2.0 PROJECT DESCRIPTION

2.1 Project Objectives

The remaining unimproved sections of Kam Tin Road and Lam Kam Road are Kam Tin Road section between Tung Wui Road and Lam Kam Road; and Lam Kam Road section between Kam Tin Road and Kadoorie Farm. These remaining sections are single two-lane carriageway with substandard width. Road safety problems are compounded by overtaken vehicular traffic, sharp bends, hidden accesses, sub-standard gradients, inadequate lateral clearance, frequent usage of heavy vehicles, insufficient pedestrian crossing facilities and insufficient bus laybys.

The Project is to upgrade the remaining sections of Kam Tin Road and Lam Kam Road to a standard single two-lane carriageway, with the associated improvement of pedestrian facilities and provision of public transport laybys.

2.2 Project Location and Site History

The Project is located at Kam Tin Road section between Tung Wui Road and Lam Kam Road; and Lam Kam Road section between Kam Tin Road and Kadoorie Farm. Figure 1.1 shows the location of the Project.

Kam Tin Road was constructed in 1964 and the surrounding areas were mainly occupied by farmland and village housing. Lam Kam Road was constructed in 1952 and mainly surrounded by undeveloped land. Based on review of historical aerial photographs, there was no apparent change in the road alignment noted in the period from 1991 to 1995. Village houses, clinic, open storage areas, parks and barracks were developed around the Project Boundary from 1991 to 2004. Since then, there was no further change in road alignment / layout within the Project Boundary by 2018.

2.3 Need of Project

The need to upgrade the remaining sections of Kam Tin Road and Lam Kam Road was recognized in the Project Definition Statement (PDS) issued by the Environment, Transport and Works Bureau (ETWB) in January 2007. According to the traffic survey under the traffic impact assessment (TIA) conducted by Civil Engineering and Development Department (CEDD) in November 2015 under Agreement No. CE 34/2014 (CE) “Site Formation and Infrastructure Works for the Initial Sites at Kam Tin South, Yuen Long – Investigation, Design and Construction”, TD determined that there was a need to upgrade the road section of Kam Tin Road between Tung Wui Road and Fan Kam Road to a 10.3m wide carriageway and the road section of Kam Tin Road (between Fan Kam Road and Lam Kam Road) and Lam Kam Road to a standard single two-lane carriageway of at least 7.3m wide to cater for the future development. The entire alignment under this Project is currently a single two-lane carriageway with sub-standard width. Road safety problems are compounded by overtaken vehicular traffic, sharp bends, hidden accesses, sub-standard gradients, inadequate lateral clearance, frequent usage of heavy vehicles, insufficient pedestrian crossing facilities and lack of bus laybys.

Scenarios with and without the Project is compared according to their benefits and disbenefits, as shown in Table 2.1.

Table 2.1 Comparison between scenarios with and without the Project

	Scenario with Project	Scenario without Project
Social Benefit	l The traffic from future development can be catered l Associated improvement of pedestrian facilities, public transport laybys, slope and drainage works, traffic aids and street lighting modification and landscaping works l Improved road safety in Operation Phase due to carriageway and footpath improvement works	l Daily life of residents is not affected during construction phase
Social Disbenefit	l Daily life of residents is affected during construction phase	l Kam Tin Road and Lam Kam Road will not be able to cater for the number of vehicles after the development of Kam Tin South in 2031
Environmental Benefit	l Increased noise protection due to direct noise mitigation measures such as noise barriers based on the findings from noise impact assessment. Existing traffic noise impact on the nearby sensitive receivers along Kam Tin Road and Lam Kam Road can be alleviated as much as practicable l Better visual impact in operation phase due to renewal of the existing road surface and associated auxiliary facilities along Kam Tin Road and Lam Kam Road, and aesthetic noise barrier l New trees and plants will be planted along roadside	l No tree felling in construction phase l No air quality, noise impact to nearby residents and natural habitat during construction phase l No landscape impact during construction phase
Environmental Disbenefit	l Dust and noise will be generated during construction phase l Impact or disturbance to natural habitat and wildlife during construction phase l Tree felling during construction phase l Landscape impact during construction phase	l Existing traffic noise problem is not resolved

From Table 2.1, it is shown that for scenario without the Project, the only benefit is no construction environmental impacts to the nearby sensitive receivers along Kam Tin Road and Lam Kam Road. On the other hand, for scenario with the Project, it will involve renewal of road surface, construction of associated auxiliary facilities, and provision of noise mitigation measures such as noise barriers based on the findings from noise impact assessment. The environmental benefits of the Project include better visual view with the carriageway improvement works and aesthetic noise barrier, and more mitigation for existing traffic noise impact during operation phase of the Project. Despite the upgrading works would be generating dust and noise impacts and causing impacts or disturbance on nearby natural habitat and wildlife during construction phase, most of the environmental demerits are considered as short-term and can be minimised with proper on-site mitigation measures, while the benefits of the Project are permanent, it is expected that the upgrading works can improve the nearby environment.

2.4 Project Scope and Design

The total length of the remaining sections of Kam Tin Road and Lam Kam Road to be upgraded under this Project is approximately 5.3 km. The scope of the Project includes the following:

(a) Upgrading of the remaining unimproved sections of Kam Tin Road (between Fan Kam Road and Lam Kam Road) and Lam Kam Road from a substandard single two-lane carriageway to a standard carriageway of at least 7.3m wide;

(b) Upgrading of the road section of Kam Tin Road (between Tung Wui Road and Fan Kam Road) to a 10.3m wide carriageway;

(c) Provision of 2m wide footpaths on both sides (if site conditions do not allow, 2m wide footpath on one side will be acceptable) and associated improvement of pedestrian facilities, public transport laybys and right-turning lanes at major junctions at Kam Tin Road & Kam Tai Road and Kam Tin Road & Wang Toi Shan Shan Tsuen Road; and

(d) Associated slope and drainage works, traffic aids and street lighting modification, landscaping works, etc. under the Project.

The Project comprises the following works:

(a) Site Clearance & Utility Diversion;

(b) Road Upgrading Works (Backfill and reinstatement works);

(d) Excavation and Lateral Support (ELS) Works (Sheet piling and excavation works);

(e) Foundation and Substructure Works (Rebar fixing and concreting works);

(f) Geotechnical Works (Soil nail works); and

(g) Construction of Superstructure Works (Noise mitigation works), if necessary.

2.5 Encroachment of the Conservation Areas and Works adjacent to the Existing Watercourses

The Project is a Designated Project (DP) since part of the proposed upgrading works encroaches upon the Conservation Area (CA) zoning as defined on relevant Outline Zoning Plans of Shek Kong (Plan no.: S/YL-SK/9) and Pat Heung (Plan no.: S/YL-PH/11). There are four encroachment areas which are shown in Figure 2.1, and described below:

CA at north of section between Chainage CHB 28+70 and CHB 30+10 of Kam Tin Road (Figure 2.4j)

· The proposed works within CA are geotechnical works such as soil nailing to upgrade the existing slope after cut-back and reconstruction of existing footpath. The concerned works are not arising from the change of road alignment. The proposed works are to upgrade the existing road side slope which is assessed to be below the current safety standards. The shotcreted slope with vegetation on top would be cut-back slightly to resume the least area for the proposed footpath and would not affect the graves above the concerned slope. The footpath reconstruction is required from maintenance viewpoint.

CA at south of section between Chainage CHB 44+30 to CHB 44+80 of Lam Kam Road (Figure 2.4o)

· The proposed works within CA are widening of existing carriageway, and reconstruction of existing footpath and carriageway. The works area encroached into the CA zone are currently paved footpath with carriageway and mixed woodland edge as inspected on site.

CA at south of section between Chainage CHB 49+00 to CHB 52+30 of Lam Kam Road (Figure 2.4p and 2.4q)

· The area within CA zone is a shortcreted slope with trees.

· For road section between chainage CHB 49+00 CHB 50+40, the existing slopes would be cut back for widening of carriageway and construction of footpath. The proposed works within CA zone are construction of footpath, extension of box culvert at chainage CHB 49+20 (south), construction of a retaining wall and geotechnical works such as soil nailing to upgrade the existing road side slopes which are assessed to be below the current safety standards.

· For road section between chainage CHB 50+40 CHB 51+20, the existing slope would be cut back for the widening of carriageway and construction of footpath. The proposed works within CA zone are construction of a retaining wall and geotechnical works such as soil nailing to upgrade the existing road side slopes which are assessed to be below the current safety standards.

· For road section between chainage CHB 51+20 CHB 52+30, the existing slope shall be cut back for the widening of carriageway and reconstruction of footpath. The proposed works within CA zone are construction of a retaining wall and geotechnical works such as soil nailing to upgrade the existing road side slopes which are assessed to be below the current safety standards.

· To summarize the above, the proposed works within CA are widening and reconstruction of carriageway and footpath, extension of box culvert, soil nailing of existing slopes and construction of earth retaining wall. The concerned works are not arising from change of road alignment. The proposed soil nailing is to upgrade the existing road side slopes which are assessed to be below the current safety standards. The proposed retaining wall is a safety measure to protect road users against the identified potential natural terrain hazards.

CA at north of section between Chainage CHB 50+20 to CHB 52+40 of Lam Kam Road (Figure 2.4 p and 2.4q)

· The area within CA zone is an existing slope covered with herbaceous plants and a few trees and shrubs.

· For road section between CHB 50+20 to CHB 51+30, the existing topography is downhill profile, the existing slope will be filled and the fill slope with geotechnical works such as soil nailing is proposed to resume the additional area for the widening of carriageway and reconstruction of footpath and meet the current safety standards of slope.

· For road section between CHB 51+30 to CHB 52+25, the existing slope would be cut back for the widening of carriageway and construction footpath. The construction of retaining wall is proposed for the reconstruction of footpath and protects road users against the identified potential natural terrain hazards.

· In conclusion, the proposed works within CA are widening of existing footpath and carriageway, soil nailing of existing slope, and filling of slope. The proposed soil nailing are to upgrade the existing slopes, which are assessed to be below current safety standards.

There are nine road sections which are adjacent to or even across the existing watercourses, the locations are shown in Figure 2.4 and 7.1 and described below:

Watercourse (channelized) at the western end of the project site along Tung Wui Road (Figure 2.4a)

· No works are proposed to construct inside or in the proximity of the watercourse.

Watercourse (channelized) adjacent to north of section at Chainage CHA 6+40 of Kam Tin Road (Figure 2.4c)

Watercourse (meander) adjacent to north of section between Chainage CHA 8+00 to CHA 9+10 of Kam Tin Road (Figure 2.4d)

· The proposed works adjacent to meander are widening of existing carriageway, rehabilitation of gabion wall, and reconstruction of existing footpath and carriageway. As inspected on site, Shek Kong Barrack is situated on the south of section of Kam Tin Road whereas the existing gabion wall is located on the north of section of Kam Tin Road. For achieving the widening works, it is inevitable to shift the boundary of the gabion walls and the existing slope toe at north towards the meander side. During the particular seasons of construction stage, cofferdam with silt curtain would be erected to separate the proposed works area (within the existing slope area) from the existing meander. The existing gabion wall would then be removed and will be rehabilitated after the completion of road widening and reconstruction of footpath and carriageway. There will be no encroachment into the existing river bed of the meander.

Watercourse (channelized) adjacent to north of section between Chainage CHA 14+30 to 14+40 of Kam Tin Road (Figure 2.4e)

· The proposed works near to the channelized watercourse are widening of existing carriageway, and reconstruction of existing footpath and carriageway. The existing watercourse was channelized under the project of The Hong Kong section of the Guangzhou-Shenzhen-Hong Kong Express Rail Link (XRL) for the construction of Shek Kong Stabling Sidings. The proposed road widening works including reconstruction of footpath and carriageway would be far from the channelized watercourse and would not encroach into the existing watercourse.

Watercourse (semi-natural) across road section between Chainage CHB 33+70 (north) and CHB 33+90 (south) of Kam Tin Road (Figure 2.4k)

· The proposed works across the semi-natural watercourse are upgrading of existing carriageway, and reconstruction of existing footpath and carriageway. The existing Kam Tin Road will be upgraded to a standard carriageway with minor increase of road width. The existing paved areas are sufficient for road upgrading as inspected on site. No encroachment into the existing watercourse shall be expected.

Watercourse (channelized) across road section between Chainage CHB 36+20 (north) to CHB 35+90 (south) of Kam Tin Road (Figure 2.4l)

· The proposed works across the channelized watercourse are upgrading of existing carriageway, and reconstruction of existing footpath and carriageway. The proposed works and site condition are similar to the road section between Chainage CHB 33+70 (north) and CHB 33+90 (south) of Kam Tin Road. The existing paved areas are sufficient for road upgrading as inspected on site. No encroachment into the existing watercourse shall be involved.

Watercourse (semi-natural) across road section between Chainage CHB 41+10 (north) to CHB 41+40 (south) of Lam Kam Road (Figure 2.4n)

· The proposed works encroaching into the semi-natural watercourse are upgrading of existing carriageway, extension of existing box culvert, and reconstruction of existing footpath and carriageway. Due to the upgrading and realignment of Lam Kam Road, the existing box culvert would be required to be extended along the existing watercourse at north under the realigned Lam Kam Road. Cofferdam with silt curtain would be adopted for the construction of box culvert to avoid the existing watercourse from contamination during the construction stage. Construction of the box culvert would also be carried out by traditional method such as precast units to minimize the impacts to the watercourse. The extension works would be carried out during dry seasons in order to minimize the drainage and ecological impacts to the existing watercourse. The adopted construction methods would depend on the site constraints such as topography and geology during the construction stage. During the construction stage, the Contractor would be required to provide measures such as sediment tanks and septic tanks and obtain a discharge licence from relevant authorities to ensure the surface runoff and sewage from construction activities do not cause adverse impact to the water bodies.

Watercourse (semi-natural) at road section between Chainage CHB 48+80 (north) to CHB 49+20 (south) of Lam Kam Road (Figure 2.4p)

· The proposed works encroaching into the semi-natural watercourse are upgrading of existing carriageway, extension of existing box culvert, and reconstruction of existing footpath and carriageway. Due to the upgrading and realignment of Lam Kam Road, geotechnical works such as soil nailing and construction of retaining wall are proposed to upgrade two existing slopes at two sides of the road, which are assessed to be below current safety standards. The existing box culvert is thereof extended under the realigned Lam Kam Road and existing slopes, the cofferdam with silt curtain would be one of the feasible schemes for the construction of box culvert to prevent the existing watercourse from contamination during the construction stage. Construction of the box culvert would also be carried out by traditional method such as precast units to minimize the impacts to the watercourse. The extension works would be carried out during dry seasons in order to minimize the drainage and ecological impacts to the existing watercourse. The adopted construction methods would depend on the site constraints such as topography and geology during the construction stage. During the construction stage, the Contractor would be required to provide measures such as sediment tanks and septic tanks and obtain a discharge licence from relevant authorities to ensure the surface runoff and sewage from construction activities do not cause adverse impact to the water bodies.

Watercourse (semi-natural) across road section at Chainage CHB 53+20 (north) of Lam Kam Road (Figure 2.4q)

· No works are proposed to construct at the semi-natural watercourse which is outside the Project Boundary but within the assessment area.

2.6 Consideration of Alternative Options

Alternative options have been considered in terms of the following aspects:

· Alignment;

· Design;

· Construction method; and

· Construction sequence.

For alignment and design alternatives, the proposed work is aimed to upgrade the existing sub-standard road to a standard road. The road sections of Kam Tin Road and Lam Kam Road to be upgraded are rural roads which are serving many existing roadside developments. To minimize the impacts to the existing roadside developments, the proposed road alignment thus follows closely with the existing alignment. The proposed alignment is designed according to the principle of minimizing land resumption and environmental impacts. Constructing a new road and/or off-line realigning road will not be one of optimum and feasible options, especially constructing a new road, which would incur additional land resumption and bring undesirable impacts to the environment during and after the new road construction. Thus, it is considered that such alternative alignment and design for the road sections of Kam Tin Road and Lam Kam Road should not be pursued.

For construction methods and sequence of construction works alternatives, the existing Kam Tin Road and Lam Kam Road are the main roads to Yuen Long, Fanling and Tai Po for the residents in Kam Tin. In order to minimize the traffic impact during implementation of Temporary Traffic Arrangement (TTA), the upgrading of at-grade road sections is a straight forward construction process that will not involve complicated construction sequences. Typical work fronts of maximum 50m in length would be implemented at minimum 600m separation simultaneously along Kam Tin Road and Lam Kam Road in stages, i.e. lane by lane. Conventional construction method of open-cut excavation should be adopted on the upgrading works of existing rural roads in Kam Tin area.

In view of the existing heavy traffic and potential traffic congestion during peak hours, using this construction method, although involves a longer construction period, less complicated scheme of traffic diversion and less disturbance to the existing roadside developments would be expected. In addition, the number of trees to be affected and temporary land resumption required facilitating the temporary traffic diversion could be minimized using this construction method. In conclusion, the above proposed construction method and sequence of works are considered to be the most cost effective causing least adverse impact to the traffic and public.

In addition, the following measures have also been taken to minimise the environmental impacts.

Road section between Chainage CHB 43+90 and CHB 49+30 of Lam Kam Road

· Option A is to widen the carriageway northwards to minimize encroachment of two CA zones while Option B is to widen southwards. The sections forming the two alternative options are reviewed and made a detailed comparison, Option A is adopted as the preferred option. A brief summary of the assessment findings is described below:

i. The preferred option reduced the encroachment of CA zones, resulting in only slight encroachment of the two CA zones at south of section from CHB 44+30 to CHB 44+80 and CHB 49+00 to CHB 49+30 of Lam Kam Road. However, the concerned CA zones are at the woodland edge and partly shotcreted respectively, and hence the potential impact to habitat loss/vegetation clearance is considered to be low. Detailed ecological impact assessment is in Section 7 of EIA study report.

ii. Apart from less CA encroachment, another advantage of the preferred option is the need to resume relatively small area of private land.

Road section between Chainage CHB 48+00 and CHB 48+80 of South of Lam Kam Road (Figure 9.11p)

· The southern footway is proposed to be cut back in order to preserve the existing road side trees thereat.

Road section between Chainage CHB 49+10 and CHB 50+20 of Lam Kam Road

· The preferred option upgrades the carriageway and the footway, but the carriageway shall not follow the existing alignment and shift northwards. Such arrangement is to minimize the extent of CA encroachment at south of section between CHB 49+10 and CHB 50+20 of Lam Kam Road. Besides, considering that extensive geotechnical works will be required for providing the concerned southern footway, such arrangement can reduce waste, noise, air quality, landscape and visual impacts.

The sections of Kam Tin Road and Lam Kam Road to be upgraded are rural roads serving many road side residence and developments. Hence, the proposed road alignment follows closely with the existing alignment as far as practical. In addition, the proposed road alignment is designed based on the principle of minimising land resumption and environmental impacts. Two options have been proposed for the upgrading works. The layouts of Option A and Option B are attached in Figure 2.2 respectively. Below Table 2.2 summarises the comparison of Option A and Option B based on their environmental benefits and dis-benefits:

Table 2.2 – Comparison of Option A and Option B

Option A (Selected)

Option B

Environmental Benefit

l Less encroachment on CA zone

l Avoid affecting the existing slopes

l Comparatively further away from air and noise sensitive receivers

Environmental Disbenefit

l Closer to air and noise sensitive receivers

l Slight encroachment on CA

l Require larger land resumption

Among the two options proposed, Option A is selected as it will cause less impact on local community, and involve in smaller scale construction works, which leads to smaller environmental impact during construction phase. Although Option A will slightly encroach on CA, the concerned area is a paved footway with isolated trees, and hence the potential impact to habitat loss/vegetation clearance is considered to be low.

2.7 Construction Method and Sequence

The proposed land use of this Project is rural road. The land taken by the Project, including that for associated access arrangements and auxiliary facilities, is shown in Figure 2.4.

The upgrading works are to be carried out by conventional method of open-cut excavation to minimize impact and ensure road safety to the existing traffic as concerned by the relevant authorities. The construction sequence is to shift in stages with two-way traffic maintained throughout the construction period. The construction method and sequence to be adopted for the Project are based on engineering, site constraints and environmental considerations. Details of the construction methods are presented in below Table 2.3.

Table 2.3 Construction Methods of the Proposed Upgrading Works

Construction Activities	Construction Methodology
1. Site Clearance & Utility Diversion	The proposed site clearance and utilities works include temporary road, drainage systems and utility diversion to be carried out in advance of road upgrading works.
2. Road Upgrading Works (Backfill and reinstatement works)	Road works will be carried out section by section and the length of each active section of the construction site is maximum 50m; and based on preliminary design arrangement by the Project Engineer (the Consultant appointed by Highways Department to carry out the design of the Project), the minimum separation of each active section of the construction site is 600m. The works involve earthworks, utilities laying, backfilling, laying of sub-base materials and reinstatement of bituminous or concrete pavement with low-noise road surfacing as applicable.
3. Street Furniture & Soft Landscape Works	Street furniture and landscape works at roadside and slopes will be provided after road upgrading works. These will mainly involve planting and pedestrian crossing facilities.
4. ELS Works (Sheet piling and excavation works)	The excavation and lateral support (ELS) is to be carried out by layers. Part of the inert Construction & Demolition material would be reused within the Project as far as practicable. Conventional earthwork cut and fill machineries will be used for the proposed fill slopes.
5. Foundation and Substructure Works (Rebar fixing and concreting works)	The retaining wall and substructures of the noise barrier will be in form of reinforced concrete (RC) stem walls and base slabs founded on grade. Traditional method such as precast unit would be adopted for the extension of box culvert. Cofferdam with silt curtain would be erected to limit the works footprint and avoid the existing watercourse from contamination during the construction stage. The construction will have to be carried out during dry seasons with less disturbance to the watercourses. Temporary drainage arrangement will also be developed during the construction stage to avoid impact to the watercourse.
6. Geotechnical Works (Soil nail works)	Near the hillside, considerably large scale soil nail is required to meet the current safety standard.
7. Construction of Superstructure Works (Noise mitigation works)	Regarding the superstructure, given the long total length of noise barriers and limited working space, prefabricated frames and panels will be usually adopted and erected on site with appropriate temporary traffic arrangement. The superstructure will be in form of typical steel structures.

2.8 Construction Programme

The Project construction works are anticipated to commence in 2021 for completion by 2025. Each active construction activity location shall be at one lane of the road alignment at any one time since long road closure on one lane for single carriageway is not allowed under TTA. Road works will be carried out section by section and the length of each work front of the construction site is maximum 50m; and based on preliminary design arrangement by the Project Engineer, the minimum separation of each work front of the construction site is 600m. Construction sequence at each section of the Project road is shown in Figure 2.5. Tentative construction works programme is given in Appendix 2.3.

2.9 Summary of Environmental Designs Recommended and Environmentally Friendly Options Considered

Avoidance of environmental impacts has been one of the key considerations throughout the entire project development and design. For those impacts that could not be avoided, due consideration has been given to minimise those impacts as much as practicable.

A summary of these approaches for minimising the environmental impacts is given below:

l Minimisation of impacts to Conservation Area;

l Preservation of habitats with ecological value;

l Avoidance of impacts to sensitive receivers along Kam Tin Road and Lam Kam Road;

l Avoidance of impacts to natural watercourses; and

l Provide compensation planting for mitigating landscape and visual impact.

Details of environmental designs can be referred to Chapter 11 of this Report.

2.10 Collating and Addressing Public Views

Comments Received During the EIA Process

During the course of the EIA study, comments obtained from consultations with the public had been duly revisited and were incorporated in the design and construction of the Project where appropriate. The following table summarises all these comments and how the Project Proponent has addressed them suitably.

Table 2.4 Summary of key comments and approaches adopted to address comments

collated

Issue	Comments	Responses & Approaches Adopted
Water Quality	The layout/footprint of the development should avoid watercourses and there should be buffer zones along these watercourses to prevent the encroachment of the development. Under the TM-EIAO, avoidance is considered to be the best solution to reduce impacts caused by a development. We (the public) hope that the HyD, as the proponent of this Project, can play a leading role to demonstrate this to the public. We (the public) would also like to remind you (HyD) that these watercourses eventually drain into the Deep Bay Area and there is a “Zero Discharge Policy” in the area.	For any construction works in close proximity of nearby water bodies, the practices outlined in ETWB TC (Works) No. 5/2005 “Protection of natural streams/rivers from adverse impacts arising from construction works” will also be adopted where applicable to minimize the water quality impacts upon any natural streams or surface water systems. Details can be referred to Chapter 5 of this Report.
	While the Project proponent mandates the Contractors to set up “vehicle wheel and body washing facilities at site exits” which will generate murky and probably toxic wastewater, no corresponding clauses are provided to incorporate in the contract to prohibit the Contractors to discharge such wastewater to water channels.	For wheel washing water, wheel-wash overflow will be directed to silt removal facilities before being discharged to the storm drain. The site boundary between the wheel washing facility and the public road should be placed with sand bunds to prevent wheel-wash overflow from entering public road drains. Details can be referred to Chapter 5 of this Report.
	More concrete measures and surveillance plans should be proposed to prevent construction site runoff, debris, refuse, liquid spillage and sewage effluent from discharging into river channel directly, through stormwater drains or surface runoff.	For rubbish and litter, good site practices will be adopted to remove rubbish and litter from construction sites so as to prevent them from spreading from the site area. Surface run-off from construction sites will be discharged into storm drains via sand/silt removal facilities such as sedimentation basin/tank. Earth bunds or sand bag barriers with tarpaulin sheet should be provided on site boundaries to intercept surface run-off from outside the site. Details can be referred to Chapter 5 of this Report.
Waste	More concrete measures and surveillance plans should be proposed to prevent construction and demolition waste and other wastes generated from the Project from dumping improperly.	In order to monitor, document and verify the disposal of C&D materials at landfills and public fill reception facilities, as appropriate, and to control fly tipping, a trip-ticket system in accordance with DEVB TC(W) No. 6/2010 Trip Ticket System for Disposal of Construction and Demolition Materials should be implemented. Details can be referred to Chapter 6 of this Report.
Ecology	There are watercourses that may be affected by the proposed works. These watercourses may provide habitats for the globally endangered Platysternon megacephalum (Big-Head Turtle)	9-month ecological survey (September 2018 to May 2019) has been conducted covering both wet and dry seasons. No Platysternon megacephalum had been recorded in both the area within Project Boundary and Assessment Area. Some works including rehabilitation of gabion wall, and extension of existing box culvert will be conducted near semi-natural watercourses within the Project Boundary. The direct impact due to habitat loss for the semi-natural watercourse is considered minor. Construction works at and close to the water body should be carried out in dry season as far as practicable; the works inside or in the proximity of watercourse should be temporarily isolated by placing of cofferdam with silt curtains to prevent adverse ecological and water quality impacts. Details can be referred to Chapter 7 of this Report.
Ecology	Although mitigation measures proposed will make reference to the ecological survey results, neither the survey results nor the mitigation measures are disclosed in this Project Profile. The survey period has also not been mentioned.	9-month ecological survey (September 2018 to May 2019) has been conducted covering both wet and dry seasons and mitigation measures have been proposed based on the survey findings. Details can be referred to Chapter 7 of this Report.
Landscape	Whether any trees will be affected by the Project and any tree survey has been conducted.	A tree survey was undertaken. After due considerations of the latest condition of the tree including both size, health, form, amenity value, as well as chance of survival after transplanting, 43 number of trees are considered to be suitable for transplanting and 756 number of trees would require felling for the implementation of the Project with proper mitigation measures. Details can be referred to Chapter 9 of this Report.

Comments Received from Traffic & Transportation Committee and Rural Committee

Meetings presenting the Project were held with the Rural Committee (RC) of Kam Tin and Pat Heung on 18, 24 April and 7 May 2019 respectively. The Project was also presented during the meetings held with Traffic & Transportation Committee (T&TC) of Yuen Long District Council and Tai Po District Council on 11 and 12 July 2019 respectively. The RC and T&TC members supported the Project.

Views from both T&TC and RC were taken to culminate into the current proposed design of the Project. The Project is thus recommended as it is considered best meeting the aspirations of the residents and road users in Kam Tin and Pat Heung while maintaining technical feasibility with incorporation of environmental considerations.

2.11 Concurrent Projects

The other existing, committed and planned projects which are in interaction or in interface with the Project are considered as having potential cumulative environmental impact with the Project that may have a bearing on the environmental acceptability of the Project. There will be four concurrent projects identified in the vicinity (within 500m from the Project Boundary) of the Project.

As all the concurrent projects would be land-based and provided that proper mitigation measures would be proposed in environmental assessments and implemented in future construction and operation phases, only local-scale impacts arising from these projects are anticipated.

Table 2.5 and Figure 2.6 summarise the potential concurrent projects that would contribute to the cumulative environmental impacts during construction and/or operation phase.

Concurrent Projects	Project Proponent	Designated Project	Construction Programme	Potential Cumulative Impacts
Concurrent Projects	Project Proponent	Designated Project	Construction Programme	Construction Phase	Operation Phase
Development of Organic Resources Recovery Centre (ORRC) (Phase 3)	EPD	Yes	Tentatively scheduled to commence in 2023 and complete by 2026	Potential cumulative construction dust, construction noise, water quality, ecological and landscape impacts are anticipated. However, the cumulative impacts are not able to be taken into account in this study as no detail information, construction methods, activities and plant inventory can be provided from the concurrent project. Nevertheless, according to EIAO, an EIA study will be conducted under this concurrent project, and the cumulative impact will be assessed in the study.	Potential cumulative air quality and ecological impacts from road traffic and increased human activities are anticipated. Yet, due to the nature of existing usage of Kam Tin Road and Lam Kam Road, further road widening works of the Project would not cause significant impacts to the fauna during operation phase. However, the cumulative impacts are not able to be taken into account in this study as no detail information such as design and operation details can be provided from the concurrent project. Nevertheless, according to EIAO, an EIA study will be conducted under this concurrent project, and the cumulative impact will be assessed in the study.
Site Formation and Infrastructure Works for Developments at Kam Tin South, Yuen Long - Advance Works	CEDD	No	Commenced in 2018 and tentatively scheduled to complete by 2021	No cumulative impact as only a works area of minor road junction improvement works located within 500m from the project, but the distance is around 300m away from the project.	Potential cumulative ecological impacts from road traffic and increased human activities are anticipated. Yet, due to the nature of existing usage of Kam Tin Road and Lam Kam Road, further road widening works of the Project would not cause significant impacts to the ecology during operation phase.
Improvement to Fan Kam Road	HyD	No	The project is still under investigation stage and thus no construction programme is consolidated.	Potential cumulative construction dust, construction noise, water quality and ecological impacts are anticipated. However, the cumulative impacts are not able to be taken into account as no detail information such as design, construction and operation details can be provided from the concurrent project.	Potential cumulative ecological impacts from road traffic and increased human disturbance are anticipated. However, the cumulative impacts are not able to be taken into account as no detail information such as design, construction and operation details can be provided from the concurrent project.
Kam Tin – Pat Heung Sports Centre	LCSD	No	No Construction Programme available as LCSD has not engaged any parties to carry out the investigation for the project.	Potential cumulative construction dust, construction noise and water quality impacts are anticipated. However, the cumulative impacts are not able to be taken into account as no detail information such as design, construction and operation details can be provided from the concurrent project. Nevertheless, according to ETWB TCW No. 13/2003, a Preliminary Environmental Review (PER) will be conducted under this concurrent project, and the cumulative impact will be assessed in the study.	Potential cumulative water quality and ecological impacts from road traffic and increased human activities are anticipated. However, the cumulative water quality impacts are not able to be taken into account as no detail information such as design, construction and operation details can be provided from the concurrent project. Nevertheless, according to ETWB TCW No. 13/2003, a PER of this concurrent project will be conducted, and the cumulative impact will be assessed in the study. Yet, due to the nature of existing usage of Kam Tin Road and Lam Kam Road, further road widening works of the Project would not cause significant impacts to the ecology during operation phase.