GREEN CABLE TUNNEL CONSTRUCTION AT CASTLE PEAK

Ken Kwok1, Andy Raine2, Adman Chu3 & Wilson Ho4

Abstract: CLP Power Hong Kong Limited (CLP) has promoted the design and construction of a cable tunnel at Castle Peak. Castle Peak Cable Tunnel is a 4.5km long, 4.5m internal diameter bored tunnel launched at Lung Fai Street near Castle Peak Power Station and received at an open space area near Sun Tuen Mun Centre. This project has undergone development and control of various environmental challenges in order to construct the tunnel on-time. This paper will present the environmental planning, statutory control and sustainability consideration after awarding a contract to the Contractor. Key words: Tunnel, TBM, Groundborne Noise, Mulch, Compost, Recycle, Sustainable

INTRODUCTION
CLP Power Hong Kong Limited (CLP) supplies electricity to more than 2.2 million customers in Kowloon, the New Territories, Lantau and most outlying islands of the Hong Kong Special Administrative Region, with a service area covering about 1,000 square kilometres. As part of the ongoing upgrading of its electricity supply network, CLP proposed to construct a cable tunnel (the Castle Peak Cable Tunnel) to enhance the future cable outlets from Black Point and Castle Peak Power Stations, thereby improving the supply security to the existing network in Tuen Mun, Yuen Long and the airport. In 2005, the project was awarded as a design-and-build contract to Dragages Hong Kong Limited (DHK). The scope of the works include the design, construction, testing and commissioning, and for a period of one year following completion, maintenance of all elements of the works. Due to the nature of the contract, DHK is able to carry out design, risk assessment and planning in such a manner that full consideration is given to public relations, permit application, environmental protection and safety issues. The design alignment for the Castle Peak Cable Tunnel is presented in Figure 1. The tunnel, excavated by a tunnel boring machine (TBM), is 4.5km long with a 4.5m internal diameter from west to east of the Castle Peak.

Figure 1 - Map of Tunnel Alignment and Works Areas

1 2 3 4

BSc(Civil), MSc(Civil), MSc(Env), MHKIE(Civil); Technical Manager, Dragages Hong Kong Limited BEng, MIMMM, CEng, RPE(G); Construction Manager, Dragages Hong Kong Limited ACGI, BEng, MSc(GIS), MSc(Management), MHKIE(Geo), RPE(G), MIMMM, CEng, CSci, FRSS, CRP(HK); Tunnel Engineer, CLP Power Hong Kong Limited BSc, MSc, MHKIOA, AFCHKPWS; Director, Wilson Acoustics Limited

There are two main works areas: Western end - Castle Peak Works Area (see Figure 2), where the main site office is located, serves as TBM launched and supplied area. Two utilities, which are vital to the neighbouring Castle Peak Power Station, namely two 132kV cable circuits and a compress natural gas main, cross the works area and the TBM launching trough. Eastern end - Tuen Mun Works Area (see Figure 3), where a 40m deep vertical access/ ventilation shaft is built. The site is a district open space located at about 35m away from a residential complex the Sun Tuen Mun Centre (STMC) which contains more than 3,000 residential apartments.

Figure 2 Castle Peak Works Areas

Figure 3 Tuen Mun Works Areas

IDENTIFICATION AND MANAGEMENT OF ENVIRONMENTAL ASPECT

Environmental Permit was approved by Environmental Protection Department (EPD) in December 2005, DHK at the same time signed a contract with CLP to design and build the Castle Peak Cable Tunnel Project including submission of technical documents for land application. The early involvement of Contractor in Environmental Management and Assessment to develop the control and monitoring system could allow the Contractor to have sufficient time to identify and plan to manage significant environmental aspects during all stages of the project. Identification of environmental aspect is basically a review of current legislation, the Contract Document, the approved Environmental Impact Assessment (EIA) report and the method of construction. The environmental aspect is mitigated either by site installation, training, engineering approach and management approach. Essential site installations to mitigate noise, air, water and waste issues, which needed to be constructed immediately after the site possession before the TBM launching, were identified in planning stage, : Hoarding & car wash facilities Site formation and concrete pavement Contractors shed, including toilet, washing and workshop facilities TBM launching shaft Receiving shaft and acoustic noise cover Chemical and chemical waste storage facilities Spoil shed Aggregate shed Surface drainage around perimeter of site and water treatment system etc.

The above site installations was presented into a graphical means of working drawings with supporting design, and approved through proper approval process before construction. Proper and effective site installations can address approximate 80% of the environmental aspects identified, the other 20% are mitigated, similar to safety management, through training and engineering and management approach. For a project having 200 staffs and workers at the peak period, training is important to deliver clear policy and requirement of environmental protection top down. Essential induction training, specific training and tool box talk are implemented in the project. Personnel working inside TBM generally come from different expertises and from various countries and the Castle Peak project is no exception with 10 different nationalities working on site, therefore training materials and notices are provided in three languages: Chinese, English and Nepalese to ensure clear and understandable messages are delivered to the staff and workforce of the project. For every major works, environmental aspects, risks and its mitigation measures identified earlier in the planning stage as well as the monthly risk management workshops held in project periods are reviewed and recorded in the associated method statement to ensure the appropriated mitigation to be implemented and compliance of permits conditions (if any) during the course of construction. A Launching Meeting is carried out before the commencement of the job tasks to communicate the method of the construction and the related risks to all task members including workers and subcontractors. During the meeting, suggestion to improve the way to work including environmental protection is used as a way of bottom up communication to the management for continual improvement. Besides the general management arrangement, a few engineering arrangements are decided at the beginning of the project in order to achieve the project objective: pollution and waste control; resource reservation and provide safe working environment. These arrangements are presented in the next two Sections of Environmental and Sustainability Consideration in this paper.

Training

Management and Engineering Approach

ENVIRONMENTAL CONSIDERATION
During planning stage of TBM tunneling projects, groundborne noise prediction is necessary for construction programming. If the predicted noise is within the Noise Control Ordinance (NCO) limits, tunneling programme can be condensed based on continuous 24-hour TBM operation. Otherwise, significantly lengthened tunneling programme would be required. However, groundborne noise prediction is inherited with considerable uncertainty due to complex mechanisms of vibration generation, transmission and noise re-radiation under various site conditions [Ref: 1]. The uncertainty standard deviation is generally in the order of 10dB. Among various groundborne noise prediction methods [Ref:1-4], empirical approach with individual data for vibration generation, transmission and noise re-radiation is more applicable for accurate prediction. Vibration generation data relates to TBM type, number and type of cutter discs, thrusting pressure, rotation speed, total power of rotation motors, advancing speed, rock type, etc. Vibration transmission data relates to geology strata, building foundation and super-structure. Noise reradiation data relates to radiation efficiency of the building materials and room acoustic response. Before installation of Castle Peak Tunnel TBM, nighttime groundborne noise was predicted in accordance with this approach to fulfill the requirement described in the project EIA report. The prediction used large amount of empirical data of a previously measured similar TBM at various geologies and buildings in Hong Kong.

TBM Groundborne Noise

TBM Groundborne Noise Prediction Method

Daytime (0700 to 1900 hours) construction noise impact is controlled by Environmental Impact Assessment Ordinance (EIAO) for designated projects, whereas evening and nighttime (1900 to 0700 hours) construction noise impact is controlled by NCO. For most cases, TBM groundborne noise is relatively minor humming noise at level around 40 to 60dB(A) which would be generally considered acceptable during daytime according to the requirements in EIAO. Nighttime (2300 to 0700 hours) TBM groundborne noise is more problematic because it may lead to sleeping disturbance. Groundborne noise prediction in planning stage is generally less accurate due to insufficient data of TBM and geology. Planning consultants often use conservative assumptions to fulfill EIAO requirements for daytime construction noise prediction and leave the relatively problematic nighttime TBM groundborne noise prediction for the Contractor to handle. In addition to the TBM groundborne noise prediction submitted to EIAO office, CNP applications are required to submit to Regional Office of Environmental Protection Department (EPD) for evening and nighttime TBM operations of the Castle Peak Tunnel Project. The CNP applications include detail predictions of airborne and groundborne noise impact. Airborne noise prediction was based on the overall TBM Sound Power Level (SWL) measured in accordance with ISO-3746 in the TBM factory in China during the TBM fabrication and testing. The SWL was reconfirmed with site measurement at 2 to 3 days before issue of the permit (subject to practice of Regional Office). This approach significantly shortened the waiting time (from around 3 weeks to 3 days) between TBM installation completion and nighttime operation. A similar approach was also used in a previous project for West Rail tunnel at Tsuen Figure 4 On site noise measurement to reWan Shaft [Ref: 5]. confirm TBM sound power level A 2-channel continuous vibration monitoring system was tailor-made for the Castle Peak Tunnel Project to monitor the vibration levels at a compress natural gas main located within 4m from TBM tunnel. The system continuously logged the vibration history for every second and provided 2-level alarm signals at PPV 12mm/s and 25mm/s. This system ensured appropriate actions, perhaps stopping TBM operation, would be taken whenever vibration was higher than the alarm levels. Vibration levels variation history during TBM passing-by was also recorded for every second for future reference. The predicted groundborne noise levels for the entire tunnel alignment were well within the NCO nighttime limit except at STMC, where the predicted groundborne noise levels was marginally exceed the NCO nighttime limit incorporating a prediction safety factor of 10dB(A). Such prediction safety factor was considered necessary for issue of TBM nighttime CNP. For conservative approach, this location was excluded in the 1st CNP application for nighttime TBM operation. When the TBM was operation at tunnel depth similar to the tunnel depth at STMC which is about 40m, numerous ground vibration measurements were conducted at various distances from TBM cutter head to provide better prediction of the TBM groundborne noise. The 2nd CNP application for nighttime TBM operation was submitted with updated prediction at STMC showing groundborne noise level was 15dB(A) below the NCO nighttime limit. Then CNP for nighttime TBM operation was obtained for the entire TBM tunnel, except the last 20m from the retrieval shaft.

Construction Noise Control Regulations in Hong Kong

Nighttime TBM Operation and Construction Noise Permit (CNP)

Continuous Vibration Monitoring

Nighttime TBM Operation for Entire Tunnel

The successful of receiving 24 hours CNP can largely reduce the risk of tunneling safety and other engineering related issues. Elements of surrounding environment which might affect the project landfill sites. There is one strategic landfill, the West New Territories (WENT) Landfill, and two closed landfills, Siu Lang Shui Landfill (SLSL) and Pillar Point Valley Landfill (PPVL), in the Castle Peak area. The tunnel alignment was specifically developed to avoid the tunnel alignment running directly beneath the landfill sites so as to avoid any direct or indirect construction or operational effects on these landfills. The WENT landfill and Siu Lang Shui Landfill are over a kilometre away from the proposed works and hence will not have an impact on the proposed cable tunnel. The existing landfill boundary of the closed landfill site, the PPVL, is situated about 225m away from the tunnel alignment at its closest point. In addition, the original landfill boundary abuts the tunnel alignment. However, the cable tunnel is expected to be at a depth of about 180m below ground at this location. A preliminary landfill gas hazard (LGH) assessment was done during EIA consultation period based on the EPD Landfill Gas Hazard Assessment Guidance Note. The assessment was undertaken to determine the potential sources and pathways for landfill gas and leachate that could reach the cable tunnel and, based on a qualitative risk assessment matrix, to determine the degree of risk anticipated. Based on the findings of this assessment, impacts from leachate are not expected to result due to the distance from the landfill. Although the risk of infiltration of landfill gas into tunnel is very low, consideration to mitigate the risk needed to be considered. The most important issues were considered and addressed during the procurement phase of the TBM and the tunnel ventilation system. Methane is the key component of landfill gas being flammable and which will burn when mixed with air between approximately 5% and 20% by volume, the Lower Explosive Limit (LEL) and the Upper Explosive Limit (UEL) respectively. In order to prevent dangerous build up of these gases during excavation and lining works, early detection, ventilation and evacuation are the main means of control consideration during the procurement phase and the construction phase of the TBM. The TBM was fitted with extensive onboard gas monitoring equipment which was linked directly to the onboard data acquisition software and alarmed via the TBM computer supervision system; three stage methane detection was deployed: first detector was placed in the TBM front shield to detect methane in the forward excavation area; the second methane detector was placed in the TBM deduster which removed dust and fumes from the excavation chamber and prevents contamination of the general tunnel environment; and the last detector was placed adjacent to the TBM control cabin to monitor the general tunnel environment. Oxygen, Carbon Dioxide, Carbon Monoxide and Nitrogen Dioxide detectors were also placed in the same location. The TBM was provided with a highly efficient double suction type ventilation system. The first system removed fumes and dust via an onboard deduster before rejecting the cleaned air to the rear of the TBM capacity 4m3 per second provided by 3 inline Korfmann Gal 6 ventilation fans fitted with on board silencers to reduce the impact of noise pollution to the TBM enviroment; and the second suction system removes air from the TBM forward ring building area and transfers directly to the rear of the TBM capacity 6m3 per second provided by 4 inline Korfmann Gal 6 ventilation fans also fitted with on board silencers . Fresh air is supplied to the rear of the TBM via external fan and flexible

Landfill Gas

Early detection

Ventilation

duct installed in the crown of the tunnel this arrangement allows the 235m TBM to be maintained in fresh air at all times. In addition the air supply to the TBM is cooled and dehumidified by means of a two stage counter current cold water heat exchanger which produces cold air at around 17 deg C this helps to maintain the TBM working environment at acceptable level during the warmer summer months. The external ventilation system provides more air than is used to ventilate the TBM and the excess is utilized to dilute any noxious gases removed from the forward area at the rear of the TBM in our case the TBM onboard suction ventilation system circulated 10 m3 per second. It is equivalent to 1 complete air change on the TBM every 6 minutes and is fully in line with the requirements of the COP for safety in tunneling BS6164 . The external system provided approximately 12m3 per second with a capability to increase to 16m3 per second in emergency case. The first stage of the process is that the project has a rigorous risk management procedure with monthly review and dedicated actions for individual team members, as part of the risk process the project has developed a comprehensive Emergency Response plan and the procedure of landfill gas mitigation is clearly identified. The Alarm System has three levels of activation: Level 1 at Methane >5% LEL shall be the Alert Level. Methane is present and care should be exercised. Level 2 at Methane >10% LEL shall be the Alarm Level. The methane concentration level is increasing, excavation and hot works shall be stopped. Ventilation airflow is maintained or increased to restore the methane level to less than 10% LEL.

Mitigation

Figure 5 General view inside the tunnel during construction stage, flexible ventilation duct and conveyor system mounted in the crown of the tunnel

Figure 6 Refuse Chamber equipped in TBM for emergency precaution use

Level 3 at Methane >20% LEL shall be the Evacuation Level. Ensure all hot works are stopped. The methane concentration level is now exceeding an acceptable level. The tunnel shall be evacuated and ventilation airflow is increased until the at least Level 2 is re-established. This three stages system allowed us to guarantee the safety of our workers during the excavation of the tunnel in the areas adjacent to the landfill. Radon, an inert radioactive gas, is one of the naturally occurring products of uranium. Any rock or material containing uranium will also contain radon. Traces of uranium are present in many rocks, but the concentration of uranium is not a guide to the likely concentration of radon. Radon is readily

Radon

soluble in groundwater, from which it is released on contact with free air, and can be transported significant distances through the ground from its source by this means. The risk to human health from exposure to radon arises mainly from inhalation of its radioactive decay products, the daughters of radon. The effects of cellular damage, particularly to the lungs, consequent upon exposure to these substances are not immediately life-threatening but can increase the risk of cancer developing later in life. In tunnel and basement construction and excavation, radon is mainly associated with groundwater ingress; the groundwater carries the radon in solution from the rock mass into the underground working where the Radon out gases and is released into the working environment. The second method for radon transmission into the environment is via out-gasing directly from the rock surface itself however this is of lesser magnitude than the groundwater path. Radon gas is typically associated with granitic areas commonly found in Hong Kong and of particular concern during basement construction and tunnel construction. It may also be of concern during operation phases if insufficient ventilation is provided to dilute and remove the radon from the enclosed environment. The three main methods which have been employed to control Radon ingress into the underground works are as follows:Firstly to pre-treat any major rock fissures ahead of the tunnel boring machine by drilling ahead of the TBM and injecting both cement and micro-cement grouts to reduce and /or eliminate ground water ingress thereby cutting off the main flow path for the Radon. Secondly a precast concrete lining is installed close to the excavated rock face. Thirdly ventilation is provided to dilute and purge any Radon from the environment, the same method is employed for control during the operational phase. Radon gas is monitored continuously for 24 hours every week, all the means values measured are below the required standard of 150 Bq/m3 and most of the results are below 50 Bq/m3. The low level of radon measured in a situation of granitic zone proves that the three methods are effective enough to avoid accumulation of radon in tunnel. In general timber formwork is used in traditional cast-insitu method and normally 4 times of re-use of timber formwork will be allowed to achieve the required finishes of concrete. Wastage of concrete and reinforcement is also a common problem due to difficult to estimate the exact quantity. On the other hand the use of Precast Elements is a well known method of reducing wastage of concrete and reinforcement as better control can be achieved in a casting yard than on site. Steel formworks are used, instead of timber, for sure will reduce the loading of landfill site of Hong Kong. A good example of this is the custom build system formwork utilized at the insitu concrete works of the Tunnel Jointing bays ; the formworks have been able to be reused 10 times and have finally been recycled for steel scrap ; a 100% reduction on landfill burden. With the consideration of great advantage of using precast element, it was decided in the beginning of project to use as much as precast element as for it is practical. At the time of writing this paper, all design stage was completed. It is found that more than 95% of the structures, both permanent and temporary works, have been or will be constructed using precast elements. It includes:

Precast Elements for temporary and permanent works

The permanent tunnel concrete lining, cable trough and walkway cover for the 4.5km long tunnel is precast. Special design is adopted to from part of the 5 numbers enlarged cable joint bay areas along the tunnel with the standard precast tunnel elements. The walls for the temporary spoil storage area and aggregate storage bins was formed using precast blocks. The walls are approximately 7m high in order to ensure that spoil accumulated are fully screened in order to prevent the finer material being blown off site and have Figure 7 Precast permanent tunnel segment (front) and precast temporary spoil shed (rear) sufficient capacity of 4 days storage. The walls of the Tunnel Boring Machine Launching Trough, which are approximately 8m deep, 10m wide and 120m long, are formed using precast blocks. These walls were designed to resist not only the retained soil loads but also surface loads from storage areas adjacent to the trough. All haul roads around the site were formed using precast concrete panels. The quality of the road and its ability to withstand heavy traffic loading without damage is enhanced by the use of precast elements.

Tuen Mun Shaft is about 35m away from a residential complex - STMC which contains more than 3,000 units and is the main sensitive receiver. During planning stage, a series of noise mitigation measures are decided for the works area such as noise barrier for all stationery plants, quiet gantry crane as lifting appliance for daily use of transportation / lifting materials, tools and men. In small details such as between rail and footing of the gantry, a neoplane is used to reduce noise produce from contacting rail of concrete footing during movement of the gantry crane. The most important issue is the rock breaking activities. As no blasting is allowed for the construction of the shaft, the excavation of the shaft in rock, without many choices, is to break by mechanical means. The process includes drilling holes, splitting, breaking, excavation and mucking out. The noise cover, sitting on a circular concrete diaphragm wall, is designed specific for shaft activities with careful details in openings and man access. The noise cover is used to mitigate noise in day-time when splitting, breaking, excavation and Figure 8 Noise cover of Tuen Mun Shaft mucking out. During evening-time, drilling hole is the only operation to carry out as per the condition of construction noise permit applied. No exceedance has been found from the impact monitoring carried out at monitoring stations of the residential complex. An on-site noise measurement was carried out during the operation of rock breaking to find out the noise reduction achieved by the noise cover. The procedure of noise measurement is as follows: 1. Take background noise measurement with shaft opened. 2. Rock breaker operation

Noise cover for noisy activities

3. Take noise measurement at 6 locations at 1m above the shaft opening. Leq,30s would be taken at each location. 4. Close the shaft with the noise insulation cover. 5. Take noise measurement at the 6 locations at 1m above the shaft cover previously measured as Item 3. 6. Take noise measurement at 6 locations at 1m below the shaft cover 7. Stop the rock breaker and take background measurements again. It is proved from the measurement that 24 dB(A) noise reduction can be achieved by the use of noise cover which the insertion loss is found as 22 dB(A).

SUBSTAINABILITY CONSIDERATION
At the site formation stage, although it is designed that the site formation works and the subsequent TBM launching trough and support facilities/infrastructure works at the Castle Peak works area to achieve as far as possible a balance between cut and fill volumes, the site clearance works revealed that a significant amount of topsoil was present in the area. In an initiative to avoid disposing of the topsoil at the Public Filling Area it was established that the company who had carried out the site clearance works could re-use it for various ongoing government landscape contracts. During the site clearance period, 90 m3 of topsoil was sorted from general fill material and delivered to the Nursery Yard of trees for re-use. Rock chips and rock fines are produced during the excavation of the tunnel by the TBM. The spoil in fact are good to re-use in haul road construction and subbase of trenching works. From the beginning of project, DHK investigated and approached many companies for seek opportunities of re-cycling the tunnel spoil. However, it has a practical difficulty to transport tunnel spoil by truck and it has financial practicality to transport far away the site as the Castle Peak works area is very close to Tuen Mun Area 38 Fill Bank. During construction stage, DHK closely coordinated Figure 9 Loading tunnel spoil inside Spoil with CLP and neighbour Castle Peak Power Station Shed for recycle use of tunnel spoil. Total 21,400 tonnes of tunnel spoil were delivered to the neighbour construction sites for use without charge after completion of tunneling.

Re-use of top soil and tunnel spoil

The concept of tree recycling in this tunnel has been first discussed in the paper referenced [Ref: 20]. As stated in p65 of the mentioned paper, Removing existing trees is sometimes inevitable for civil engineering projects especially for the works in rural area. The current government policy on this issue is stated in the Development Bureau Technical Circular No. 03/2006 where tree felling should only be considered as a last resort if there is no other practical alternative or the concerned trees have unrecoverable health problem. Problems arising from those trees with low survival rate where felling is not allowed, but unlikely to survive after transplantation. It is not uncommon that efforts and resources were spent to preserve those trees but its fate cannot be changed at the end of the day. Although felling of a tree means the end of its life, it does not represent the end of its contribution to the environment.. Although at the initial stage of feasibility study in this project, the Project Client CLP has already chosen the option with minimal environmental impacts, hence building a cable tunnel underground instead of the option like overhead lines supporting by the pylon towers, unavoidably there are structures above ground for the maintenance purposes. To enable the site formation works for the above structures, hence in this case the Castle Peak Portal (see Figure 10) and the vertical shaft at Tuen Mun, inevitably numbers of existing trees, which were part of the former power station development, were necessary Figure 10 - Area of Tree Felling at Castle either be transplanted or fell. The idea of carrying Peak Portal out some voluntary works, which go beyond the basic economic function in a lawful manner (see Figure 11), was initiated at the earlier stage of the project to exercise our commitment on social responsibility. Having considered the founding principles of social responsibility and sustainability, a series of environmental initiative meetings amongst the project team were conducted, it was decided to convert the felled trees to useful products instead of the usual practice to transport those felled trees to landfill site. A very simple concept of taking from the nature and using back to the nature was adopted. Figure 11 - Principal elements of social The option of tree recycling to convert to responsibility and their evolving magnitudes composted and mulched material for planting [Ref: 22] purpose was finally decided and implemented after those meetings. These felled trees were processed into the products of compost for soil improvement and mulch for weed control. Composting is a biological process for converting organic solid wastes into a stable, humus-like product whose chief use in as a soil conditioner. [Ref: 8] and In agriculture and gardening, mulch is a protective cover placed over the soil, primarily to modify the effects of the local climate. (Mulch Wikipedia, the free encyclopedia (2008)). As the results, the recycled materials were delivered to the Hong Kong Housing Society (HKHS) and CLP, Generation Business Group (GBG) in July 2007 (see Table 1).

Treatment of Fell Trees Mulching and Composting

Table 1 - Delivery of Recycled Materials

Facility

Date of Delivery

Jat Min Chuen, HKHS Clauge Garden Estate, HKHS Lok Man Sun Chuen, HKHS GBGs Nursery

9 July 2007 / 10 July 2007 10 July 2007 11 July 2007 20 July 2007

Quantity of Material Delivered 12m3 of mulch 6m3 of mulch 6m3 of mulch 2m3 of compost

The outcomes of using mulched and composted materials to HKHS and GBG are illustrated in Figure 12 and Figures 13 to 14 respectively. There were positive feedbacks of these recycled materials from both organisations with an appreciation letter from HKHS.

Figure 12 - Application of Mulching at HKHS

Placement of composted material

Approximate after 9 month of planting

Figure 13 and 14 - Application of Composting at GBG

As stated in [Ref: 20], p70, Using the products from the tree recycling has both technical and economical benefits and the project team of this cable tunnel project appreciates the importance of tree preservation. It is not the intention of this paper to encourage civil/ geotechnical engineering practitioners to act indiscriminately on felling trees but to exercise our commitment on social responsibility to save our precious landfill sites and on the re-use of natural materials. Apart from the cost implication such as reduction on the cost of transportation, landfill, landscape maintenance, sphagnum peat moss replacement etc., whether we should apply such environmental initiative depends on how much we appreciate the project sustainability and our responsibility to the society and environmental as a professional engineer. With the previous experience in Chi Ma Wan Cable Tunnel where the launching shaft is located in Chi Ma Wan peninsula without any water supply or mainline drainage facilities. In the project we were limited to discharge 30m3/day therefore DHK have incentive to recycle as much as possible in order to limit the effluent discharge to sea within target and to save the water resource. DHK found this practice can be adopted widely and therefore the system is applied to Castle Peak Cable Tunnel Project. The source of polluted water are mainly come from the surface run off collected in ground level, inflow water collected from ground water into U channel of the tunnel then pumped through pipeline to ground level, and polluted warm water used by TBM pumped through pipeline to ground level. In the operation of the water treatment and recycling system, waste 75,000L recycle water storage water is collected and treated by a series of Oil interception, primary tanks de-sanding and Sedimentation Tanks, then via an AquaSed 80
Figure 15 3 numbers of

Water treatment and recycling

Treatment Plant. The treated water is then stored in three 75,000L storage tanks and ready for use in tunneling works mainly for the TBM process and cooling water, vehicle washing, suppressing dust etc. Used water is continuously recycled for the entire project duration. The plant employed on the project has a total HRT of over 5 hours and has an operating capacity of 60m3 per hour. Varying from 72% to 88% of total water used at site is recycling water; the variance is depending largely on the water lost to the tunnel spoil where recycled water is utilized extensively for dust suppression and cannot be easily recovered back to the treatment system. It represents 1.9m3 of water used for 1m3 of rock tunneling which is more than 50% less than the expected quantity. The results are encouraging not only from a money saving point of view but also Figure 16 Water Treatment the project shows the effort of use less water resource and discharge Facilities less water to public drainage system.

CONCLUSION
At the time of writing this conclusion, the TBM tunnelling at Castle Peak is completed and concrete structures at both ends are ready to start. The most risky environmental aspects have been successfully mitigated. Dragages Hong Kong Limited, as a main project driving party, has worked closely with CLP Power Hong Kong Limited and Specialist Consultant Wilson Acoustics Limited striving to build a green tunnel within the time and financial constraint. With always a consideration of social responsibility at heart, the sustainability ideas thought ahead in planning stage have been successfully translated into the reality.

ACKNOWLEDGEMENT
The authors would like to express their gratitude to the project team of Castle Peak Tunnel; CLP Power Hong Kong Limited; Dragages Hong Kong Limited; and Atkins China Ltd..

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