
|
11
|
85
|
40
|
90
|
91.0
|
6SW-A/C78
|
24
|
58
|
30
|
90
|
108.4
|
6SW-A/C81
|
33
|
90
|
30
|
90
|
112.5
|
6SW-A/C80
|
34
|
64
|
30
|
90
|
113.9
|
6SW-A/FR10
|
6
|
175
|
27
|
90
|
95.4
|
6SW-A/C72
|
15
|
109
|
35
|
90
|
120.9
|
6SW-A/C8
|
44
|
176
|
33
|
90
|
98.0
|
Table
8.32 Slopes
Exceeding Peak Particle Velocity of 90mm/s due to Accidental Initiation during
the Construction of Tunnel
Slope No.
|
Scenario Frequency (yr)
|
Expected Fatality (N)
|
6SW-A/F140
|
2.57E-13
|
0
|
6SW-A/CR84
|
2.57E-13
|
1
|
6SW-A/C322
|
2.57E-13
|
0
|
6SW-A/C79
|
2.57E-13
|
3
|
6SW-A/C78
|
2.57E-13
|
0
|
6SW-A/C81
|
2.57E-13
|
94
|
6SW-A/C80
|
2.57E-13
|
3
|
6SW-A/FR10
|
2.57E-13
|
0
|
6SW-A/C72
|
2.57E-13
|
21
|
6SW-A/C8
|
2.57E-13
|
56
|
Boulder Fall Consequence
8.7.5.7
The type of boulders considered
are:
·
In-situ Boulders: In-situ
boulders are those boulders which have not been displaced since their
formation. In-situ boulders include rock outcrops and corestones.
·
Transported
Boulders: Transported boulders comprise talus or colluvial boulders that have
come to rest in the past at a particular location, and may or may not be
unstable depending upon the circumstance of their locations, e.g. degree of
embedment, local slope angle etc.
8.7.5.8
The most susceptible type of
boulder to ground vibration as well as other environmental factors is the
colluvial type. The minimum PPV to cause a landslide failure with 0.01% chance
is 90mm/s for the weakest slope. It is assumed that colluvial boulders at this
vibration level could be more susceptible to roll. The chance of boulder being
dislodged from its position and rolling down the hill has been conservatively
assumed as 1%. This is conservative when compared to the criteria used for
object falling (100mm/s) from building.
8.7.5.9
Boulder falls frequency and
probability of the falling boulders hitting a vehicle or a person are
calculated. The results and expected fatalities for boulder fall due to errors
in blast faces during the construction of tunnel or accidental detonation of
explosives during transport within tunnels are summarised in Table 8.33.
Table
8.33 Occurrence Frequencies for a Falling Boulder Striking a
Vehicle/ Pedestrian for Accidental Initiation of Explosives from 2MIC to 6MIC
due to Errors in Blast Faces
Scenario/Street Name
|
Scenario Frequency
|
Expected Fatality (N)
|
2MIC detonated at the same
time
|
Pedestrian Pavements / Minor Roads
|
1.22E-07
|
1
|
Pedestrian Pavements / Minor Roads
|
1.22E-07
|
1
|
Pedestrian Pavements / Minor Roads
|
1.22E-07
|
1
|
Major Road (i.e.
New Territories Circular Road)
|
1.22E-07
|
2
|
Use of Explosives
(Surface Blasting)
Blast and Pressure Wave
for Above Ground
Explosion
8.7.5.10
The
results for air overpressure effects due to human errors and other errors such
as manufacturing defects causing deviation from the confirmed design are
summarized in Table 8.34.
Table
8.34 Summary of Results for
Consequence Scenarios
Scenario
|
Fatality
probability for Explosives
|
Impact distance (m)
|
Indoor
|
Outdoor
|
Use of explosives (Surface
blasting)
(2MIC – 20 TNT
eqv. kg)
|
90%
|
8.5
|
6.8
|
50%
|
9.9
|
7.1
|
10%
|
14.5
|
7.9
|
3%
|
19.6
|
8.4
|
1%
|
25.6
|
8.9
|
Use of explosives
(Surface blasting)
(3MIC – 30 TNT
eqv. kg)
|
90%
|
9.8
|
7.8
|
50%
|
11.3
|
8.1
|
10%
|
16.7
|
9.0
|
3%
|
22.4
|
9.6
|
1%
|
29.3
|
10.2
|
Use of explosives
(Surface blasting)
(4MIC – 40 TNT
eqv. kg)
|
90%
|
10.7
|
8.6
|
50%
|
12.4
|
8.9
|
10%
|
18.4
|
9.9
|
3%
|
24.7
|
10.6
|
1%
|
32.3
|
11.3
|
Use of explosives
(Surface blasting)
(5MIC – 50 TNT
eqv. kg)
|
90%
|
11.6
|
9.3
|
50%
|
13.4
|
9.6
|
10%
|
19.8
|
10.7
|
3%
|
26.6
|
11.4
|
1%
|
34.8
|
12.1
|
Use of explosives
(Surface blasting)
(6MIC – 60 TNT
eqv. kg)
|
90%
|
12.3
|
9.8
|
50%
|
14.2
|
10.2
|
10%
|
21.1
|
11.3
|
3%
|
28.3
|
12.1
|
1%
|
37.0
|
12.9
|
Flyrocks due to Blasting
8.7.5.11
The flyrock
speed and maximum range under 2 to 6MIC scenarios for some probability ranges
are listed in Table 8.35.
Table
8.35 Flyrock Speed and Maximum
Range under 2 to 6 MIC Scenarios for some probability ranges
MIC
|
Probability of speed attainment
|
50%
|
5%
|
1%
|
0.1%
|
0.01%
|
Coefficient K
|
14
|
25
|
32
|
40.7
|
50.4
|
Site 1: Lam Tei Quarry main cut slopes for approach
viaducts
|
2
|
Flyrock speed V (m/s)
|
14.9
|
26.7
|
34.1
|
43.4
|
53.7
|
Maximum range of flyrock X (m)
|
60.0
|
124.7
|
175.0
|
248.6
|
345.7
|
3
|
Flyrock speed V (m/s)
|
17.5
|
31.2
|
40.0
|
50.8
|
63.0
|
Maximum range of flyrock X (m)
|
72.7
|
154.6
|
219.9
|
316.8
|
446.3
|
4
|
Flyrock speed V (m/s)
|
19.6
|
34.9
|
44.7
|
56.9
|
70.4
|
Maximum range of flyrock X (m)
|
83.5
|
181.0
|
260.0
|
378.4
|
538.0
|
5
|
Flyrock speed V (m/s)
|
21.3
|
38.1
|
48.8
|
62.0
|
76.8
|
Maximum range of flyrock X (m)
|
93.2
|
205.1
|
297.1
|
435.8
|
623.9
|
6
|
Flyrock speed V (m/s)
|
22.9
|
40.9
|
52.4
|
66.6
|
82.5
|
Maximum range of flyrock X (m)
|
102.2
|
227.7
|
331.9
|
490.1
|
705.5
|
Site 2: Lam Tei North Portal
|
2
|
Flyrock speed V (m/s)
|
14.9
|
26.7
|
34.1
|
43.4
|
53.7
|
Maximum range of flyrock X (m)
|
53.9
|
114.2
|
162.1
|
233.0
|
327.8
|
3
|
Flyrock speed V (m/s)
|
17.5
|
31.2
|
40.0
|
50.8
|
63.0
|
Maximum range of flyrock X (m)
|
65.5
|
142.6
|
205.3
|
299.4
|
426.6
|
4
|
Flyrock speed V (m/s)
|
19.6
|
34.9
|
44.7
|
56.9
|
70.4
|
Maximum range of flyrock X (m)
|
75.6
|
167.8
|
244.2
|
359.8
|
517.1
|
5
|
Flyrock speed V (m/s)
|
21.3
|
38.1
|
48.8
|
62.0
|
76.8
|
Maximum range of flyrock X (m)
|
84.6
|
191.0
|
280.2
|
416.2
|
602.1
|
6
|
Flyrock speed V (m/s)
|
22.9
|
40.9
|
52.4
|
66.6
|
82.5
|
Maximum range of flyrock X (m)
|
93.0
|
212.8
|
314.3
|
469.8
|
683.1
|
Effect on Building
8.7.5.12
The maximum PPV of the buildings
of 140mm/s was found and thus the building structural element collapse
threshold (PPV = 229mm/s) considering accidental explosion up to 6MIC is not
applicable. However, some features along the alignment would reach the object
falling threshold (PPV = 100mm/s, the 1% fatality threshold), the results are
summarized as below.
Table
8.36 Buildings Affected by Higher Vibration
Generated by Accidental Initiation during Surface Blasting due to Human Errors
Features
Affected
|
Scenario Frequency (year) [1]
|
Expected Fatality (N) [2,3]
|
2MIC detonated at the same time
|
Temporary Structure (817088, 830402)
|
1.21E-05
|
0
|
Temporary Structure (817099, 830390)
|
1.21E-05
|
0
|
4MIC detonated at the same time
|
Building (817033, 830485)
|
1.08E-09
|
0
|
Temporary Structure (817088, 830402)
|
1.08E-09
|
0
|
Temporary Structure (817099, 830390)
|
1.08E-09
|
0
|
5MIC
detonated at the same time
|
Temporary Structure (817037, 830470)
|
1.08E-09
|
0
|
Temporary Structure (817040, 830506)
|
1.08E-09
|
0
|
Building (817033, 830485)
|
1.08E-09
|
0
|
Temporary Structure (817088, 830402)
|
1.08E-09
|
0
|
Temporary Structure (817099, 830390)
|
1.08E-09
|
0
|
6MIC
detonated at the same time
|
Temporary Structure (817129, 830580)
|
1.08E-09
|
0
|
Temporary Structure (817047, 830528)
|
1.08E-09
|
0
|
Temporary Structure (817037, 830470)
|
1.08E-09
|
0
|
Temporary Structure (817040, 830506)
|
1.08E-09
|
0
|
Building (817033, 830485)
|
1.08E-09
|
0
|
Temporary Structure (817088, 830402)
|
1.08E-09
|
0
|
Temporary Structure (817099, 830390)
|
1.08E-09
|
0
|
Note:
[1] This value is obtained from Table 8.20.
[2] Expected fatality = Population x
Fatality rate
[3] 1% fatality threshold reached
Effect on Slopes
8.7.5.13
A series of man-made slope
features have been identified for further assessment based on the screening
criterion of PPV (PPVc) =90mm/s during tunnel blasting. The data of the
affected slopes are summarised in Table 8.37.
Table
8.37 Analysis of Slopes Exceeding Peak Particle Velocity of 90mm/s
due to Accidental Initiation during Surface Blasting
Slope No.
|
Height (m)
|
Length (m)
|
Angle (deg)
|
PPVc (mm/s)
|
Maximum PPV correspond to 0.01% slope failure (mm/s)
|
6NW-C/C353
|
5
|
80
|
70
|
90
|
117.8
|
6NW-C/F223
|
20
|
150
|
35
|
90
|
91.3
|
6NW-C/C320
|
17
|
330
|
60
|
90
|
95.5
|
6NW-C/C357
|
8.5
|
52
|
85
|
90
|
143.6
|
6NW-C/C347
|
10
|
200
|
70
|
90
|
133.3
|
6NW-C/C350
|
10
|
140
|
60
|
90
|
96.3
|
6NW-C/C351
|
11
|
50
|
50
|
90
|
96.4
|
6NW-C/C346
|
20
|
80
|
60
|
90
|
102.6
|
6NW-C/C355
|
20.5
|
40
|
70
|
90
|
116.3
|
6NW-C/C356
|
6
|
179
|
70
|
90
|
126.8
|
6NW-C/C337
|
12
|
81.5
|
60
|
90
|
91.3
|
6NW-C/C338
|
10
|
35.5
|
60
|
90
|
90.2
|
6NW-C/C362
|
5
|
193
|
70
|
90
|
108.8
|
6NW-C/C334
|
20.5
|
178
|
60
|
90
|
117.9
|
6NW-C/C370
|
7.5
|
145
|
70
|
90
|
138.5
|
6NW-C/C369
|
7.5
|
355
|
70
|
90
|
131.5
|
Table
8.38 Slopes
Exceeding Peak Particle Velocity of 90mm/s due to Accidental Initiation during
Surface Blasting
Slope No.
|
Scenario Frequency (year)
|
Expected Fatality (N)
|
6NW-C/C353
|
1.08E-11
|
0
|
6NW-C/F223
|
1.08E-11
|
0
|
6NW-C/C320
|
1.08E-13
|
0
|
6NW-C/C357
|
1.08E-11
|
0
|
6NW-C/C347
|
1.08E-11
|
0
|
6NW-C/C350
|
1.08E-13
|
0
|
6NW-C/C351
|
1.08E-13
|
0
|
6NW-C/C346
|
1.08E-13
|
0
|
6NW-C/C355
|
1.08E-11
|
0
|
6NW-C/C356
|
1.08E-11
|
0
|
6NW-C/C337
|
1.08E-13
|
0
|
6NW-C/C338
|
1.08E-13
|
0
|
6NW-C/C362
|
1.08E-13
|
0
|
6NW-C/C334
|
1.08E-11
|
0
|
6NW-C/C370
|
1.08E-13
|
0
|
6NW-C/C369
|
1.08E-13
|
0
|
Boulders Consequence
8.7.5.14
Although some boulders may have
the potential to be dislodged, there is no impact to population nearby. Hence, fatality
due to a boulder hitting was not further considered.
8.7.6
Effects on Water Service
Reservoir
WSD Fresh Water Service Supplies Reservoir near the Siu Lam Magazine
Site
8.7.6.1
The Siu Lam Fresh Water
Supplies Reservoir is situated at about 83m from the proposed explosive
magazine site at Siu Lam. In previous sections, the fatality consequence model
(ESTC model) was used to assess hazard to life.
8.7.6.2
Since the separation distance
has fulfilled Class B distance of the UK HSE’s Explosives Regulations 2014,
there should be no direct risk to workers at the WSD facility from the proposed
magazine site. However, the WSD facility may be damaged due to accidental
detonation of magazine site which may lead to secondary hazards and cause the
loss of life. Thus, the maximum storage quantity of explosives at a store will
be limited at 300 TNT eqv. kg. to ensure the explosion impact from initiation
of this quantity of explosives would not lead to damage to the structure. The
Class B distance criteria based on the UK HSE’s Explosives Regulations 2014 is
presented in Table 8.39.
Table 8.39
Class B Distance of the UK HSE’s Explosives Regulations 2014
Quantity of explosives (kg)
|
Class B Distance (m)
|
250 - 300
|
80
|
300 - 350
|
86
|
WSD Fresh
Water Service Reservoir near the Pillar Point Magazine Site
8.7.6.3
Tuen Mun West Fresh Water
Service Reservoir is located at about 88m from the proposed explosive magazine
site at Pillar Point. Since the separation distance has fulfilled Class B
distance of the UK HSE’s Explosives Regulations 2014, there should be no direct
risk to workers at the WSD facility from the proposed magazine site. However,
the WSD facility may be damaged due to accidental detonation of magazine site
which may lead to secondary hazards and cause the loss of life. Thus, the
maximum storage quantity of explosives at a store will be limited at 350 TNT
eqv. kg. to ensure the explosion overpressure from initiation of this quantity
of explosives would not create an overpressure which would damage the
structure.
8.7.7
Consideration of Cumulative Impacts
Tuen Mun Area 44
LPG Storage
8.7.7.1
From the predicted individual risk levels referenced from TMSE EIS, the
1E-6, 1E-7, 1E-8 and 1E-9 per year contours extend approximately 60m, 75m, 130m
and 200m from the storage vessels of the LPG Storage respectively. Considering
that there was no offsite risk with a frequency greater than 1E-5 per year, the
level of individual risk associated with the operation of the
LPG Store and the individual risk is considered acceptable and in compliance
with the relevant criterion in Annex 4 of EIAO-TM.
LPG installation at Sam Shing Estate
8.7.7.2
For LPG Storage in Sam Shing Estate, since it capacity is significantly
lower and the distance between the LPG Storage and the alignment is much further
away than that of Tuen Mun Area 44. Therefore, the risk induced would be much
lesser than Tuen Mun Area 44 LPG Storage and will be considered as
insignificant.
Route 11
8.7.7.3
As discussed previously, cumulative
impact from R11 has been assessed.
8.7.7.4
Since part of the
transportation routes for R11 overlaps with the transportation routes of this
Project, the risk induced from the transportation of explosives for R11 has
also been covered in this QRA.
8.7.7.5
Moreover, as R11 will use the
same magazines (i.e. Lam Tei Quarry Underground Magazine, Pillar Point Magazine
and Siu Lam Magazine) with this Project, the risk induced from the overnight
storage has also included the explosives required for the construction of R11.
Lam Tei Underground Quarrying
8.7.7.6
As discussed, detailed
information is yet to be provided during preparation of this QRA, However, the
EIA study of LTUQ would include this Project as its concurrent Project and
consider the risk arising from this Project. Moreover, interface meetings
between LTUQ, R11 and the Project have been and would continue to carry out to
agree on the design interface of each project to minimise the impact of each
project and the cumulative impact.
8.8
Risk Evaluation
8.8.1
Introduction
8.8.1.1
Individual risk is the
frequency of fatality per individual per year due to the realization of
specified hazards and is evaluated by summing the contributions the
contributions to that risk across a spectrum of incidents which could occur at
a particular location. The equation for the calculation of Individual Risk is
shown below.
Where
|
fs
|
is the failure frequency
of Loss of Containment event (LOC)
|
|
PM
|
is the probability of a
weather class
|
|
Pφ
|
is the probability of a
wind direction
|
|
Pi
|
is the probability of an
ignition event
|
|
Pd
|
is the probability of
death
|
8.8.1.2
Societal risk is defined as the
risk to a group of people due to all hazards arising from a hazardous
installation or activity. A cumulative graph of the spectrum of the possible
consequences and their frequencies is presented as an FN curve (cumulative
frequency F against number of fatalities N) and the acceptability of the
results can be judged against the societal risk criterion under the risk
guideline.
8.8.1.3
From the above analyses,
consequences and their corresponding frequencies for each representative
location are summed up for the Whole Project using the risk summation tools in
the SAFETI 8.7 software package. By summing up all hazard events, Individual
risk as well as Societal risk associated with the identified hazardous
scenarios are obtained and compared with the criteria set out in Annex 4 of the
TM-EIAO to determine their acceptability.
8.8.2
Individual Risk
8.8.2.1
The individual risk due to use,
overnight storage and transport of explosives is shown in Appendix 8.8. For use and transportation of explosives, the
maximum level of off-site individual risk does not exceed the criterion of 1E-5
per year. On comparing with the criteria in HKRG, the individual risk is
acceptable.
8.8.2.2
For overnight storage of explosives,
the 1E-5 per year contour line is beyond the boundary of Pillar Point and Siu Lam Magazine Sites. However, the impact area is only on woodland areas where there is
no continuous presence of people. As a result, there is no member of public
will be exposed to an IR of 1E-5 per year, and the actual risk to any
individual will be much smaller than 1E-5 per year and is deemed to be
acceptable.
8.8.3
Societal Risk
8.8.3.1
Based on the frequency analysis and consequence modelling for different
hazard scenarios as discussed in Section
8.5, the Societal Risk Plots, i.e. F-N Curves, (Cumulative Frequency F
against number of fatalities N) have been derived and shown in Appendix
8.9.
Table 8.40
Scenarios Considered in this Assessment
Tag
|
Scenario included of modelling cases
|
Case
1: Pillar Point Magazine site not required for storage of explosive
|
Storage of Explosives
|
01
|
Detonation of full load of explosives in
one store in Siu Lam Magazine Site
|
Transport of Explosives
|
03
|
Detonation of full load of explosives in
one contractor truck on public roads – from Siu Lam magazine site to
delivery point of TMB Northern
Tunnel South Portal
|
Transport of Explosives (Route 11)
|
R03
|
Detonation of full load of explosives in
one contractor truck on public roads – from Siu Lam magazine site to
delivery point of LTT South Portal
|
R06
|
Detonation of full load of explosives in
one contractor truck on public roads – from Siu Lam magazine site to
delivery point of So Kwun Wat Link Road Tunnel (SKWLR) East Portal
|
R07
|
Detonation of full load of explosives in
one contractor truck on public roads – from Siu Lam magazine site to
delivery point of SKWLR West Portal
|
Case
2: Pillar Point Magazine site required for storage of explosive
|
Storage of Explosives
|
02
|
Detonation of full load of explosives in
one store in Pillar Point Magazine Site
|
Transport of Explosives
|
09
|
Detonation of full load of explosives in
one contractor truck on public roads – from Pillar Point magazine site to
delivery point of TMB Northern
Tunnel South Portal
|
Transport of Explosives (Route 11)
|
R09
|
Detonation of full load of explosives in
one contractor truck on public roads – from Pillar Point magazine site to
delivery point of SKWLR East Portal
|
R10
|
Detonation of full load of explosives in
one contractor truck on public roads – from Pillar Point magazine site to
delivery point of SKWLR West Portal
|
R11
|
Detonation of full load of explosives in
one contractor truck on public roads – from Pillar Point magazine site to
delivery point of LTT South Portal
|
8.8.3.2
For use of explosives,
populations affect would be mainly the population in the vicinity of the blast site,
i.e. the tunnel, while the overnight storage and transport mainly affect the
road population of the transportation routes. Due to the long transportation
route, frequencies with higher fatalities (i.e. above 10 fatalities) are
normally higher than use of explosives.
8.8.3.3
For the use of explosives, the
population in the vicinity of the blast site, i.e. surface blasting site would
be mainly affected. Hence, the affected population would be limited as the
population nearby are mainly village houses and pedestrian road with
low-density. Since the failure frequency for use of explosives is higher than
that of transportation of explosives, the societal risk result with lower
fatalities (<10) is higher and has entered the “ALARP” region.
8.8.3.4
For overnight storage and
transportation of explosives, the population along the transportation routes
would be affected mostly. Due to the long transportation route and higher
population density within the 100m influence zone along the routes, higher
fatalities especially the transportation routes from Pillar Point Magazine Site
were observed as it would travel across populated area such as Tuen Mun Town
Centre. Although transportation of explosives results in higher fatalities, the
accumulative frequency is normally at 1E-05/year which is one order lower than
that of use of explosive. The lower frequency reflects in the risk results
which Case 1 is within the “ACCEPTABLE” region while Case 2 entered the “ALARP”
region due to higher population near Tuen Mun Town Centre.
8.8.3.5
As seen from Appendix 8.9, cumulative impact is within the “ALARP”, ALARP
assessment, i.e. cost-benefit analysis, is therefore conducted to demonstrate
the risk will be as low as reasonably practicable and presented in following
sections.
8.8.3.6
Moreover, the presented
scenario has already considered the worst case by increasing the QRA results of
base case scenario by 20% and assuming the explosives to be transported 7
working days a week (no holiday). Therefore, the risk under actual
circumstances would be further lower. Potential Loss of Life
8.8.4
Potential Loss of Life
8.8.4.1
The Potential Loss of Life (PLL) value is the summation of the product
of each fN pair. The PLL values and the breakdown by time mode are shown in the
table below. The higher PLL value of use of explosives is due to the higher
occurrence frequency of use of explosive as mentioned in societal risk section
above.
Table 8.41 PLL
Values
Scenario
|
PLL Value
|
PLL (%)
|
Case 1: Pillar Point Magazine site not required for storage of explosive
|
Storage of Explosive
|
2.02E-07
|
1.2%
|
Transport of Explosive
|
1.34E-05
|
82.6%
|
Use of Explosive (Tunnel Blasting)
|
6.11E-07
|
3.8%
|
Use of Explosive (Surface Blasting)
|
2.00E-06
|
12.4%
|
Overall
|
1.62E-05
|
100%
|
Case 2: Pillar Point Magazine site required for storage of explosive
|
Storage of Explosive
|
2.02E-07
|
0.6%
|
Transport of Explosive
|
3.27E-05
|
92.1%
|
Use of Explosive (Tunnel Blasting)
|
6.11E-07
|
1.7%
|
Use of Explosive (Surface Blasting)
|
2.00E-06
|
5.6%
|
Overall
|
3.55E-05
|
100%
|
8.8.5
Uncertainty Analysis
8.8.5.1
The hazard-to-life assessment is based on a number of
assumptions as previously highlighted in various sections of this chapter.
Uncertainties are discussed in following sections.
Transport of Explosives
Traffic Jam Condition
8.8.5.2
Explosive initiation following a vehicle fire
could impact a queuing traffic (half jammed) conservatively assumed to occur on
each lane on either side of the road. This traffic jam condition has been
considered in the assessment. This approach was also adopted in XRL EIA and STC
STW EIA.
Explosion Consequence Model
8.8.5.3
The ESTC models adopted would be conservative
on fatalities when compared to the fatalities in past incidents relating to
explosives. In the past five years, i.e.
2017 to 2021, the maximum monthly fatalities of traffic accidents was 23 in
Hong Kong. On the other hand, research studies performed by the HSE indicated
that the ESTC models may underpredict the fatalities caused by flying glass in
highly built-up areas. However, ESTC
models are still the best available model and are widely adopted in approved
EIAs.
Intervention of the Explosives
Truck Crew
8.8.5.4
As fire extinguishers are provided at the
explosives truck, crew of the explosives truck is possible to control the fire
developing on the truck before fully develop of the fire. However, given that a fire could fully
develop and critical explosive temperature can be reached within a couple of
minutes, no credit was given for people to escape as a conservative approach.
Intervention of the Fire Services
Department
8.8.5.5
As a fire could fully develop and critical
explosive temperature can be reached within a couple of minutes, the fire would
be fully developed before the fire brigade arrive. The intervention of the fire brigade is therefore
limited. Vehicle occupants and pedestrians near the accident would be easy to
evacuate while people in the surrounding buildings would be relatively more
difficult to evacuate. It is therefore
that no credit has been given for the intervention of the fire brigade for evacuation
of the scene as a conservative approach.
Escape and Evacuation
8.8.5.6
As mentioned in the above paragraph, people
nearby would be possible to escape and evacuate from the event to certain
extent of some event. However, modelling
such escape scenario would only slightly reduce the consequence and the impact
on risk would be minimum. As such, no
credit was given for people to escape.
As such, no credit was given for people to escape as a conservative
approach.
Explosive Initiation under
Thermal Stimulus
8.8.5.7
Even the consequences are calculated by the
ESTC model, there are some uncertainties associated with the probability of
explosion for an explosives load composed of a mix of cartridge emulsion and
detonating cords in a fire during transportation. The probability used in this assessment has
been based on accident statistics applicable to ANFO which is more sensitive
than emulsion and transported in a different manner. In absence of test data, this assumption is
on the conservative side.
8.9
ALARP Assessment
8.9.1
Risk Results and Approach to ALARP
8.9.1.1
Once the FN curve falls within
the ALARP zone, risk mitigations should be implemented to ensure the risk level
is ‘as low as reasonably practicable’.
8.9.1.2
To identify whether the risk
mitigations options are ‘practicable’, the components to be considered are the
cost of the option and whether the mitigation can be implemented in the Project
without affecting the construction programme.
8.9.1.3
After identifying whether the
mitigation options are ‘practicable’, the reasonability should also be
considered and it is usually reviewing the proportion between the cost of
implementing the option and the achieved safety benefits.
8.9.1.4
Risk mitigation measures can be
engineered measures, controls in the zones which has the most impact after
assessing different hazardous scenarios presented by this Project, or operation
and procedural controls.
8.9.1.5
The following section presents
the approach and the outcome of the ALARP assessment.
8.9.2
Approach to ALARP Assessment
8.9.2.1
In order to select and justify
the most suitable risk mitigation, ALARP assessment, i.e. a cost-benefit
analysis (CBA), will be undertaken to consider a range of mitigation measures.
CBA has been widely used in risk studies to evaluate the cost-effectiveness of
various mitigation measures and demonstrate that all reasonably practicable
measures have been taken to reduce risks.
8.9.2.2
In this Project, CBA, if
needed, would be applied by calculating the implied cost of averting a fatality
(ICAF) for various mitigation measures identified. The ICAF value is calculated as follows:
Where
|
PLL
|
Potential Loss of Life
(PLL) value is the summation of the product of each f-N pair
|
8.9.2.3
ICAF is a measure of the cost
per life saved over the lifetime of the project due to implementation of a
particular mitigation measure. It may be compared with the value of life to
determine whether a mitigation measure is reasonably practicable to implement,
i.e. if ICAF is less than the value of life, then the mitigation measure should
be implemented. In this study the value of life is taken as HK$33M per person,
which is the same figure as used in previous risk assessment reports including
QRA of STC STW EIA. An aversion factor is taken as 20, which is based on the
methodology for application of the ‘aversion factor’ follows that developed by
EPD (1996), as the F-N curve, although in the lower ALARP region of the Risk
Guidelines, runs close to the 1000 fatalities cut-off line. The adjusted value
of life using the aversion factor of 20 is thus HK$660M. This is the value to
measure how much the society is willing to invest to prevent a fatality, where
there is potential for an event to cause multiple fatalities.
8.9.2.4
To identify whether the
mitigation measures, the Maximum Justifiable Expenditure (MJE) is estimated for
determining whether a mitigation measure is justifiable. The value of MJE will
be calculated by assuming the risk is reduced to zero while justifiable
mitigation measures will be examined by considering its actual reduction in PLL
in the calculation of safety benefit. The equation of MJE is as follows:
MJE = Recuction in PLL value × Design life
of mitigation measure × HK$660M
8.9.2.5
The mitigation measures will be
considered as justifiable if the cost is less than the value of MJE and the
implementation cost for this option is not more than the calculated safety
benefits.
8.9.2.6
The capital and operational
costs should only be included as the implementation cost of mitigation
measures. Any costs related to design or change of design should be excluded.
8.9.2.7
Some mitigation measures may
not be able to quantify the cost-benefits, so a qualitative approach will be
used in these cases.
Maximum
Justifiable Expenditure
8.9.2.8
The MJE for this project is
calculated with a conservative aversion factor of 20.
MJE = Value of preventing a Fatality*Aversion Factor*Maximum PLL
value*Design Life of mitigation measures
=HK$33M*20*3.55E-05*6
=HK$0.14M
8.9.2.9
Where the overall PLL, i.e.
3.55E-5, is adopted while the design life is 6 years, i.e. the duration of
blasting. The MJE calculated is HK$0.14M. The mitigation measure should be
potentially justifiable if its cost is less than MJE which is HK$0.14M.
8.9.3
Potential Justifiable Mitigation Measures
8.9.3.1
The approach considered the identification of options
pertaining in the following broad categories:
·
Options of using alternative methods of
construction such as Tunnel Boring Machine (TBM);
·
Options of using magazines closer to the
construction sites;
·
Options of using different explosive types;
·
Options of reducing the quantities of
explosives to be used;
·
Options considering improved design of the
explosives carrying vehicle; and
·
Options considering better risk management
systems and procedures.
8.9.3.2
Table 8.42 below summarized the mitigation
measures proposed. Even the results shows that the mitigation measures are not
justified, some of the mitigation measures are still adopted as good practices
and detailed in Section 8.9.6.
Use of Alternative
Methods of Construction
8.9.3.3
Using hard rock tunnel boring
machines is an option for constructing hard rock tunnel. Since the TBM using in
this project can only be used for soft rock and soil, if TBM is chosen to
construct the whole tunnel, TBM specially for hard rock tunnel should be
procured. However, this type of TBMs require several hundreds of millions of Hong
Kong Dollars each which has exceeded the MJE a lot.
8.9.3.4
Although the cost for design
and change of design is not included, additional work and resources will be
required for studying the tunnel profile. Moreover, explosives need to be used
to enlarge the circular TBM driven tunnel as the diameter of TBM tunnel is
fixed.
8.9.3.5
Moreover, the availability for
such TBMs is relatively low in Hong Kong and additional blasting is needed for
non-circular sector which may cause several months delay of construction
programme.
8.9.3.6
Therefore, this option is not
practicable and justifiable for tunnelling blasting on a cost basis.
8.9.3.7
Moreover, using mechanical
breaking is another possible construction method for replacing surface
blasting. Although mechanical breaking can eliminate the risks induced by
surface blasting such as flyrock, ground shock, the cost for mechanical
breaking is much higher and the time required is much longer than surface
blasting.
8.9.3.8
For instance, for mechanical breaking
of Tsing Lung Tau, the time required for open blasting is around 3 months while
the time required for mechanical breaking is around 20 to 30 years which would
greatly affect the construction programme of this Project. Furthermore, the
cost of mechanical breaking for the same area is around 2.5 times higher than
the cost for open blasting.
8.9.3.9
Hence, replacing open blasting
with mechanical breaking is neither practicable nor justifiable for surface
blasting on a cost basis.
Use of Magazines Closer
to the Construction Sites
8.9.3.10
As discussed in Section
8.2.4, amongst the candidate magazine sites, only 3 sites were retained
as practicable, which is Lam Tei Quarry, Siu Lam and Pillar Point magazine
sites.
8.9.3.11
Although Tai Shu Ha Road West
magazine site has been under consideration, it has been proposed by MTR
Corporation Limited for NOL project while the remaining are available for
storage of explosives.
8.9.3.12
Therefore, Lam Tei Quarry, Siu
Lam and Pillar Point magazine sites are selected.
Use of Different
Explosive Types
8.9.3.13
The type of explosives used in
the Project is already considered as the safest type for blasting application,
so no safety benefits will be obtained by selecting a different type of
explosives.
8.9.3.14
In this project, PETN is used
as the detonating cord with a melting point around 140°C. Although there are
other detonating cord technologies available such as Research Department
explosive (RDX) and High Melting Explosive (HMX), their melting points are
slightly higher than that of PETN which may require more than before an
explosion occurs following a fire event. However, the extra time required and
risk reduction by implementing this mitigation measure would be neglected for
the purpose of this assessment.
8.9.3.15
Hence, this option is not
considered further.
Use of Smaller
Quantities of Explosives
8.9.3.16
This project has already
considered the minimum amount of explosives for transportation as it will
transport initiating explosives only and the bulk emulsion explosives will be
manufactured on site.
8.9.3.17
It is possible to use smaller
explosive charges for initiating explosives such as cast boosters and the main
component of cast boosters is PETN. Although use of cast boosters can reduce
the amount of explosives transported, it has a higher TNT equivalency and it
does not eliminate the need for detonating cord.
8.9.3.18
The minimum cost for maximizing
the use of cast boosters is several hundred thousands dollars which is much higher
than MJE. Therefore, the additional cost of utilizing cast boosters would
further increase its cost causing this option not justifiable on a cost basis.
8.9.3.19
Apart from its cost, there are
only limited suppliers who can provide this material, so the availability of
cast boosters is also another limitation causing is not reasonably practicable.
Safer Design of the
Explosives Carrying Vehicle
8.9.3.20
The design of the truck has
been reviewed to identify potential improvements which can reduce the risk such
as preventing the fire spreading to the explosive load. It is assumed that the
explosives carrying vehicle has already followed the guideline provided by
Mines Division. For example, an additional vertical fire screen with heat
resistance equivalent to 3mm of steel should be installed between the vehicle
cabin and the cargo compartment of contractor’s truck.
8.9.3.21
Besides assuring the
contractor’s truck has fully complied the requirement of Guidance Note No. GN2
published by Mines Division. There are also some simple measures can be
implemented. For instance, limiting the fuel tank capacity and reducing the
combustible load on the explosives by using fire retardant materials wherever
possible.
8.9.3.22
Since the safety benefits of
these measures are difficult to evaluate quantitatively, they are included in
the section regarding good practices (Section
8.9.6).
Reduction of Accident
Involvement Frequency
8.9.3.23
The accident involvement
frequency of the explosives carrying vehicle can be reduced through the
training programme for both the driver and his attendants, regular “toolbox”
briefing sessions, implementation of a defensive driving attitude, appropriate
driver selection based on good safety record and regular medical checks.
8.9.3.24
The actual implementation of
this option is provided in the recommendation section (Section
8.9.6).
Reduction of Fire
Involvement Frequency
8.9.3.25
The fire involvement frequency
can be reduced by putting better types of fire extinguishers with bigger
capacity inside the explosive carrying trucks.
8.9.3.26
Moreover, it can be reduced by
providing emergency plans and training to ensure that the suitable fire
extinguishers are used and attempt is made to evacuate the area of the incident
or securing the explosive load if possible.
8.9.3.27
The actual implementation of
this option is provided in the recommendation section (Section
8.9.6).
Summary
8.9.3.28
In summary, most of the options
considered for CBA are not practicable after comparing the implementation cost
with the MJE, while the remaining options have been recommended as Good
Practices Recommendation under Section
8.9.6).
8.9.4
ALARP Assessment Results
8.9.4.1
The evaluation of each option considered is concluded in Table 8.42.
Table 8.42
ALARP Assessment Results
Mitigation
|
Practicability
|
Implementation
Cost
|
ALARP
Assessment Result
|
Use
of Alternative Methods of Construction (i.e. TBMs)
|
Not
Practicable
|
>HK$
400M
|
Neither practicable
nor justified.
|
Use
of Magazines Closer to the Construction Sites
|
Not Practicable
|
-
|
Closest practicable magazine
site to the construction sites has been selected.
|
Use
of Different Explosive Types (Different Types of Detonating Cord)
|
Pose
some limitations
|
-
|
Bulk Emulsion
explosive manufactured on site has been adopted as the main or `bulk’
blasting explosive to excavate rock by rock blasting to minimize the amount
of explosives for transportation.
|
Use of Smaller Quantities of
Explosives
|
Not Practicable
|
>HK$0.6M
|
Use
of cast boosters is not cost effective. However, due to the risk reduction
achieved the use of cast boosters is to be maximized, which is to be
encouraged. In the other hand, Project Proponent, i.e. Highways Department,
would review, on an ongoing basis during the detailed design, tender and
construction phases, and implement the use of cast boosters during
construction to the maximum extent possible.
|
Safer Design of the Explosives Carrying Vehicle
|
Practicable
|
-
|
Due to justified
implementation costs, this mitigation option has been directly incorporated
in recommendations (see Section 8.9.6)
|
Reduction of Accident Involvement Frequency
|
Practicable
|
-
|
Due to justified
implementation costs, this mitigation option has been directly incorporated
in recommendations (see Section 8.9.6)
|
Reduction of Fire Involvement
|
Practicable
|
-
|
Due to justified
implementation costs, this mitigation option has been directly incorporated
in recommendations (see Section 8.9.6)
|
8.9.5
Recommendations
Recommendations
for Meeting the ALARP Requirements
8.9.5.1
Recommendations are made for implementation in
order to meet the EIAO-TM requirements:
·
The truck should be designed and improved to
reduce the amount of combustibles in the cabin. The fuel carried in the fuel
tank should also be minimized to reduce the duration of any fire;
·
The accident frequency of the explosive truck
should be minimized through the implementation of a defensive driving attitude
and a dedicated training programme for both driver and his attendants which
includes regular briefing sessions. Moreover, drivers should be selected based
on good safety record and provided with regular medical checks;
·
The required quantity of explosives should
only be transported for a particular blast to avoid any unused explosives send
back to the magazine;
·
The contractor should combine the explosive
deliveries for a given work area as far as practicable.
·
A minimum headway between two consecutive
truck convoys of 10 mins should be maintained whenever practicable; and
·
To reduce the explosive truck fire involvement
frequency, a better emergency response and training should be implemented to
ensure adequate fire extinguishers are used and attempt is made to evacuate the
area of the incident or securing the explosive load if possible. All explosive
vehicles should also be equipped with bigger capacity AFFF-type extinguishers.
General Recommendations
·
Each blasting activities including storage and
transport of explosives should be supervised and audited by competent site
staff to ensure strict compliance with the blasting permit conditions; and
·
For the storage and transport of explosives,
the recommendation listed below should also be considered:
o The
security plan should address different alert security level to reduce
opportunity for arson or deliberate initiation of explosives;
o Emergency
plan like magazine operation manual should be developed to address uncontrolled
fire in magazine area and during transport of explosives; and
o Adverse
weather working guideline should be developed to clearly define procedure for
transport of explosives during thunderstorm.
8.9.6
Good Practices Recommended
Good Practices to be Implemented for Use of
Explosives
8.9.6.1
While the risk levels associated with the use of explosives for this
Project is minimized as much as practicable, it is prudent that the Contractor
implements all the good practices to minimize the hazard-to-life even further
and ensure that any blasting carried out will not adversely affect services,
utilities, slopes, retaining walls, buildings and structures through ground
vibrations or other effects. A summary
of these good practices is given below for reference. The good practice could make reference to the
latest guideline including, but not limited to, Practice Note for Authorized
Persons and Registered Structural Engineers – Control of Blasting (APP-72) by
Buildings Department (BD). Following are
some Typical Items regarding Good Practices to Blasting Works extracted from
the APP-72, for detail, please reference to the latest APP-72 by BD.
·
Carry out checking of the registered
contractor’s blasting method statement.
·
Verify on site that the ground conditions and
geology are as stated or assumed in the blasting assessment, and that the
provisions in the method statement and the preventive, protective and
precautionary measures are adequate for the conditions as encountered on site.
·
Ensure that the preventive measures, if
required, have been properly carried out prior to commencement of the blasting
works.
·
Prepare regular reports with records of the
condition of the site, sensitive receivers, adjacent grounds, structures and
services etc. after each phase of
blasting operation and completion of related works.
·
Inspect the construction of preventive works,
if required, for the sensitive receivers.
·
Inspect the provision and installation of all
necessary protective and precautionary measures prior to each blast, in
accordance with the blast design.
·
Monitor the site operations and working
methods to ensure that they meet the safety requirements set out in the
blasting permit.
·
Inspect and monitor the conditions of all
sensitive receivers regularly and carry out reviews of the quality of
monitoring for the sensitive receivers before and after each blast.
Good Practices to be Implemented for
Magazine Site
8.9.6.2
While the risk levels associated with the overnight storage of
explosives for this Project is minimized as much as practicable that the
Contractor implements all the good practices to minimize the hazard-to-life
even further and ensure that overnight store of explosives will not adversely
affect services, utilities, slopes, retaining walls, buildings and structures
through ground vibrations or other effects.
A summary of these good practices is given below for reference.
8.9.6.3
The good practice could make
reference to the latest guideline including, but not limited to, “Guidance Note
No. GN 8 How to Apply for a Mode A Store
Licence for Storage of Blasting Explosives” by CEDD which has mentioned in Section
8.2.5.
8.9.6.4
The design, operation and
maintenance of the magazine should follow Mines Division guidelines and
industry best practice. Some other good practices listed below can also be
implemented:
·
To ensure the undertaken work activities
during the operation of the magazine are properly controlled, a suitable work
control system such as an operational manual including Permit-to-Work system
should be introduced.
·
Good house-keeping should be maintained within
the magazine and outside the magazines stores to ensure that combustible
materials are not allow to accumulate and to ensure combustibles (including
vegetation) are removed.
·
The magazine store should not have any open
drains, traps, pits or pocket which any molten ammonium nitrate could flow and
be confined in the even of a fire.
·
Regular checking of the magazine building should be conducted for water
seepage through the roof, walls or floor.
·
Caked explosives shall be disposed of in an appropriate manner.
·
Permission to remain the secured fenced off magazine store area shall
not be given to explosives delivery vehicles.
·
Speed limit control should be implemented within the magazine area in
order to reduce the risk of a vehicle impact or incident within the magazine
area.
Good Practices to be Implemented for
Transport of Explosives
8.9.6.5
Contractor should implement all good practices to minimize the
hazard-to-life even further and ensure that transport of explosives will not
result in adverse impact. A summary of
these good practices is given below for reference. The good practice could made reference to the
latest guideline including, but not limited to “Guidance Note No. GN 2 Approval of an Explosives Delivery
Vehicle” as mentioned in Section
8.2.5 and “Guidance Note No. GN
3 Application and Handling of a Removal Permit” by CEDD:
·
Typical Removal Permit Conditions
o A
placard as specified in the section 80 of Dangerous Goods (Control) Regulation
must be displayed in a conspicuous place on the vehicle carrying explosives.
o No
unnecessary waiting or parking of the vehicle is permitted at any place along
the transportation route.
o The
vehicle carrying the explosives is prohibited from passing through any tunnel
on a public road.
o Except
with the permission in writing of the Authority, the vehicle must not carry
more than 200kg net explosives content of explosives at any one time. The vehicle for moving explosives shall be a
licensed vehicle equipped with effective fire-extinguishers and maintained in
good running conditions at all time.
o The
vehicle shall use the intended route of transportation specified in the
application for this conveyance permit.
o The
vehicle with explosives on board is prohibited from refuelling at any fuel
station.
o Conveyance
of blasting explosives or entertainment fireworks shall only be undertaken by
the vehicle/s and driver/s approved by the Authority and in the presence of a
Resident Explosives Supervisor and a Shot Firer or a Fireworks Master/Assistant.
When carrying explosives/fireworks, the approved vehicle/s shall display the
correct dangerous goods placards and warning signs.
o Explosives
and detonators must be conveyed on separate vehicles or in separate
compartments on the vehicle. Electric
detonators must be carried in an approved and properly labelled wooden
container.
o The
Permittee is required to input the actual date and time of the use of this
Permit in Centralised Explosives Licensing and Management System (CELIMS) after
the conveyance of the explosives as soon as reasonably practicable. If the
Permit is unused before its expiry date, the Permittee is also required to
provide reason(s) for not using the Permit in CELIMS.
·
Safer Design of the Explosives Carrying
Vehicle
o Fire
screen could be installed between the cabin and the load of the vehicle to
reduce the chance of fire escalating to the load and cause explosion.
·
Reduction of Accident Involvement Frequency
o Different
administrative measures can be implemented to reduce the accident involvement
frequency and increase the situational awareness of the driver during the
transportation of explosives.
o Administrative
measures can include “Tool-box” talk training regarding the safety precautions
when transporting explosives.
o Ensuring
that the detonators and the cartridged emulsion are under good conditions and
well-intact within their packaging before transporting.
o Recruiting
experienced driver with good safety record and checking their health condition
in a regular basis.
·
Reduction of Fire Involvement
o Carrying
fire extinguishers or other active fire protection devices with higher standard
and higher capacity onboard of the Explosives Carrying Vehicle.
o Create
a contingency plan with consideration of different scenarios that may occur,
such as the action that the driver should take in case of fire near the
Explosives Carrying Vehicle in the middle of traffic jam.
o Regulations
for the drivers should be set, such as hot work should be prohibited when
handling explosives to avoid any sources of ignition.
o Working
Guidelines should be developed to provide clear instructions to the drivers
when encountering different situations like extreme weather.
Continual Liaison with LTUQ
8.9.6.6
As recommended in Section
8.4.2, the project proponents of the Project, TMB and LTUQ shall
continue the close and on-going liaison to optimise the design interface of
R11/TMB/LTUQ to further optimise the cumulative risk impacts.
8.9.6.7
Subject to the liaison of the three concurrent projects R11, TMB and
LTUQ, a Hazard Management Plan would be formulated with a view to aligning the
understanding of the risk of the three projects so that all the working
populations at Lam Tei Quarry area, which includes the workforce induced under
the construction and operational stage of three projects, could be considered
as on-site populations in the QRA for all the three projects. The measures stipulated in the Hazard
Management Plan may include, but not limited to, the adjustment of the blasting
schedules of the three projects to minimize the potential cumulative impact,
provision of common trainings and drills to the workforce of all the three
projects, etc. The Hazard Management Plan, which would be agreed among the
three projects, would be submitted to EPD for agreement prior to the tender
invitation of construction phases of R11, TMB and LTUQ, whichever is earlier.
8.10
Conclusions
8.10.1.1
A QRA has been carried out to
evaluate the risk induced from the storage, transport and use of explosives
during construction of the Project.
8.10.1.2
Reviews regarding Tuen Mun Area
44 LPG Storage and LPG Storage at Sam Shing Estate are conducted. The approved
EIA for Tuen Mun South Extension is used as a reference for the LPG Storage at
Tuen Mun Area 44 because the operational phase scenario for Tuen Mun South
Extension is close to the construction phase of this Project.
8.10.1.3
For Tuen Mun Area 44 LPG
Storage, as tunnel boring machine is used for the construction of tunnel nearby
and the vertical distance between the LPG storage and the alignment is more
than 30m, the PPV generated by this tunnelling method would be significantly
small and the risk induced by the LPG Storage would be minimal.
8.10.1.4
For LPG Storage in Sam Shing
Estate, since its capacity is significantly lower and the distance between the LPG Storage and the alignment is much
further away than that of Tuen Mun Area 44. Therefore, the risk induced would
be much lesser than Tuen Mun Area 44 LPG Storage and will be considered as
insignificant.
8.10.1.5
Reviews on Route 11 and Lam Tei
Underground Quarrying (LTUQ) have also conducted. Cumulative impact from Route
11 has been included in this QRA while LTUQ is yet to be included as the
information is yet to be provided during preparation of this QRA. However, the
subsequent EIA study of Lam Tei Underground Quarrying would consider the impact
from this Project. The cumulative impacts from Route 11 have been included in
this QRA.
8.10.1.6
The Project Proponents of
the Project, R11 and LTUQ shall continue the close and on-going liaison to
optimize the design of TMB/R11/LTUQ to further reduce the cumulative risk
impacts. A Hazard Management Plan would be formulated with a view to aligning the
understanding of the risk of the three projects TMB/R11/LTUQ.
8.10.1.7
About 4km of tunnel sections
would be constructed using drill-and-blast and drill-and-break
method which would require the use of explosives. To ensure timely delivery to blasting site
and maintain the construction process, temporary explosive magazines for
overnight storage of explosives is required.
As temporary explosive magazine is needed, transport of explosives is
also required.
8.10.1.8
Magazine sites would follow the
relevant design requirements in terms of sufficient separation distances and
the design of the storage facilities. Review suggests that the associated risk
for the magazine site would be insignificant. It is assumed that Lam Tei Quarry
Magazine will not involve any off-site transportation of explosives.
8.10.1.9
The maximum number of blasts
for tunnel blasting and surface blasting are 2 and 1 blasts per day
respectively. For the use of explosives at the drill-and-blast tunnel sections,
given that the proper design and maintenance of the blasting face and provision
of blast door or cover, together with the fact that the blasting would be
connected inside the tunnel section and with the blast cover shut, the
associated risk would be well within the acceptable region.
8.10.1.10
For the transportation risk, a
preliminary review found that there is mainly low-density population within the
100m influence zones except the area near Tuen Mun Town Centre. QRA was
conducted and the risks for Overnight Storage of Explosives and Transport of
Explosives are within the “ALARP” region separately.
8.10.1.11
For the risk for use of
explosives including tunnel blasting and surface blasting, the geotechnical
features near the tunnel section and surface blasting of the Project have been
assessed. The risk for use of explosives is slightly within the “ALARP” region.
8.10.1.12
Therefore, although the
assessment results show that the criterion of Annex 4 of the EIAO-TM for
Individual Risk is complied, the societal risk lies within the “ALARP”.
8.10.1.13
It is noted that the cumulative
risk level for Case 2 would slightly fall into the “ALARP” zone at around 3 to
9 fatalities. Since the cumulative risk is within the “ALARP” region,
mitigation measures are required to reduce the level to ‘as low as reasonably
practicable’. ALARP assessment, i.e. Cost-Benefit-Analysis (CBA), is conducted
in this QRA to study the cost-effectiveness of different measures. Justified
mitigation measures have been recommended.
8.10.1.14
Nevertheless, it is still
recommended to implement all the best practices to and recommendations which
are discussed in Section 8.9.5 and Section 8.9.6
to minimize the risk even further.
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