2. DESCRIPTION OF THE PROJECT

Introduction

2.1 The present road improvement project is for upgrading the remaining section of Castle Peak Road (CPR) between Ka Loon Tsuen and Siu Lam from a single carriageway road to dual-2 lane standard, including necessary upgrading of Siu Lam Interchange (Figure 2.1). The alignment of the improved road will largely follow the existing Castle Peak Road except between Tai Lam Kok and Siu Lam.

2.2 The scope of works for the proposed widening of Castle Peak Road project includes the following:

(a) widening of about 1.1 km of Castle Peak Road from Ka Loon Tsuen to Tai Lam Kok to dual-2 lane carriageway

(b) construction of a new dual 2-lane viaduct, of approximately 0.8 km, from Siu Lam to Tai Lam Kok

(c) provision of 3 m wide footpath on both sides of Castle Peak Road and a lay-by for the maintenance vehicles of the Marine Department at the eastern end of the Project boundary

(d) reprovision of existing legal run-ins and appropriate modifications to junctions affected by this road improvement scheme

(e) construction of sea wall from Ka Loon Tsuen to Tai Lam Kok

(f) reclamation work at Tai Lam Kok

(g) reconstruction of the existing Castle Peak Road from Tai Lam Kok to Siu Lam

(h) associated slope works, road and drainage works, traffic aids, street furniture and street lighting, utilities works, environmental mitigation measures, landscaping and other ancillary works.

PPFS Road Alignment

2.3 The preliminary project feasibility study (PPFS) report has recommended a preliminary road layout for the improvement to Castle Peak Road between Ka Loon Tsuen and Siu Lam as shown in Appendix 2.1.

2.4 The proposed alignment between Ka Loon Tsuen and Tai Lam Kok will largely follow the existing route with the carriageway widening being provided on the seaward side.

2.5 To the west of Tai Lam Kok, as the existing Castle Peak Road is restricted by the Brothers Bridge, two new westbound traffic lanes will be provided on the south side of Tuen Mun Road from Tai Lam Kok to Siu lam interchange. This will involve widening of the Tai Lam Chung Bridge on its southwestern side.

2.6 The section of the existing Castle Peak Road between Tai Lam Kok and the junction with Tai Lam Chung Road will be converted to a 3-lane eastbound carriageway of the proposed road. A left turn from the eastbound carriageway to the westbound carriageway will be provided at Tai Lam Kok. From the Tai Lam Chung Road junction to the Siu Lam interchange, the existing two eastbound lanes and one westbound lane will remain unchanged.

2.7 The existing slip road from the westbound carriageway of Tuen Mun Road to the Siu Lam interchange will be blocked while the existing slip road from the Siu Lam interchange to the westbound carriageway of Tuen Mun Road will be retained.

2.8 A 3.5m wide footpath will be provided on both sides of the proposed road between Ka Loon Tsuen and Tai Lam Kok. However, from Tai Lam Kok to Siu Lam interchange, the footpath will be provided on the seaward side of the proposed road only.

2.9 A footbridge is proposed at Tai Lam Kok for pedestrians having to cross over the eastbound and westbound traffic of the proposed Castle Peak Road.

2.10 The existing Castle Peak Road between Ka Loon Tsuen and Siu Lam is designed for a speed of 50 kph. Since the alignment of the section of Castle Peak Road between Tai Lam Kok and the Siu Lam interchange in the PPFS layout remains essentially unchanged, this section of the road has a design speed of 50 kph.

2.11 The design and operation speeds of the Improvement to Castle Peak Road between Area 2 and Ka Loon Tsuen, Tsuen Wan are 85 kph and 70 kph respectively while the section of the road from Siu Lam to So Kwan Tan has design and operation speeds of 70 kph. For this section of Castle Peak Road between Ka Loon Tsuen and Siu Lam, the design and operation speeds should be 85 kph and 70 kph respectively which were agreed by TD.

2.12 The horizontal radii of the existing road bend between Tai Lam Kok and Siu Lam and the proposed westbound carriageway of Castle Peak Road adjoining Tuen Mun Road meet the desirable radius requirement of Transport Planning and Design Manual (TPDM) for the design speed of 50 kph but not for 70 kph.

2.13 The proposed weaving section of the PPFS road layout meets the minimum weaving length requirement and the required number of lanes in the weaving section of TPDM. However, if a design speed of 70 kph or above is adopted, additional weaving lanes are required at the weaving section.

2.14 The proposed weaving section will involve a lot of weaving movements between the high speed traffic along Tuen Mun Road and Castle Peak Road. These massive merging and diverging movements will inevitably induce conflict and disruption to the through traffic along Castle Peak Road and Tuen Mun Road. As the intensity of conflict and disruption increases, the traffic flow in both Castle Peak Road and Tuen Mun Road will decrease and the risk of traffic accidents caused by the weaving movement will increase. From traffic safety point of view, it is undesirable to have a weaving section between a primary distributor and a rural expressway where any possibility of traffic accidents should be eliminated as far as possible.

Alternative Road Alignments

2.15 The following project constraints which are shown in Appendix 2.2 should be taken into consideration in the design of alternative road layouts:

· Brothers Bridge;

· presence of a 74m high natural slope bordering the eastern side of Brothers Bridge;

· alignment and level of Tai Lam Chung Bridge;

· location of existing piers of Tai Lam Chung Bridge;

· presence of submarine water and gas mains in the Tai Lam Chung Nullah;

· proposed alignment and level of Route 10 NLYLH’s Siu Lam Link Road;

· presence of container yards on the upstream of Tai Lam Chung Nullah; and

· presence of thick and compressible marine deposits in Tai Lam Chung Nullah.

2.16 The constraints posed by the Brothers Bridge and the natural slope make dualing of the existing section of Castle Peak from Tai Lam Kok to Siu Lam impracticable as any widening of Brothers Bridge will affect Tuen Mun Road which is unlikely to be acceptable. Thus, this section of Castle Peak Road should be relegated to a local distributor.

2.17 Any proposed Castle Peak Road improvement which will involve widening of Tai Lam Chung Bridge should take into consideration the following constraints:

· the different structural articulation of the existing and the new bridge will give rise to differential movement between the old and new bridges under dead and live locals;

· the effect of the creep and shrinkage of the new bridge will induce contraction of any stitching slab between the old and new bridge decks;

· a longer span of the new bridge is very likely due to the presence of the submarine water and gas mains and their associated waterworks reserve and no dredging nor anchorage zone;

· the different locations of the old and new bridge piers will have an adverse effect on the bridge waterway hydraulics;

· the longer span of the new bride will reduce the headroom of the existing bridge. This may restrict the maintenance operation of the nullah and the submarine pipelines.

2.18 In view of these constraints, the new bridge should be separated from the existing Tai Lam Chung Bridge, if possible.

2.19 Since there are container yards on the upstream of the Tai Lam Chung Nullah, the junction of the proposed Castle Peak Road with the existing road bend and the Siu Lam interchange should have adequate capacity for the turning movements of container vehicles.

2.20 The location of the piers of the new bridge should avoid encroachment upon the waterworks reserve of the submarine water main and the no dredging nor anchorage zone of the submarine gas main. Moreover, the bridge foundations should minimize disturbance to the soft and compressible marine deposits which may affect the integrity of the submarine pipelines.

2.21 In view of the constraints identified in paragraph 2.15, it is proposed that the future dual 2-lane Castle Peak Road from Tai Lam Kok to Siu Lam interchange should run parallel to Tuen Mun Road on its southern seaward side and that the existing road bend should be relegated to a local distributor.

2.22 The new Castle Peak Road viaduct will be separated from Tuen Mun Road at Tai Lam Chung Nullah to avoid the weaving problem discussed in paragraph 2.14 and the adjoining problem between the new and existing bridge decks. The proposed viaduct will follow a smooth curve on the seaward side of the proposed Route 10 NLYLH’s Siu Lam Link Road as shown in Figure 2.1.

2.23 Unlike the PPFS road layout which provides a footpath on the seaward side of the new road, the footpaths on both sides of the proposed viaduct will be omitted.

2.24 Roundabouts are proposed at the Siu Lam interchange and at the junction between the proposed and existing Castle Peak Road at Tai Lam Kok.

2.25 The footbridge at Tai Lam Kok proposed in the PPFS road layout can also be deleted as the northern footpath will be connected to the southern footpath at grade under the viaduct along the western side of its eastern abutment.

Preliminary Design of Road Alignment

2.26 The key issues and constraints that affect the preliminary design of the road alignments are identified in Appendix 2.3. They are discussed below.

Interface with PWP Item No. 6553TH

2.27 The eastern end of this project interfaces with PWP Item No. 6553TH “Castle Peak Road Improvement between Sham Tseng and Ka Loon Tsuen”. The proposed horizontal and vertical alignments of the interfacing project needs to be taken into consideration in the proposed road layout of this project.

Future Widening of Tuen Mun Road

2.28 This project has an interface with Agreement No. CE54/98 “Reconstruction and Improvement of Tuen Mun Road” managed by the HyD. According to the Preliminary Project Feasibility Study (PPFS) Report, the unwidened sections of Tuen Mun Road are presently 3-lane carriageways with lane widths of between 3.3m and 3.5m, a hard shoulder of generally 1m and a median strip of 0.65m. The report recommended to widen each of these lanes to 3.65m, with a hard shoulder of 3.3m, a median strip of 1.0m and a verge of 2.0m where possible. It also proposed that the option of upgrading the whole Tuen Mun Road to a dual 4-lane standard should be considered in future. If the option of upgrading the existing 3-lane carriageway is adopted, a 6m strip of land from the southern edge of the existing Tuen Mun Road should be reserved for future widening. If the option of 4-lane carriageway is preferred, the width of this strip of reserved land should be increased to 9.5m.

Differential Settlement between Existing and Proposed Pavements

2.29 It is desirable that the existing 2-lane carriageway should be utilized as the Kowloon bound carriageway of the improved road while the new 2-lane carriageway should be formed on reclamation where possible to avoid differential settlement between the existing and new pavements. If this is not feasible, measures should be proposed to minimize the differential settlement.

Brothers Bridge

2.30 As the Brothers Bridge supports the heavily trafficked Tuen Mun Road, it poses a constraint to the location of the proposed roundabout at Tai Lam Kok.

Deep Sea Bed Offshore Tai Lam Kok

2.31 The topographic survey plans show that the sea bed offshore Tai Lam Kok is at a level of about -9.0mPD. As far as possible, the proposed roundabout at Tai Lam Kok should be located towards the landside to avoid the possibility of constructing a high seawall to support the roundabout.

Proposed Route 10 Siu Lam Link Road Viaduct

2.32 The proposed Castle Peak Road viaduct from Tai Lam Kok to Siu Lam should be located on the seaward side of the proposed Route 10 Siu Lam Link Road viaduct to avoid any cross-over of the two viaducts.

Interface with PWP Item No. 6541TH

2.33 The western end of this project interfaces with PWP Item No. 6541TH “Improvement to Castle Peak Road from Siu Lam to So Kwun Tan” which was completed by the end of 2000. Any proposed widening of the roundabout at Siu Lam interchange will need to match the horizontal and vertical alignments of the road leading to the roundabout.

Castle Peak Road Flyover Over Tuen Mun Road

2.34 The Castle Peak Road joins the Siu Lam interchange from the east on a flyover over Tuen Mun Road. As widening of this flyover is expensive and undesirable, the flyover poses a constraint to the location of the proposed roundabout at Siu Lam interchange.

Access Road Leading to CSD Staff Quarters

2.35 There is an access road at Siu Lam interchange leading to the staff quarters of Tai Lam Correctional Institution. The quarters comprise two blocks, each of which has 18 units. As the proposed roundabout will consist of more than 4 arms, realignment of the access road may be necessary.

CLP Power Sub-Station

2.36 The China Light and Power’s Siu Lam Psychiatric Centre power sub-station is located on the southern side of the access road to CSD staff quarters. Any realignment of the access road may require the relocation of the power sub-station if affected.

CSD Septic Tank

2.37 There is the septic tank of Tai Lam Correctional Institution to the southwest of the access road to CSD staff quarters. If the proposed realignment of the access road affects the septic tank, its reprovision is necessary.

Proposed Road Alignment from Ka Loon Tsuen to Tai Lam Kok

2.38 The proposed road layout is shown on Appendices 2.4 to 2.11.

2.39 At Ka Loon Tsuen, the proposed road layout of this project is required to match that of PWP Item No. 6553TH whose typical cross section comprises a 7.3m wide carriageway, 0.5m marginal strip, 1.8m wide central reserve and 3.0m wide footpath. This standard road cross-section is maintained up to chainage 1200. From chainage 1200 to 950, a tapering road cross-section is adopted in order to match the existing single 2-lane carriageway at chainage 950.

2.40 To be consistent with the road cross-section of PWP Item No. 6553TH, a 3.0m wide footpath will be adopted. However, an additional 1.5m amenity strip is provided on the southern footpath for screen planting which is used for shading the navigation lights from the traffic lights as required by the Marine Department. A typical road cross-section is shown on Appendix 2.12.

2.41 The proposed road layout at the interface with PWP Item No. 6553TH will match that at chainage 1200. From chainage 1200 to 950, a uniform road cross-section which is offset from the southern kerb line of the interfacing project will be adopted.

2.42 The edge of the northern footpath will be at a minimum distance of 9.5m from the southern edge of Tuen Mun Road to allow for the possibility that the west bound carriageway of Tuen Mun Road will be widened to a standard 4-lane expressway.

2.43 To minimize the differential settlement between the existing and proposed pavements, the existing single 2-lane carriageway should be utilized as the Kowloon bound carriageway while the Tuen Mun bound carriageway should be formed on reclamation. A smooth road alignment is proposed such that the future Kowloon bound carriageway will be partly on existing carriageway and partly on reclamation. It is proposed that the road base at the interface between existing and new carriageway should be reinforced with geogrids to minimize the differential settlement.

Proposed Roundabout Layout at Tai Lam Kok

2.44 The same size of the roundabout will be adopted at Tai Lam Kok and Siu Lam interchange.

2.45 The location of the roundabout is constrained by the Brothers Bridge to the north, the small hill to the northeast and the deep sea bed to the southwest. The proposed roundabout layout is shown on Appendix 2.7.

2.46 To avoid building a high seawall on the deep sea bed to support the roundabout, an alternative layout is proposed as shown on Appendix 2.13. The alternative roundabout will be shifted towards the northern hillside by construction of a 7m high bored pile wall. However, it still requires building a 12m high seawall on its southern side. As the difference in cost between a 14m high seawall for the original layout and a 12m high seawall for the alternative layout is insignificant when compared with the additional cost for constructing a 7m high bored pile wall, the alternative roundabout layout is not recommended.

Proposed Viaduct from Tai Lam Kok to Siu Lam

2.47 The proposed viaduct from Tai Lam Kok to Siu Lam will be located on the seaward side of the proposed viaduct of Route 10 Siu Lam Link Road as shown on Appendices 2.4 to 2.6. A typical cross-section of the proposed viaduct is shown on Appendix 2.14.

2.48 The eastern bridge abutment starts at the west of the proposed roundabout at Tai Lam Kok. The level of the proposed bridge rises at the maximum gradient of 4% allowed by TPDM in order to provide the minimum headroom of 2.5m (Table 26 of HyD Structures Design Manual) for the proposed footpath under the bridge. The proposed footpath connects the northern footpath with the southern footpath of Castle Peak Road to avoid the necessity of constructing an expensive footbridge system across the road junction at Tai Lam Kok proposed in the PPFS report.

2.49 As the proposed viaduct crosses over the existing slip road from/to Tuen Mun Road at Siu Lam interchange, a minimum headroom of 5.1 m needs to be provided (Table 26 of HyD Structures Design Manual).

Proposed Roundabout at Siu Lam Interchange

2.50 Four alternative roundabout layouts at Siu Lam interchange have been considered and are discussed below.

Alternative Layout No. 1A

2.51 This alternative layout which is shown on the Appendix 2.15 involves the relocation of the access road leading to the staff quarters of the Correctional Services Department (CSD) to the side of the access road from/to Tuen Mun Road at the entry to the roundabout. This relocation allows the erection of noise barriers along the edge of the roundabout to mitigate the noise impact on the staff quarters. It complies with the requirements of TPDM. However, it requires the reprovision of the CLP’s electricity sub-station and the CSD’s septic tank. Moreover, a 10 m high bored pile wall is necessary for the realignment of the access road leading to CSD’s staff quarters.

Alternative Layout No. 1B

2.52 In order not to demolish the CSD’s septic tank, the access road can be realigned by extending its alignment to the southeast as shown on Appendix 2.16. When compared with alternative layout no. 1A, the entrance of the access road is further relocated to the south. However, it also involves the construction of a longer bored pile wall and is therefore more expensive than layout no. 1A.

Alternative Layout No. 2

2.53 This alternative layout adopts a segregated left turning lane for the proposed Tuen Mun bound carriageway of Castle Peak Road as shown on Appendix 2.17. As there is not enough space to provide an additional free flow lane for the segregated left turning lane, a give way line is required at the entry of the lane to the slip road to Tuen Mun Road as shown on the road marking layout. This is the major drawback as the vehicle using the segregated left turn lane needs to be stopped at the give way line and the driver has to turn right to check whether there is any vehicle from the roundabout turning into the slip road. From the traffic safety point of view, this may not be desirable.

Alternative Layout No. 3

2.54 As the access road to the CSD’s staff quarters only serves 36 units of tenants, its traffic intensity will be very low. In view of this, a five-arm roundabout layout is proposed as shown on Appendix 2.18. If the CLP’s electricity sub-station is not relocated, the driver of the vehicle at a distance of 15 m back from the give way line of the roundabout will not be able to see the full width of the circulatory carriageway to his right (clause 4.5.11.3 of TPDM volume 2 refers). If this requirement cannot be relaxed, reprovision of the sub-station at a new location is necessary. This layout also requires minimal realignment of the access road if the length of the vehicles using the road does not exceed 6 m. This is likely to be the cheapest layout.

2.55 With comparison to the other three layouts, layout no. 3 poses the least disturbance to the existing environment during the construction phase. TD approved the alternative layout no. 3 provided that the CLP power sub-station is relocated to avoid obstruction of the visibility of the motorists approaching the roundabout.

Environmental Considerations of PPFS and Proposed Alignments

2.56 The above sections have described the selection process of the proposed CPR alignment based on the constraints including land, traffic, engineering and costs. The environmental perspective is also an important aspect of the development. Various environmental protection measures have been considered and incorporated into the design process including avoiding dredging and loss of natural coastline wherever possible, and minimising noise, air quality and ecological impacts on sensitive receivers. In order to ensure that the more technically feasible alignment (the proposed alignment) would not result in worse environmental performance compared to the PPFS alignment, a preliminary environmental review of both alignments has been performed. The alignments (the PPFS alignment and the proposed alignment) were assessed and evaluated in terms of noise, air quality, water quality and ecological impacts. The main differences between the alignments in terms of environmental performance are presented in Table 2.1.

Table 2.1 Main Difference between the Alignments

Environmental Aspect	PPFS Alignment	Proposed Alignment
Noise	NSRs will be affected by traffic noise along the two new westbound traffic lanes on the south side of Tuen Mun Road from Tai Lam Kok to Siu Lam Interchange and the widened CPR between Tai Lam Kok and the junction with Tai Lam Chung Road. The section of the existing CPR between Tai Lam Kok and the junction with Tai Lam Chung Road will be converted to a 3-lane eastbound carriageway of the proposed road. The increased traffic along this section of CPR would likely enhance the traffic noise impact on the noise sensitive receivers (NSRs) such as Wu Uk Tsuen, Custom & Excise Training School and the planned NSRs in the Comprehensive Development Area. These NSRs are topographically screened from the noisy Tuen Mun Road. Noise barriers will be required for the NSRs located near the widened section of CPR or section with substantial modification.	NSRs will be affected by traffic noise along the CPR viaduct on the south side of Route 10 Siu Lam Link Road from Tai Lam Kok to Siu Lam Interchange and the proposed roundabout at Siu Lam. NSRs such as Wu Uk Tsuen Custom & Excise Training School and the planned NSRs in the Comprehensive Development Area would be topographically screened from the proposed CPR viaduct. It is expected that less NSRs would be affected by traffic noise along the proposed alignment compared to the PPFS alignment. Noise barriers will be required for the NSRs located near the CPR viaduct and the Siu Lam Interchange.
Air Quality	Air quality impacts from the operation of the alignment are not predicted. However, air quality may be affected if noise mitigation measures such as barriers/enclosures are required.	Air quality impacts from the operation of the alignment are not predicted. However, air quality may be affected if noise mitigation measures such as barriers/enclosures are required.
Water Quality	Water quality impacts are anticipated due to the dredging works along the existing coastline as well as the foundation works for bridges.	Water quality impacts are anticipated due to the dredging along the existing coastline, reclamation at Tai Lam Kok as well as the foundation works for the viaduct. It is expected that water quality impacts associated with the construction of the proposed alignment would be higher compared to the PPFS alignment.
Ecology	Destruction of the artificial coastline from Tai Lam Kok to Ka Loon Tsuen and the clearance of vegetation to make room for the carriageway. The widening of the existing CPR between Tai Lam Kok and the junction with Tai Lam Chung Road would likely disturb the existing woodland at Tai Lam.	Destruction of the artificial coastline from Tai Lam Kok to Ka Loon Tsuen and the clearance of vegetation to make room for the carriageway. No area of high ecological value would be disturbed during the construction of the proposed alignment. Lower ecological impact is expected compared to the PPFS alignment.
Landscape and Visual	No significant landscape or visual impact on the environment except at locations where noise barriers are found necessary.	No significant landscape or visual impact on the environment except at locations where noise barriers are found necessary.
Natural Coastline	No natural coastline will be affected.	No natural coastline will be affected.

2.57 Based on the environmental considerations, both the PPFS alignment and the proposed alignment would produce similar impacts on air quality, landscape and visual, and natural coastline. The proposed alignment is more acceptable in terms of ecology and traffic noise; while the PPFS alignment performed better with respect to water quality. It is considered that overall the proposed alignment is more environmental preferable.

The EIA Study Area

2.58 The proposed works run along the coastal area between Ka Loon Tsuen and Siu Lam. The study area, located between Ka Loon Tsuen and Siu Lam, is generally a sparsely populated area dominated by scattered village houses and government and community institutions. In the vicinity of the construction area are two heavy-trafficked strategic roads namely Tuen Mun Road and the planned Route 10.

2.59 Poseidon Coast, a newly developed residential estate, is situated to the north of the Siu Lam Interchange. According to the So Kwun Wat Outline Zoning Plan (OZP), a planned “Comprehensive Development Area” (CDA) is zoned at Tai Lam Chung, between Wong Uk and Wu Uk.

2.60 As stated in the EIA Study Brief, the boundary of the assessment area for the purposed project of this EIA should be of 500m from either side of and along the full stretch of the proposed road alignment, except that, for noise and water quality impact assessments, the study area should be defined by a distance of 300m from the proposed road alignment.

2.61 For noise impact assessment, the study area could be reduced accordingly if the first layer of the noise sensitive receivers (NSRs), closer than 300m from the road, provide acoustic shielding to those receivers at further distance behind subject to the Director of Environmental Protection.

2.62 With regard to the visual impact assessment, all sensitive receivers should be assessed within the visual envelope outlining the area of land of which there is a view of any part of the proposed road, its structure, or the traffic which will use it.

Construction Activities

2.63 Appendix 2.19 shows the preliminary construction programme of the project. According to the programme, construction is scheduled to commence in June 2003 for completion in June 2007. Since at this early stage of the project there are uncertainties over the way that individual contractors will programme elements of the work, the programme has adopted a worst case scenario and assumes that certain activities will be carried out concurrently. Assessed impacts are therefore always conservative.

Traffic Forecasts

2.64 Traffic forecast for this EIA Study is based on the Maunsell’s in-house transport assignment model developed for the Traffic Impact Assessment (TIA) Study of the same project. The transport assignment for projection was achieved through processing of all Original-Destination (O-D) pairs of the future demand matrices in successive iterations. The vehicular trips by vehicle types then assigned onto the highway network. The output of the vehicle compositions was also validated against with the surveyed data collected for the TIA Study. This general modeling approach and major assumptions had been documented in the TIA Report and the modeling results had also been endorsed by Transport Department in April 2000. For the purpose of this EIA Study, peak hour traffic flows for years 2003 and 2022 have been forecast for all major roads within 300m of the widened Castle Peak Road and are provided in Appendices 2.20 and 2.21.

Concurrent Projects

2.65 The proposed project will interface with the project “Castle Peak Road Improvement from Sham Tseng to Ka Loon Tsuen (6553TH)”. Based on the latest available construction programme, the construction of the project 6553TH will last from August 2001 to June 2005. Therefore, it will be constructed concurrently with the project.

2.66 It is noted that the project 6541TH “Improvement to Castle Peak Road from Siu Lam to So Kwun Tan” was commenced in February 1997 and was completed in November 2000.

2.67 According to the Legislative Council paper submitted by the Transport Bureau regarding the project Route 10 – North Lantau to Yuen Long Highway (NLYLH), the northern section and the associated Siu Lam Link Road would be deferred to year 2010. The air and noise impact assessments in this report have been carried out based on this deferral scenario.