2 PROJECT DESCRIPTION

2.1 Description of Site Location of the Project and History

2.1.1 The Project site is situated between the HKBCF Island and the HKIA, at the south of the existing SkyPier on the Airport Island. The Bonded Vehicular Bridge serves as a land connection between the HKBCF Island and the Intermodal Transfer Terminal (ITT) building next to the SkyPier to be built by AAHK. Part of the bridge is located in the marine area (marine section) and part on the HKBCF Island (land section). Location of the Project site and layout are shown in Figure 1.1. The marine section of the site is situated in a marine area between HKIA and HKBCF Island.

2.2 Size, Scale, Shape and Design of the Project

2.2.1 The Bonded Vehicular Bridge serves as a dedicated direct vehicular access connecting the ITT of HKIA and HKBCF Island. The Bridge’s marine section is approximately 360 m in length, supported by bridge concrete piers. The Bridge’s land section spans over the HKBCF Island with a total length of approximately 210 m.

2.3 Benefits of the Project

2.3.1 In view of the impending commissioning of the HZMB, the Project is designed to provide a seamless and hassle-free connection between the ITT of HKIA and HKBCF Island to facilitate the intermodal travel of air passengers, in line with and further strengthening HKIA’s strategic positioning and function as an international aviation hub in the region.

2.3.2 Coupled with HKIA’s expanding upstream check-in and baggage handling service in the Pearl River Delta (PRD), the Project will further extend HKIA’s connectivity in the region, in particular the western parts of the PRD. It is forecasted that by 2030, the synergistic positive impact brought by the HZMB and ITT could help HKIA attract about 3.7 million air passengers per year to fly into/out of HKIA through the HZMB and ITT. International passengers, Hong Kong and PRD residents will all benefit from the further enhanced multimodal transport hub service at HKIA.

2.3.3 The Project incorporates environmental protection measures such as 100% adoption of electric vehicles and associated charging facilities in the ITT.

2.4 The Need and Justification of the Project

2.4.1 It has always been AAHK’s policy to enhance HKIA’s facilities to maintain and strengthen its position as an intermodal aviation hub in the region. The Project is the most direct and cost effective means of connecting the air passengers between the “airside” of HKIA and HZMB for Bridge-to-Air (BTA) departure flight connections, or Air-to-Bridge (ATB) onward road journey into PRD upon arrival. With the Project, ATB and BTA passengers can simply travel on bonded vehicles directly to/from the HKBCF Island, without the need to go through Hong Kong’s Custom, Immigration and Quarantine (CIQ) procedures.

2.4.2 This Project is required to be a completely bonded environment for the air passengers in order to satisfy the very stringent legal and security requirements of various law enforcement agencies and the Security Bureau.

2.4.3 Sections 2.5 and 2.6 below present the scenarios without the Project, and other options considered for the Project. Section 2.7 summarises the reasons for selecting the Bonded Vehicular Bridge and associated roads as the selected option.

2.5 “Without Project” Scenario – Franchised Bus Approach

2.5.1 Without the Project, both ATB and BTA passengers will have to go via Hong Kong’s CIQ procedures at HKBCF to enter/leave Hong Kong and take franchised buses plying between the HKBCF Island and HKIA. There are two possible routings, Route A and Route B, illustrated in Figure 2.1 and Figure 2.2, respectively.

2.5.2 The BTA passengers travelling from their origin in PRD West or Macau via HZMB, when arriving at the Public Transport Interchange in the Closed Area of HKBCF Island, will have to go through Hong Kong’s CIQ procedures at HKBCF to enter Hong Kong. The BTA passengers will then need to take the Hong Kong franchised bus (Route A or B) to the Passenger Terminal (T1 or T2) of HKIA via the public roads between HKBCF Island and HKIA. At the Passenger Terminal, the BTA passengers will have to go through another CIQ process to depart from Hong Kong and enter the “airside” of the airport for for flight departure.

2.5.3 For ATB passengers, when arriving at HKIA, they will have to go through the CIQ process at HKIA and then proceed to take the Hong Kong franchised bus (Route A or B) at T1 or T2. The Hong Kong franchised bus will carry them to HKBCF Island for another CIQ process for departing from Hong Kong before continuing their journey on the HZMB to PRD West or Macau.

2.5.4 The “Without Project” scenario will lengthen the journey time of the ATB/BTA passengers between HKIA and HKBCF Island by about an hour and will require them to go through the CIQ processes in Hong Kong Special Administrative Region (HKSAR) twice. The “Without Project” scenario falls short of HKIA’s seamless and hassle-free transfer service standard which constitutes a key competitive advantage of HKIA.

2.6 Alternative Options

2.6.1 In addition to the “Without Project” scenario, AAHK has explored three different options to connect the “airside” of HKIA at ITT and HKBCF Island. ATB/BTA passengers may be carried by bonded vehicles via the public roads (Option 1 – Bonded Vehicle on Public Road Approach) or via a bonded road (Option 2 – Bonded Vehicle on Bonded Road Approach) or via a Bonded Vehicular Bridge directly linking (Option 3 – Bonded Vehicular Bridge Approach) between the ITT and the HKBCF Island.

Option 1: Bonded Vehicle on Public Road Approach

2.6.2 Under this option, ATB/BTA passengers are transported to/from their PRD destination/origin by bonded vehicles guarded by security staff inside the vehicle via the public roads between HKBCF Island and the ITT (provided that the passengers could be exempted from Hong Kong’s CIQ procedures, as referred to in Section 2.6.3 below). Illustration of Option 1 is presented in Figure 2.3. Passengers board the bonded vehicles at their origin and alight at their destination with no stop in between. About an hour of vehicle travelling time for ATB/BTA passengers is saved by obviating the need to go through CIQ clearance at HKBCF and HKIA. Passenger convenience is significantly improved from this “Without Project” scenario.

2.6.3 Under this option, the ATB/BTA passengers and the driver in the bonded vehicle have not gone through the CIQ clearance before travelling on the public road network of Hong Kong. If the ATB/BTA passengers were to be exempted from the CIQ procedures of HKSAR, under the requirements set by HKSAR Security Bureau and the law enforcement agencies, the ATB/BTA passengers must remain in the “airside” after entering / before departing HKIA, as if they were air-air transit/transfer passengers exempted from the CIQ clearance requirements of HKSAR. However, public roads are not “airside” which is legally defined as the airport’s Restricted Area designated under the Airport Authority Ordinance (Cap 483) to restrict passenger / vehicle access, and impose aviation security features (e.g. passenger security checks before entry). This option is therefore legally not viable.

2.6.4 As discussed above, this option is legally not viable and therefore not selected for the next stage of options comparison from the perspectives of “Passenger Convenience Considerations”, “Engineering Considerations” and “Environmental Considerations” in Section 2.7.

2.6.5 Though there are bonded vehicles operating on the public roads of HKIA for transportation of flight crews between the airside of HKIA and the controlled landside destinations at HKIA (note: the airlines’ headoffices are on the landside of Airport Island), such bonded vehicle services are entirely domestic which do not require entry into or exit from HKSAR territory, hence subject to a different regulatory and security regime of the HKSAR Government that cannot be applied to the bonded vehicle services for cross-boundary operation.

Option 2: Bonded Vehicle on Bonded Road Approach

2.6.6 Same as Option 1, ATB/BTA passengers under this option are transported to/from their PRD destination/origin by bonded vehicles via HKBCF Island to/from the ITT without going through the CIQ clearance. What distinguishes this option from Option 1 is that the route of the bonded vehicles is restricted to a bonded road that separates it from the Hong Kong public road traffic, i.e. Bonded Vehicle on Bonded Road Approach. Illustration of Option 2 is presented in Figure 2.4. This option requires one of the public roads planned on HKBCF Island to be converted into a bonded road dedicated to the bonded vehicular services to/from the ITT, and such bonded road will need to cover the entire journey from the Public Transport Inchange on HKBCF Island to the ITT on the Airport Island.

2.6.7 The “airside” of HKIA as a result of the conversion described in Section 2.6.6 will have to be extended to cover the entire Bonded Road connecting the ITT to HKBCF Island, and in order to legally satisfy the security requirements, there must be additional security measures including the erection of fences, installation of access control posts and closed circuit TVs, etc., so as to segregate the bonded road from the public areas/roads on Airport Island and HKBCF Island. However, the fences will constitute a robust physical barrier, sterilising valuable land use along the waterfront of the Airport Island. It will also create an eyesore to the surrounding developments.

Option 3: Bonded Vehicular Bridge Approach

2.6.8 This option provides the shortest connection between HKBCF Island and the ITT when comparing with all other options. It requires the construction of a Bonded Vehicular Bridge between the ITT and HKBCF Island, landing inside the Closed Area of HKBCF Island. Illustration of Option 3 is presented in Figure 2.5. Option 3 is the same as the Bonded Road Approach in Option 2 in terms of using bonded vehicles to transport the ATB/BTA passengers without passing through the public roads of the HKBCF Island and HKIA, the Bonded Vehincular Bridge Approach’s routing provides the shortest connection, without the detour as in the Bonded Vehicle on Bonded Road Approach, Option 2. The whole Bonded Vehicular Bridge is dedicated to the bonded vehicles to/from ITT. Public traffic is not allowed on the Bonded Vehicular Bridge to satisfy the legal and security requirements.

2.6.9 The “airside” of HKIA will be extended to both the marine and land sections of the Bonded Vehicular Bridge by adding adequate security features in the design including fences (primarily for the at-grade portion of the Bonded Vehicular Bridge on the HKBCF Island, subject to agreement with the law enforcement agencies), access control posts and closed circuit TVs etc., so as to segregate the Bonded Vehicular Bridge from public road traffic.

2.6.10 The approximately 360 m long marine section and 210 m long land section of the bridge are all precast units that will reduce dust and noise impacts during construction.

2.7 Selected Option

2.7.1 The comparison of “Passenger Convenience Considerations”, “Engineering Considerations” and “Environmental Considerations” between different scenarios are shown in Tables 2.1, 2.2 and 2.3 below, respectively.

Table 2.1 Summary of Passenger Convenience Considerations

Trip Description		No. of CIQ Process	Travel Distance and Travelling Time		Passenger Convenience Considerations
Trip Description		No. of CIQ Process	Travelling Distance between HKBCF & ITT (m)	Journey Time for ATB or BTA transit (mins)	Provide Direct Access to Coach Station (ATB)	Disturbance to HKIA Landside Traffic	Disturbance to HKBCF Island Traffic
“Without Project” Scenario
Franchised Bus Approach		2	5500 m	An extra hour including travelling time and CIQ clearance time is required in the “Without Project” scenario	Not Direct Access	Significantly affected	Moderately affected
“With Project” Scenario
Option 2	Bonded Vehicle on Bonded Road Approach	0	1640 m		Direct Access ü	Moderately affected	Not affected ü
Option 3	Bonded Vehicular Bridge Approach	0	1060 m		Direct Access ü	Not affected ü	Not affected ü

Table 2.2 Summary of Engineering Considerations

Trip Description		Engineering Considerations
Trip Description		Reduction of Construction Time	Reduction of Traffic Impact during Construction	Reduction of Disturbance of Landside Air Permeability	Effective Utilisation of Land
“Without Project” Scenario
(a) Franchised Bus Approach		N/A (see note 2)	N/A (see note 2)	N/A (see note 2)	N/A (see note 2)
“With Project” Scenario
(b) Option 2	Bonded Vehicle on Bonded Road Approach	Faster ü	Moderate Impact	Moderate disturbance	Extra Land Take for Land Connection on Airport Island and HKBCF Island
(c) Option 3	Bonded Vehicular Bridge Approach (see note 1)	Moderate	Least Impact ü	Least Disturbance ü	Less extra Land Take for Land Connection on HKBCF Island ü

Remarks:

Note 1 – Precast construction method will improve environmental performance and quality control in terms of site safety, reduction of formworks, construction time and carbon emission, transportation of construction material and subsequent adverse impact on existing landside traffic, also reduce the dust and noise pollution during construction.

Note 2 – Traffic under “Without Project” scenario will make use of existing HKIA and HKBCF road network, no significant road construction anticipated.

Table 2.3 Summary of Environmental Considerations

Trip Description	Environmental Considerations
Trip Description	Environmental Benefits	Environmental Disbenefits
“Without Project” Scenario
(a) Franchised Bus Approach	· The franchised buses would make use of the existing HKIA and HKBCF public road network, no significant road construction is anticipated. Therefore there will be less construction impact to the surrounding sensitive receivers.	· The bulk of the franchised buses are not electric vehicles which could generate carbon emission and air pollutants. · To cater for the travel time between HKBCF and HKIA Passenger Terminal, and to meet time-critical demand of air passengers, more franchised buses are required for transfer services, resulting in more vehicular emissions. · The franchised buses serving the air passengers will have greater traffic impact to existing road networks and give rise to potential congestion. · With the longest travelling distance from the ITT to HKBCF (or vice and verse), the “Without Project” scenario gives rise to the highest energy consumption by the vehicles and carbon emissions by power plants.
“With Project” Scenario
(b) Option 2 Bonded Vehicle on Bonded Road Approach	· All bonded vehicles will be electric vehicles which would eliminate carbon emission and air pollutant emissions on site. · Since the bonded vehicles would not be using public roads, there will be no disturbance to airport landside and HKBCF Island traffic.	· Extra land take is required for the bonded land connection section on both Airport Island and HKBCF Island. Mitigation measures may be required to minimise the construction impact to the surrounding sensitive receivers. · The erection of fences and/or guard posts for the bonded land connection would pose visual impact on nearby Visual Sensitive Receivers (VSRs), and undermine the amenity and landscaping value which could otherwise be created at the waterfront of Airport Island. · Land based construction works for the bonded roads and land connection section on land will give rise to more construction & demolition (C&D) materials and waste compared to sea-based construction works. · Among the options under “With Project” scenario, the travelling distance from ITT to HKBCF (or vice and verse) via a Bonded Road is the longest, leading to higher energy consumption by vehicles and carbon emissions by power plants.
(c) Option 3 Bonded Vehicular Bridge Approach	· All bonded vehicles will be electric vehicles which would eliminate carbon emission and air pollutant emission on site. · With the least travelling distance from the ITT to HKBCF (or vice and verse), it will not only significantly improve passenger convenience, but also help reduce road traffic, energy consumption by vehicles and the associated environmental impacts. · The option has the most extensive pre-cast construction among other options, thus minimising impact to local environment. · Security fences on the marine section of the Bonded Vehicular Bridge are not required (subject to agreement with law enforcement agencies), hence visual impact to surrounding VSRs can be further reduced.	· Compared to other options/scenario, the Bonded Vehicular Bridge is located closer to visual sensitive receivers such as SkyCity Marriott Hotel and Passenger Clearance Building of HKBCF, hence, mitigation measures may be required to minimise the visual impact. · As bridge columns are required within the sea channel between HKIA and HKBCF, water quality and hydraulic impact on the sea channel is therefore anticipated due to the additional structures and construction activities within the sea channel. Though the sea channel is not known for having significant marine ecological resources due to its proximity to the SkyPier, suitable mitigation measures are required to reduce the impact to an acceptable level.

2.7.2 The “Without Project” scenario falls short of HKIA’s seamless and hassle-free transfer service standard which constitutes a key competitive advantage of HKIA. ATB/BTA passengers have to board and alight the bus at both HKBCF and T1/T2 and go through the CIQ process in HKSAR twice. Furthermore, the journey distance and time are the longest, about an hour, in comparing with other options.

2.7.3 Of the three options as reviewed in Section 2.6, Option 1 is not selected due to its failure to meet the legal and security requirements.

2.7.4 Option 2 provides seamless and hassle-free transfer services for ATB/BTA passengers by providing a bonded road connection between HKBCF Island and the ITT. However, the bonded road connection will cause comparatively more concerns in terms of “Engineering Considerations” and “Environmental Considerations” as described in Tables 2.2 and 2.3.

2.7.5 Option 3 provides seamless and hassle-free transfer services for ATB/BTA passengers by creating a bonded bridge connection between HKBCF Island and the ITT. The travel distance for passengers under this option is the shortest among all scenarios / options, hence bringing enhancement of passenger convenience, but also help reduce road traffic, energy consumption by vehicles and the associated environmental impacts. The Bonded Vehicular Bridge is located closer to visual sensitive receivers (e.g. SkyCity Mariott Hotel and Passenger Clearance Building of HKBCF) and the bridge columns are required within the sea channel between HKIA and HKBCF, mitigation measures may be required to minimise the visual, ecological, water quality and hydraulic impacts. However, Option 3 also has the most extensive pre-cast construction among all options, which helps minimise local environmental impact. This option will not hamper access to light, air and view from the surrounding developments due to the bridge’s remote location. Security fence may be required only along its at-grade portion on HKBCF but not the rest of the Bonded Vehicular Bridge. As such, the visual impact to the surroundings can be minimised.

2.7.6 Taking into account the need to maximise passenger convenience, engineering considerations and environmental benefits, Option 3 is selected.

2.8 Consequences of Not Proceeding with the Project

2.8.1 Without the Project, the synergy between HKIA and HZMB to capture the fast growing international travel demand to/from the PRD West and Macau will be lost. The Project is the most direct and cost-effiective means to provide seamless and hassle-free bonded vehicular services to connect the BTA and ATB passengers directly to/from the HKIA airside. Without which, Hong Kong’s status as an international intermodal aviation hub will be diminished.

2.8.2 To the passengers of HKIA, the direct impact of the Project not proceeding ahead will be the deprivation of the most convenient inter-modal transfer option to/from PRD West and Macau.

2.9 Construction Methods and Engineering Requirements

2.9.1 For the selected Option 3, the proposed Bonded Vehicular Bridge can be erected by cast in-place concrete construction method, prefabricated steel structure construction method or precast concrete construction method. Having considered the scale and site condition of the proposed bridge, it is a more effective and environmentally friendly approach to adopt precast concrete construction method.

2.9.2 Comparison of the merits and demerits between the cast in-place concrete construction method, prefabricated steel structure construction method and precast concrete construction method is shown in Table 2.4 below.

Construction Methods	Cast In-place Concrete	Prefabricated Steel Structure	Precast Concrete
Merits	· Conventional construction method and require relatively less special skilled when comparing with other construction methods considered. · Durable and less maintenance cost.	· Conduct prefabrication works in fabrication yard away from the site. · Better control of quality and workmanship for works in fabrication yard. · Fabricate the whole bridge deck structure by steel plates / members and no formworks. · More efficient construction works as the deck structure can be fabricated off-site concurrently with the substructure works (i.e. allow time overlap of construction activities). · Shorten construction time relatively, bridge deck construction can be non-linear (multiple work fronts), with minimising on-site potential environmental impacts. · Requires less temporary steel platforms, relatively, for construction of light weight steel structure, thus resulting in smaller area of temporary habitat loss.	· Conduct precasting works in fabrication yard away from the site. · Better control of quality and workmanship for works in fabrication yard. · Use steel mould as formworks to maximise the reuse of formwork, which is more environmental-friendly. · More efficient construction works as the deck segments can be casted off-site concurrently with substructure works (i.e. allow time overlap of construction activities). · Shorten construction time, bridge deck construction can be non-linear (multiple work fronts), with minimising on-site potential environmental impacts. · Durable and less maintenance cost. · Relatively requires less temporary steel platform for construction of precast structure, thus resulting in smaller area of temporary habitat loss.
Demerits	· Prepare concrete mix at a central batching plant, where controls of the materials should be monitored much carefully. · For transporting concrete to the site, proper mixing in truck, discharging from the truck and depositing in the forms, and handling for placement, finishing and curing are all subject to the level of responsibility and craft exercised by the workers involved. · Site conditions in terms of accessibility and weather can be highly critical to the work, requirement of extreme measures in some situations to control all stages in the production process. Possibility of site run-off might be higher under bad weather conditions. · Use timber formwork, which is less environmental-friendly. · Longer construction time – carry out bridge deck construction only (1) after substructure works is completed and (2) after completion of previous span for cast in-place span by span. · Require substantial temporary steel platform / falsework for construction of the marine bridge deck section.	· Subject to high risk of steel corrosion, while the application of anti-corrosion paint might lead to the deterioration of water quality. · High maintenance cost. · Less durable. · Require another trade of skilled workers and additional construction equipment for erecting steelwork structures.	· Require another trade of skilled workers and additional construction equipment for erecting precast segments.

2.9.3 Based on the considerations above, precast concrete construction method is considered to be the preferred construction method.

2.9.4 The bridge deck section will be designed to allow for the use of precast concrete construction method. The deck will be formed from precast concrete sections which will be manufactured at a casting yard offsite and joined together at their final positions on-site. This approach will minimise the extent and duration of construction activities required on-site and hence the potential environmental impacts on nearby sensitive receivers during construction.

2.9.5 Construction of the viaducts will generally involve the use of in-situ bored piles foundations founded on bedrock or seabed. All piling equipment would be set up on a barge after the installation of silt curtain, then the pile construction would be through the placing of steel pile casing at the pier site in which the seawater will be trapped. A funnel would be placed at the top of pile casing during excavation. This construction method of creating a confined environment for excavation could minimise the release of contaminant into the water column and thus reduce the risk of disturbance to the seabed and the adjacent marine environment. Mechanical Grab and Reverse Circulation Drill will be used for excavation of soil and rock socket respectively and then installing steel reinforcement fixing with permanent casing for concreting. No open sea dredging of seabed will be involved for the Bonded Vehicular Bridge construction. The marine viaduct pile cap above high-tide level will be installed through construction of a cofferdam, which consists of using permanent precast panel. The seawater trapped inside the cofferdam will be pumped out to generate a dry working environment throughout the construction process. The bridge piers will be then constructed by traditional means. A maximum of 4 marine vessels (including flat barges and tug boats) per day would be required during the construction period, these marine vessels would maneurver around 4 times per day for material transport and construction means.

2.10 Works Programme

2.10.1 The construction works of the Project will tentatively commence in 2020 for completion in 2022.

2.11 Concurrent Projects

2.11.1 The EIA has assessed the potential cumulative impacts of the Project and associated works that may arise through interaction or in combination with other existing, committed and planned developments in the vicinity of the Project and associated works.

2.11.2 The EIA Study Brief (No. ESB–302/2017) identified several major projects, in the vicinity of the assessment area, as having the potential to run concurrently with the proposed Project and hence giving rise to potential cumulative impacts on the environment. The key facts of these identified planned/committed projects are summarised in Table 2.5. Most of the projects will be completed before the commencement of the construction programme for the Project (i.e. are not concurrent projects), and due to their nature, potential cumulative impacts involving the Project are not anticipated. The locations of the projects from which potential cumulative impact may arise are listed in Figure 2.6. Cumulative impacts from the concurrent projects have been assessed in the individual sections of this EIA Report.

Table 2.5 Summary of the other Projects in the Vicinity of the Project Site

Project	Project Proponent	Construction Programme		Potential Cumulative Impact
Project	Project Proponent	Start	Complete	Construction	Operation
Expansion of Hong Kong International Airport into a Three-Runway System (3RS)	Airport Authority Hong Kong	August 2016	2024^[1]	ü	ü
Tung Chung New Town Extension and its Associated Infrastructures	Civil Engineering and Development Department	Mid 2017	End 2030^[2]	ü	ü
Tuen Mun – Chek Lap Kok Link (TMCLKL)	Highways Department	Nov 2011	2020^[3]	-	ü
Hong Kong - Zhuhai - Macao Bridge Hong Kong Boundary Crossing Facilities (HKZMB HKBCF)	Highways Department	Nov 2011	End 2017^[4]	-	ü
Planning, Engineering and Architectural Study for Topside Development at HKBCF Island of the HZMB – Feasibility Study	Civil Engineering and Development Department & Planning Department	Study is under feasibility study stage and yet to be concluded. The construction programme is yet to be confirmed.		N/A	N/A
Hong Kong - Zhuhai - Macao Bridge Hong Kong Link Road (HKZMB HKLR) – Feasibility Study	Highways Department	May 2012	End 2017^[5]	-	ü
North Commercial District	Airport Authority Hong Kong	2017	2022^[6]	ü	ü
Intermodal Transfer Terminal	Airport Authority Hong Kong	2018^[6]	2021^[6]	ü	ü

Note:

“ü”= may have potential cumulative impact;

“-“ = potential cumulative impact is not anticipated;

“N/A” = information not available

[1] Source: Hong Kong International Airport Media Center Press Release

[2] Source: Approved Tung Chung New Town Extension EIA Report (Register No.: AEIAR-196/2016)

[3] Source: Highway Department’s website at https://www.hyd.gov.hk/en/road_and_railway/hzmb_projects/tmclkl/index.html

[4] Source: Highway Department’s HZMB website at http://hzmb.hk/eng/index.html

[5] Source: Highway Department’s HZMB website at http://hzmb.hk/eng/index.html

[6] Source: Information provided by AAHK

2.12 Public Concern

2.12.1 The project profile was submitted to the Environmental Protection Department (EPD) on 30 August 2017, and was exhibited for public consultation between 31 August 2017 to 29 September 2017. 6 written comments were received by EPD, mainly focused on the need for the Project and requests for studying the potential impacts from different scenarios / options. This EIA study has provided the justification on the need of the Project in Section 2.4, and the potential impacts from different scenarios / options have also been addressed in Section 2.6.