TABLE OF CONTENTS

2 PROJECT DESCRIPTION. 2-1

2.1 Site Location and History. 2-1

2.2 Purpose and Objective of the Project 2-1

2.3 Consideration of Alternatives/Options. 2-3

2.4 Details of the Project 2-12

2.5 Concurrent Projects. 2-23

List of tables

Table 2.1 Considerations and Constraints for Alignment Option Selection. 2-5

Table 2.2 Comparison of Alignment Options. 2-6

Table 2.3 Comparison of TRB Scheme Options. 2-8

Table 2.4 Key Public Views and Corresponding Design Considerations. 2-15

Table 2.5 Key Recommended Mitigation Measures / Good Site Practices / Enhancement Measures and their Associated Benefits. 2-18

Table 2.6 List of Concurrent Projects and Potential Cumulative Impacts. 2-24

LIST OF FIGURES

Figure No.	Title
C1502/C/TME/ACM/M50/101	Proposed TME Alignment
C1502/C/TME/ACM/M50/102	Proposed Works Areas and Works Sites (Sheet 1 of 2)
C1502/C/TME/ACM/M50/103	Proposed Works Areas and Works Sites (Sheet 2 of 2)
C1502/C/TME/ACM/M50/104	Alignment Options
C1502/C/TME/ACM/M50/105	Locations of Concurrent Projects

LIST OF Appendices

Appendix 2.1	Vertical Profile of the Alignment
Appendix 2.2	Construction Sequence of Viaduct Section between TUM and A16
Appendix 2.3	Construction Programme

2 PROJECT DESCRIPTION

2.1 Site Location and History

2.1.1 Tuen Mun South area, where the Project will be located, sits mainly on reclaimed land formed since 1982. The Project is a 2.4-km railway extension that will form part of TML through extending the existing viaduct structure from the TUM overrun to a new elevated terminus, TMS Station, along Wu King Road near Tuen Mun Ferry Pier, with an intermediate station at Tuen Mun Area 16 (Figure No. C1502/C/TME/ACM/M50/101 refers).

2.1.2 A16 Station in Tuen Mun Area 16 is located approximately equidistant from TUM and TMS Stations. Area 16 is situated between Hoi Wong Road and Wong Chu Road and is currently occupied by Tuen Mun Swimming Pool (TMSP), Hoi Wong Road Park, Castle Peak Bay Fire Station & Ambulance Depot, Community Green Station (CGS), Citybus Tuen Mun Depot and KMB Tuen Mun (South) Depot, The Hong Kong Institute of Construction (HKIC) Tuen Mun Training Ground as well as a temporary open carpark.

2.1.3 TMS Station is located over Wu King Road to the north of Tuen Mun Ferry Pier and the area near Tuen Mun Ferry Pier with mainly residential uses such as Siu Hei Court, Yuet Wa Villa and Wu King Estate.

2.2 Purpose and Objective of the Project

2.2.1 The Project earned significant support from the local residents during the public engagement exercise of the “Review and Update of the Second Railway Development Strategy 2000” (RDS-2U) as the Project could facilitate them to use the TML as the main mode of transport. In the same public engagement exercise, there was strong public demand for an intermediate station near TMSP and the same requests from local stakeholders persisted after the announcement of “Railway Development Strategy 2014” (RDS-2014).

2.2.2 The RDS-2014 had recommended an extension from TUM to a new terminal station, namely TMS Station, near Tuen Mun Ferry Pier, which is a densely populated area with both public and private housing. In consideration of the clusters of residential estates between TUM and TMS Stations, which are outside the walk-in catchment of both stations, an intermediate station was proposed midway between the two stations to serve the existing communities and future population. The inclusion of this additional intermediate station would encourage the use of railway over a wider catchment area.

Benefit of the Project

2.2.3 As the railway will be powered by electricity, it is widely recognised as a more sustainable form of transport than road transport in terms of carrying capacity and energy effectiveness. Potential environmental implications such as roadside air pollution associated with electrically-powered trains are far less in comparison with those of vehicle fleets. With the anticipated increase in public transport patronage and reduction in the overall road traffic volumes through providing a more convenient, time-saving and easily accessible transport option brought about by the Project, improvements in air quality, noise pollution, on-road safety and the overall quality of the ambient environment will also be afforded.

2.2.4 The main benefits of the Project include:

· Provision of a railway service to the existing and future communities in Tuen Mun South to encourage greater use of the whole railway system, by enhancing coverage, and thereby improving the mobility and transport connections to the existing Light Rail Transit (LRT) system and MTR feeder buses, alleviating traffic congestion, which in turns reducing the road traffic noise and vehicular emissions; and

· Unleash the development potential of the region.

Relieve Traffic Congestion and Extend Railway Services to Existing and Future Communities

2.2.5 The existing TML running from Tuen Mun town centre to Wu Kai Sha. The Project will connect the community south of the Tuen Mun town centre and the existing railway network.

2.2.6 Although there are two stations (i.e. Tuen Mun (TUM) Station and Siu Hong (SIH) Station) established along the TML to serve the Tuen Mun New Town, there are local demands to further extend the railway service to the south near Tuen Mun Ferry Pier such that more Tuen Mun residents in the existing and future communities can conveniently access the railway services.

2.2.7 Tuen Mun is the most populated new town in the northwest New Territories and the area near Tuen Mun Ferry Pier is one of the major residential areas in the district. Tuen Mun South residents currently travel between Tuen Mun South and the TUM Station by either LRT or MTR feeder buses. Alternatively, the residents would take road-based public transport services as there are a large number of bus routes that directly connect Tuen Mun to urban areas, such as Tsuen Wan, Mong Kok, Tsim Sha Tsui, Kwun Tong and Hong Kong Island.

2.2.8 Extending the TML to reach communities further south of the Tuen Mun town centre, which are currently served by the LRT system and other road-based public transport services only, would enhance rail accessibility and encourage the use of railway as the main mode of transport, as well as provide relief to the traffic congestion at Tuen Mun Road and Castle Peak Road.

Support Further Housing Development and Renewal

2.2.9 New railway line or railway extension plays an important role in helping to meet the housing demands by creating attractive new communities that have convenient and efficient connections around the city and employment areas. It would release the development potential of peripheral areas and facilitate local development and economic activities.

2.2.10 The “HK2030+: Towards a Planning Vision and Strategy Transcending 2030” strategic plan highlights one of the core planning objectives as planning for a livable high-density city with compact and rail-based development. Enhanced land use and housing supplies through increasing the plot ratios in new housing sites and transit-oriented development has been a proven success in Hong Kong railway development. The provision of A16 Station is essential for unleashing the potential for residential development at the A16 site. In addition, the Project will also serve three committed public housing sites (i.e. Yip Wong Road, Area 17; Wu Shan Road, Area 28; and Hang Fu Street, Area 16) south of the Tuen Mun town centre.

Develop Long Term Railway Corridor

2.2.11 In the long term, further extension westward from TMS Station may provide a connection with the future Tuen Mun West (TMW) development at the existing River Trade Terminal and its adjacent areas. Taking the opportunities from the proposed Lung Kwu Tan (“LKT”) reclamation, the Government suggests to re-plan the River Trade Terminal, which is currently under-utilised, and the TMW area, which is being occupied for other industrial uses. By relocating some of these industrial uses to the proposed reclamation area at LKT, land may be made available along the coast of TMW for housing and other development uses. Further planning and engineering studies would be required to explore the need for and feasibility of connecting the TMW area to the TMS Station and the existing railway network with a railway.

Scenario “With” the Project

2.2.12 The Project is envisaged to improve railway accessibility for the community south of the Tuen Mun Town Centre, which has a total population of about 109,000 within the 500-m walk-in catchment of the TMS Station and A16 Station. Upon the completion of the Project, it will offer an alternative commuting choice to the residents in the vicinity and divert more commuters to rail-based transport, which may help relieve the congestion of the existing roads in Tuen Mun area, which in turns reducing the vehicular emissions and road traffic noise due to reduced road traffic. Instead of using LRT or MTR feeder buses for access to TUM Station, the local residents can enjoy a direct railway service within walking distance.

Scenario “Without” the Project

2.2.13 Without the Project, the passengers will mainly rely on road-based transport for travelling in and out of the Tuen Mun South area. The traffic loading on Tuen Mun Road and Castle Peak Road is expected to increase continuously, hence aggravating the congestion during the peak hours. Furthermore, as a result of the congestion of existing roads, the residents in Tuen Mun South need to spend about 10 to 20 minutes to travel between Tuen Mun South and the TUM Station during rush hours. Without the Project, the road traffic congestion could not be relieved, leading to unfavourable transport condition for the residents in the area concerned and a missed opportunity to alleviate air and noise pollution associated with road-based transport.

2.2.14 The proximity of TMS Station to Tuen Mun Ferry Pier will facilitate the opportunities for the public to access the Tuen Mun South area. Without the Project, such opportunities may be lessened, and thus limiting the possibilities for the planning and development of leisure and tourism in this area.

2.3 Consideration of Alternatives/Options

2.3.1 Several alternatives/options were developed during the preliminary design stage. The preferred scheme for the Project to be taken forward for design and construction was selected according to various engineering and environmental factors.

2.3.2 As part of the selection process, various construction methodologies have also been reviewed in order to determine the most effective means and environmentally friendly construction method(s). The review has considered environmental benefits, engineering feasibility, site conditions and programme aspects.

2.3.3 The sections below present the consideration of the alternatives/options of the Project’s elements and construction methodologies.

Station Locations

2.3.4 There was strong public demand for an intermediate station near the existing TMSP during the public engagement exercise of RDS-2U and the same request from local stakeholders for an intermediate station to serve residents of Lung Mun Oasis, Glorious Garden and Sun Tuen Mun Centre still persisted after the announcement of RDS-2014. In consideration of a wide catchment area and more transport benefits that could encourage the use of railway, an intermediate station was proposed at Tuen Mun Area 16 (i.e. the site of existing TMSP), which would serve the communities with some 42,000 existing population and some additional 24,000 future population. In addition, the provision of a station at Area 16 will support housing development through the property development next to A16 Station.

2.3.5 During the RDS-2014 study, the station in Tuen Mun South was proposed at Wu King Road to capture the largest catchment around Siu Hei Court, Wu King Estate as well as the developments located on the promenade close to Tuen Mun Ferry Pier. Furthermore, given the proximity of the LRT stops at Tuen Mun Ferry Pier and Siu Hei, convenient interchange between the LRT and the TML could also be provided.

2.3.6 Both TMS and A16 Stations, which will be located in the midst of population centres, can alleviate road congestion by providing more direct and convenient access to rail services, thereby reducing the number of road trips that are required to bring Tuen Mun South residents from where they live to the nearest existing station (i.e. TUM Station).

Alignment Options

2.3.7 The Project extends TML from its existing overrun at TUM Station, which is elevated at over 15m above ground level. With due consideration of the maximum gradient, the interface with Wong Chu Road vehicular bridge and A16 Station, an underground option was considered infeasible. In addition, the railway in the form of tunnel would have to traverse Tuen Mun River Channel with structures above the river bed, resulting in substantial reduction in hydraulic capacity and unacceptable environmental impacts. As such, only elevated alignment options were proposed for further consideration.

2.3.8 The Project alignment has a number of pre-determined items that cannot be changed, which in turn determine the basic alignment. These include the preferred station locations as discussed above and the starting point for the rail extension, which is required to connect with TUM Station, and these requirements fix both the vertical and horizontal alignments at these locations. These, along with the fundamental system and railway design criteria, such as minimum horizontal curves, design speed requirements to be adopted for the whole route and vertical change limits, resulted in the formulation of the following alignment options:

· Option A is the Base Scheme with A16 Station within the existing TMSP site;

· Option B is the Riverside Scheme with A16 Station to the west of the TMSP site along the river; and

· Option C is a hybrid option with A16 Station sited between the existing TMSP and Tuen Mun River Channel, which avoids the main swimming pool area.

Option A – Base Scheme

2.3.9 A16 Station under Alignment Option A is proposed to be located at the centre of Area 16 landside. The tracks from A16 Station passes through a number of Temporary Government Land Allocation (TGLA) / Short Term Tenancy (STT) sites, which are currently used as site office, open storage, temporary open carpark and HKIC Tuen Mun Training Ground. By placing the proposed A16 Station on the landside of Area 16, impact on the water quality in Tuen Mun River Channel from the construction of the A16 Station can be reduced when compared with the riverside A16 Station (i.e. Option B).

2.3.10 However, programme implication is anticipated as the construction of A16 Station could not commence until the reprovisioned TMSP is completed. The Project programme will therefore be hinged on the reprovision programme of TMSP. The construction period of the Project could be prolonged, and it may cause potential delay of the Project completion, hence prolongation of the disruption to the general public.

Option B – Riverside Scheme

2.3.11 Option B places A16 Station to the west of the TMSP site along the river. It could avoid the programme implication arising from Alignment Option A, but there would be potential additional impact on water quality and water flow of Tuen Mun River Channel with the station and viaduct supporting piers placed in the river. In addition, the accommodation of stabling siding would expand the station further to the river area.

Option C – Refined Base Scheme

2.3.12 To avoid the potential impact on water quality and water flow of Tuen Mun River, a hybrid option was developed to avoid the need of demolishing the main swimming pool area before construction of A16 Station, so that it could start from the beginning of Project construction. The programme constraint arising from the reprovisioning of TMSP could be minimised as it could maintain the operation of the existing TMSP while still allowing a portion of construction works of A16 Station. Furthermore, this option could minimise the potential impact on water quality and water flow of Tuen Mun River Channel through elimination of supporting piers placed in the river as far as practicable.

2.3.13 The different alignment options are presented in Figure No. C1502/C/TME/ACM/M50/104. The major difference among these alignment options is in the location of A16 Station. For all three options, the alignment leaves TUM running parallel to the east bank of Tuen Mun River Channel. Straightening the alignment will avoid crossing the channel twice, resulting in minimisation of visual impact on nearby visual sensitive receivers and water quality impact on Tuen Mun River Channel.

Consideration of Alignment Options

2.3.14 To assess the suitability of the alternative alignment options, a range of environmental, engineering, safety and general community disruption considerations were developed, which are presented in Table 2.1, to facilitate the selection of preferred alignment.

Table 2.1 Considerations and Constraints for Alignment Option Selection

Considerations	Description
Engineering Factors
Interface with Existing / Planned Facilities	Different options of the alignment would have different interface issues with the existing / planned facilities, such as Tuen Mun Swimming Pool, Tuen Mun River, Tuen Mun River Promenade area and future Leisure and Cultural Services Department (LCSD) sports ground. An option with the least interfacing issues relating to these facilities should be considered as far as practicable to avoid potential programme implication, land acquisition and disturbances to the environment.
Constructability	· Practicality in constructing the viaduct and station structures in the well-developed area; and · Difficulty in undertaking utilities diversion and Temporary Traffic Management Scheme (TTMS)
Construction / Operational Safety, Flexibility and Maintenance Requirements	A number of safety, flexibility and maintenance requirements in the design and construction of railway lines constrain certain alignment options.  Particular constraints identified included: · horizontal curve radius for a rail track and stations; · overrun track allowance; · achievement of a maximum vertical gradient of 3%, with minimum gradients for long lengths of track to improve energy efficiency; and · provision of stabling sidings.
Construction Programme	Minimisation of construction period. Shorter construction period is preferred to minimise the disturbance to the community.
Environmental Factors
Construction Dust	Minimisation of construction dust impact.
Noise	Minimisation of construction, railway and fixed plant noise impacts.
Terrestrial Ecology	Avoid direct impact and minimise disturbance to sensitive ecological area.
Water Quality	Minimisation of construction activities on Tuen Mun River Channel.
Other Factors
Community Disruption	The construction works arising from the Project should be minimised as far as practicable to minimise the disturbance to the community.

2.3.15 After evaluating the pros and cons of the alignment options as presented in Table 2.2, Alignment Option C was selected as the preferred option for TME.

Table 2.2 Comparison of Alignment Options

Considerations	Option A	Option B	Option C (Preferred Option)
Engineering Factors	· Adverse programme implications as A16 Station and adjacent viaduct construction cannot commence until the reprovisioned TMSP is  completed.	· Potential approval issues with Drainage Services Department (DSD) due to the station to be constructed over the river. · Issue on provision of evacuation access, emergency vehicular access (EVA) and normal access, as well as impact on the existing promenade for the station over the water.	· A balanced option for Options A and B, which allows for construction of the southern end of A16 Station while maintaining the operation of the existing TMSP, and minimising the impact on Tuen Mun River Channel due to reduced no. of station piers.
Environmental Factors	· Relative lower water quality impact with a smaller number of piers along Tuen Mun River Channel · Relative smaller footprint in the river affected · Similar construction noise and dust issues	· Relative higher water quality impact with a larger number of piers along Tuen Mun River Channel · Relative larger footprint in the river affected · Similar construction noise and dust issues	· Relative lower water quality impact with relatively smallest number of piers along Tuen Mun River Channel · Relative smaller river area affected · Similar construction noise and dust issues
Other Factors	· Relatively longer disruption to general public	· Relatively shorter disruption to general public	· Relatively shorter disruption to general public

Bridge Design Option

2.3.16 The Tuen Mun River Bridge (TRB) between A16 and TMS Stations consists of a long span and specialty structure to avoid restrictions in the flow of Tuen Mun River. The design concept of the TRB aims to provide an aesthetically pleasing and iconic river crossing bridge.

2.3.17 To ensure an aesthetically pleasing design for the TRB and compliance with the relevant design standards, various schemes of the TRB were evaluated with considerations on different perspectives such as safe railway operation, design and constructability, maintenance, environmental, drainage impact, cost, programme, risks, constraints and reliability, availability and maintainability performance.

2.3.18 The following structural schemes of TRB were developed for evaluation:

· Refined Base Scheme (concrete box girder similar to standard viaduct);

· Arch Scheme (steel-composite); and

· Extradosed Scheme (concrete box with cables).

Refined Base Scheme

2.3.19 The Refined Base Scheme is based on a prestressed concrete box girder erected by balanced cantilever method. The concrete box will have variable depth (haunched at the piers) and width connecting to the standard viaduct at TMS and A16 sides. The deck is self-supported during construction and it can support erection equipment and construction materials stored on the cantilever to suit for the site constraints. Minimal maintenance works are expected with no major durability issues over its design life. In addition, it is more flexible for variable deck width.

Arch Scheme

2.3.20 The arch scheme has in general the following key features:

· Two steel arches (both sides of the deck) that have a parabolic/circular elevation with a maximum rise over the deck elevation of span length, resulting in a dynamic and relatively flat rise-to-span ratio.

· A composite deck (steel and concrete) consists of two steel edge box edges girders (approximately 3.5m deep) and transverse floor beams that will support the concrete slab on top.

· The use of prefabricated steel components permits significantly expedite the construction schedule and ease the construction works.

· The diagonal inclination of the network arch hangers improves the efficiency and redundancy of the structure and reduces the dimension of the arch and tied girder, providing steel weight savings.

· Network arches have a good resistance to vibrations due to wind. Harmful effects of vibrations of the hangers due to wind can be avoided by tying the passing hangers loosely to each other.

· The piers are proposed to be vertical for the bowstring arrangement and in concrete to ensure durability and maintenance.

Extradosed Scheme

2.3.21 The key features of the extradosed scheme are as follows:

· Provide economical means of crossing spans of 130 to 150m with new aesthetic opportunities relative to cantilever constructed girder and cable-stayed bridges.

· Allow a hybrid design combining the concepts of a girder bridge (allow depth reduction) and a cable-stayed bridge, with the girder directly supported by resting on part of towers while cable-stays acted as prestressing cables for the deck girder.

· Minimise the pylon dimensions to enable the stay cables to cross over the pylon, and to help improve structural efficiency through adoption of an extradosed deviation saddle.

· Allow variable dimensions in both longitudinal and transverse directions with minimum dimensions required to allocate the cable saddles at the upper part.

· Minimisation of maintenance and fulfil the durability requirements with use of cast-in situ pylons.

Consideration of TRB Scheme Options

2.3.22 The pier locations were studied for the different schemes to verify their feasibility in terms of optimal span arrangement, constructability, and the associated environmental impacts through the minimisation of number of piers (i.e. not more than three piers) and foundations works in the river. Moreover, the following factors were taken into consideration for locating the piers:

· the land-based pile caps to be embedded below the ground level to minimise the impact on the existing footpath and cycle path; and

· consideration of the future and current road alignments and pedestrian walkways underneath the viaduct to minimise the impact.

2.3.23 The hydraulic and potential water quality impacts on Tuen Mun River Channel, as well as the shape and orientation of pier/pile cap with regard to the river flow, were also taken into consideration. Pile caps above water level are the recommended option to benefit maintenance and operation safety for the bridge in terms of design from a safety point of view.

2.3.24 A comparison of the key considerations for each TRB scheme is presented in Table 2.3.

Table 2.3 Comparison of TRB Scheme Options

Considerations	Refined Base Scheme	Arch Scheme	Extradosed Scheme
Structural Type	Prestressed concrete box girder	Double Arch (Bowstring)	2- Twin Pylon 3 Span
River Crossing Impact - Intermediate Piers in the river	× 4 intermediate piers in the Tuen Mun River Channel	ü 2 intermediate piers in the River	ü 3 intermediate river piers
Operation Management and Maintenance	ü Minimal maintenance required (bearings, concrete repairs) ü Easy access through the box girder void or maintenance platforms/ walkways	× Special equipment/ system required for arch and cable maintenance × Re-painting operations required for steel arches and steel deck elements	ü Similar maintenance requirements to Refined Base Scheme ü Specific provision of access for pylons and saddles inspection
Alignment modifications between TMS and A16	ü No modifications expected on the alignment due to the structural form	× Modifications are expected on the alignment due to the structural form (track system, overhead line (OHL) centred mast).	ü No modifications expected on the alignment due to the structural form (trackside accommodation similar to Refined Base Scheme)
Stiffness and Dynamic Performance	ü Rigid structure	× More flexible structure compared with balanced cantilever/extradosed scheme	× More rigid structure compared with arch scheme
Constructability	Balanced Cantilever (Precast) ü Expedite schedule and ease of construction as the long-proven viaduct construction method in Hong Kong × Off-site yard for segment casting and storage and the potential logistically constraints to segment delivery × Special equipment e.g. segment lifters required for segment erection	Temporary Supporting Piers in the River ü Deck completion in advance to provide working areas for arch erection and cable installation × Hydraulic and marine traffic impact during construction stages × High quality control on site welding required × Greater works areas required	Balanced Cantilever (In-situ) ü Minimal site areas required ü Adaptive to the special segments at cable and anchorages locations × Programme, quality and safety concern due to the casting operation over the river × Special equipment required for segment casting
Environmental Considerations	× Relatively higher water quality impact due to 4 intermediate piers in Tuen Mun River Channel	ü Relatively lower water quality impact due to 2 intermediate piers in Tuen Mun River Channel	ü Relatively lower water quality impact due to 3 intermediate piers in Tuen Mun River Channel

2.3.25 Based on the various considerations presented in Table 2.3, the extradosed scheme is considered the most appropriate option that achieves the requirements of design, construction, cost and operation perspectives. In addition, the form of structure under the extradosed scheme could provide the biggest return to the public in terms of the aesthetic enhancement afforded to the community.

Consideration of Construction Methodologies

2.3.26 The major construction works under the Project will include:

· Modification of overrun section at TUM Station;

· Construction of the viaduct and finishing works;

· Construction of A16 Station; and

· Construction of TMS Station.

Modification of Overrun Section at TUM Station

2.3.27 TME will run on viaduct from the existing overrun at TUM Station of the TML. There would be no change to the existing TML trackform, and the major modification works at the existing TUM would be limited to the overrun sections. No excavation works / earthworks would be conducted at the TUM Station but may have minor dismantling works of existing structure (e.g. buffer stops and end walls), modification of trackform and drainage channel, provision of overhead line (OHL), and the related concreting works at the overrun section for connection of the new viaduct. Since the Project will tie in with existing TML, some construction activities may relate to and interface with existing operating railway, and those activities may affect the normal railway operations. In order to avoid potential safety issue and minimise interruption or disruption to TML, those tie in work and interfacing work would be conducted during non-traffic hours (i.e. between 0200 and 0400 hours). It is anticipated that manual works would be conducted at the overrun sections during non-traffic hours mentioned above, while noisy construction works with the use of power mechanical equipment (PME) would be conducted in daytime to avoid impact on the ardeids night roost in Tuen Mun Park.

Foundation of the Viaduct

2.3.28 Temporary platforms would be required for the construction of foundation and piers along the embankment edge of Tuen Mun River Channel. During the feasibility stage of the Project, the temporary platforms were proposed to be constructed by temporary reclamation section by section along the riverbank of Tuen Mun River Channel during dry and wet seasons. However, the temporary reclamation will not only partially obstruct the river flow but also induce various potential environmental impacts to water quality, air quality, etc.

2.3.29 To minimise the potential environmental impacts, an alternative construction method for the temporary platform was proposed during the preliminary design stage. Instead of forming the platforms by temporary reclamation, temporary steel platforms are proposed to be constructed in phases at the embankment. Concrete cofferdams will be erected at Tuen Mun River Channel between A16 and TUM and thereafter dewatering will be conducted inside the cofferdam to create a dry working zone for the construction of temporary steel platforms which are proposed to be constructed during dry seasons for the standard viaduct between TUM and A16, and for the TRB (back spans and pylon area) to minimise the impact on water quality and safety issue arising from the potential flooding at Tuen Mun River during wet season. Upon the completion of piling works and pile cap construction works, the cofferdams will be removed to maintain the water flow within Tuen Mun River Channel. The bored piling works will then be conducted above these temporary platforms. This method can minimise the time period the river flow being obstructed and reduce the potential construction dust, ecology and water quality impacts due to the reclamation works.

2.3.30 Based on the considerations on engineering, site constraints and environmental considerations, adoption of temporary steel platform is the preferred construction method to support the foundation works of viaduct at Tuen Mun River Channel.

2.3.31 Bored pile foundation system will be adopted for supporting the standard viaduct between TMS and A16, and TRB structures. The viaduct pile caps will be constructed by traditional means, while the pile cap shell of TRB will be pre-fabricated off-site and transported to TRB site at the river channel for installation. Adoption of precast pile cap shell enables a clean, safe and secured working space in the river, providing cleaner, dry and tidier working environment as well as reducing the associated environmental impacts (e.g. dust, noise and waste generation) as compared with the traditional construction method.

Construction of Pier and Viaduct Structure

2.3.32 Design for Manufacture and Assembly (DfMA) would be adopted for the construction of the piers and viaduct structures as far as practicable. DfMA is a construction method that involves manufacturing standardised free-standing volumetric modules at a casting yard off-site and then transported by barge for construction of piers and viaduct structures. Each span will be formed of segments placed and suspended by gantry between the pier crossheads. With the adoption of DfMA, it is expected that the amounts of on-site working, erection time as well as the associated environmental impacts, such as dust, noise and waste generation could be minimised.

2.3.33 Both the viaduct and TRB will be constructed by balanced cantilever method, which has the following benefits:

· The bridge structure can be developed by segments either in the form of precast or cast in-situ from the top of a pier.

· Scaffolding systems under the bridge is not required and the superstructure (mainly a prestressed box girder) of the bridge can be completed by sequentially joining the segments to form a span by post-tensioning and balancing them left and right from each pier using special erection equipment (e.g. Launching Gantry).

· The construction sequence can be modified on site to meet the actual site condition by using movable lifting frames (e.g Launching Gantry) and cranes.

· The overall programme can be expedited as the piers and deck erection works can start at different work fronts at the same time.

Construction of Station

2.3.34 Both A16 and TMS Stations are reinforced concrete structures supported by bored piles. The construction of the station will follow a conventional bottom-up method with the construction of the piles, pile cap, ground level structure and columns by in-situ method, while superstructures of the stations will be constructed by pre-cast method to minimise the construction dust and noise associated with the tradition construction method (i.e. cast in-situ method).

Sequence of Construction Works

2.3.35 The construction methodologies to be adopted for the Project are discussed in Section 2.3.26 to 2.3.34. The following sections present the tentative construction sequences to be adopted for the construction of the Project.

Viaduct at Tuen Mun River Channel

2.3.36 The foundation of the viaduct structures between TUM and A16 Stations will be divided into six sub-zones including Zone 1-South, Zone 1-North, Zone 2a, Zone 2b, Zone 3a and Zone 3b. The tentative location of each sub-zone and sequence of works is presented in Appendix 2.2.

2.3.37 The northern part of the viaduct near A16 Station will occupy the site of Community Green Station (CGS). The bored piling works at this section will be conducted after the demolition of CGS.

2.3.38 After the foundation works are completed, the pier and crosshead will be constructed either by in-situ method or DfMA, while the pre-cast viaduct segments will be erected by balanced cantilever method typically.

A16 Station

2.3.39 The A16 Station structure will be constructed in two stages. Stage 1 of northern structures (i.e. outside the existing TMSP) will be constructed first, while Stage 2 of southern structure which is located at the site of existing TMSP will be built after the handover of existing TMSP. The northern A16 Station will be constructed with the support of precast concrete block platform. After the completion of the bored piling works, the substructure of the station will be constructed. The Feeder Substation will be a separate structure detached from A16 Station. The construction of the substation will follow a conventional bottom-up method with the construction of the piles, pile cap, ground level structure and columns by in-situ method. The structures for first level, second level and roof structures will also be constructed by pre-cast method.

Tuen Mun River Bridge

2.3.40 The TRB is designed to be a three-span extradosed bridge supported by two pylons and two end piers. The two pylons and northern end pier are in the river while the southern end pier is on land.

2.3.41 To construct the piles and bridge structure above the river, a temporary platform will be erected during the dry season to minimise the impact on water quality and the safety issue arising from the potential flooding at Tuen Mun River during wet season. After the completion of the temporary platform, the bored piling works will be started. The pre-fabricated pile cap shell of TRB will be manufactured off-site and transported to TRB site at the river channel for installation. The pile caps, pylons, piers and crosshead will be constructed either by in-situ method or with precast shells and reinforced concrete fill. The deck segments will be constructed by balanced cantilever method.

Land-based Construction of Viaduct

2.3.42 The crossover and standard viaduct will be composed of pre-cast segments supported by single and portal piers founded on bored pile foundations. Site clearance and tree felling works will be conducted before bored piling construction. The pile cap, pier and crosshead will be constructed by in-situ method, while the pre-cast viaduct segments will be erected by balanced cantilever method.

Tuen Mun South Station

2.3.43 The TMS Station is a reinforced concrete structure with glass canopy roof supported by steel frame. The whole station structure will be supported by piers along Wu King Road. Diversion of existing utilities will be conducted before the commencement of bored piling works. Temporary Traffic Management Schemes (TTMS) at Wu King Road will be conducted in stages to allow a smooth construction sequence of TMS and minimise disturbance to the local residents as far as possible. The construction of the station will follow a conventional bottom-up method with the construction of the piles, pile caps, piers and crosshead by in-situ method. The structures for mezzanine level, track level and platform level will be constructed by pre-cast method. During superstructure works of the station, the traffic on Wu King Road would be maintained.

2.4 Details of the Project

Project Alignment

2.4.1 The Project alignment commences from the end of the existing TML overrun tracks south of TUM Station. The two single-track viaducts (about +20mPD) merge together shortly after leaving the station to form a twin-track viaduct that runs parallel to Tuen Mun Park in the Tuen Mun River Channel and descends towards Area 16, whilst passing over existing footbridges and vehicular bridge with sufficient clearance. The alignment (about +22mPD) then continues southward onto Hoi Wong Road Park and TMSP to A16 Station (about 40m in width and 300m in length, with roof at about +32mPD) with island platform and stabling sidings for future use.

2.4.2 The alignment from A16 Station runs through a number of TGLA / STT sites, which are currently used as site office, open storage, temporary open carpark and HKIC Tuen Mun Training Ground, before crossing Tuen Mun River Channel and running onto Tuen Mun Road Safety Town. The alignment (about +20mPD) diverges over Wu Shan Recreation Playground on the approach (about +18mPD) to TMS Station (about 20m in width and 480m in length including entrance at Tuen Mun waterfront promenade, roof at about +28mPD).

2.4.3 The overall alignment of the Project and the station locations are shown in Figure No. C1502/C/TME/ACM/M50/101.  with the vertical profile of the alignment illustrated in Appendix 2.1.  The approximate height of stations and viaduct is indicated in Figure Nos. C1502/C/TME/ACM/M57/117 to 120.

Works Area(s) / Site(s) and Their Locations

2.4.4 In the context of the EIA study, works areas/sites were defined according to the nature of their uses during the construction of the Project. Works site(s) refer to the areas for temporary construction activities that would involve construction works on site (e.g. site formation, foundation works, excavation, and construction of station and railway viaduct), while works area(s) refer to areas for the provision of site office and storage of materials, etc in supporting the construction of the Project. Areas beyond works sites and works areas but within scheme boundary, there would be transient and localised activities such as TTMS, which would not cause any significant environmental impacts. The locations of works sites/areas are shown in Figure No. C1502/C/TME/ACM/M50/102. There would be maintenance works to be conducted at Tuen Mun Park and the works would include diversion of cycle track and pedestrian walkway (e.g. erection of hoarding/signage, painting of road sign) and minor pruning works at the overgrown trees branches that may pose safety issue to the public, or obstruction of construction within the works site and subsequent railway operation. An offsite construction works area is also proposed at Mong Wing Street, which is currently used as site office for the project “Tuen Mun - Chek Lap Kok Link (TM-CLKL)”, to support the construction of the Project (Figure No. C1502/C/TME/ACM/M50/103 refers). This works area would be handed over by Highways Department (HyD) in 2024 tentatively. This offsite works area will only be used as site office, material storage for pre-cast unit (non-dusty material) and temporary tree nursery, and there would be no excavation works, earthworks and stockpiling of dusty materials to be conducted at this works area.

Construction Programme

2.4.5 TME works are anticipated to commence tentatively in 2023 for completion in 2030. A preliminary construction programme for Project is provided in Appendix 2.3.

2.4.6 The construction elements of the Project were identified based on the available preliminary design information and will be subject to further refinement during the detailed design stage.

Environmental Design Consideration

2.4.7 Refer to Section 8.4.8, the north-western corner of Tuen Mun Park, near Entrance B of TUM Station, was identified as one of the ardeids night roosting site. Specific construction planning and management will be adopted as far as practicable to reduce the safety concern in conducting construction activities at an operating railway (i.e. TML) and to reduce impacts on the environment. Therefore, the modification works at the overrun section of TUM Station, which is located proximity to the night roost, could be conducted during daytime period in a condition that it would not affect the operating railway, to minimise potential disturbance to the ardeids night roost in Tuen Mun Park.

2.4.8 In addition, DfMA method would be adopted for the construction of the piers and viaduct structures as far as practicable (Section 2.3.32 refers). DfMA is considered to be more environmental friendly as it could significantly reduce in-situ concreting works and minimise waste generation as well as the associated noise, dust and water quality impacts comparing with the other tradition construction methods. It is also anticipated that the construction period could be shorter with better construction planning.

2.4.9 Apart from DfMA method, a number of sustainable building initiatives were also considered to be practicable at this stage, such as maximisation of natural ventilation to reduce demand for air-conditioning, appropriate glazing and/or shading in the façade design to reduce solar heat gain, allowance for natural daylight penetration to minimise artificial lighting dependency, onsite renewable energy generation in the form of photovoltaic panels or micro wind turbines, rainwater harvesting for landscape planting irrigation, high efficiency potable water fixtures and dual flush systems to reduce water consumption. These initiatives and the extent of their applications as well as other details have to be revisited and further established during detailed design stage when the engineering design is further developed.

2.4.10 During the design stage of the Project, consideration of the enlarged pile cap of piers of the Project could provide additional standing areas which enable perching opportunity of ardeids at Tuen Mun River Channel. Perching and foraging structures such as ledges at the pier structure, where existing ardeids were observed to perch on, could also be considered during detailed design stage to further enhance and encourage ardeid usage. These ledges could be considered at a level closer to the water surface, which may further benefit their foraging opportunity. Compensatory tree planting along the promenade adjacent to Tuen Mun Park, Yau Oi Estates/ Tuen Mun Riverside (Eastern Bank) Garden would be provided to enhance environmental condition along the promenade. Vegetation / promoting landscape tree planting on the promenade along the Tuen Mun River Channel could also be considered during detailed design stage to enhance the overall greening and ecological opportunities of the Tuen Mun River Channel and its vicinity, considering the existing ardeid usage, and to encourage usage of ardeids along the riverbank upon completion of construction (e.g. provide shading from the vegetation, and provide perching opportunities).

Public Views and Consultation

2.4.11 MTR Corporation Limited (MTRCL) values the views of stakeholders and considers that the support of the community is important in the development of railway extension project. MTRCL engages the community through various activities and channels to introduce the Project and exchange views with the community. Consultation activities with Tuen Mun District Council (TMDC) and local communities in July 2020, while proactive consultation with Green Groups also commenced in January 2021 to obtain views and understand their interests. Apart from consultation activities, public views were also received during the public inspection of Project Profile (No. PP-604/2020) between 17 Jun and 30 Jun 2020.

2.4.12 Most of the feedback received during public consultation and inspection related to environmental issues were mainly about construction noise and air quality, ecology, any possible operational noise and visual impact to the nearby community. Suggestions received during the public consultation were provision of noise barriers or enclosed structure design for A16 and TMS Stations as well as the viaduct section along Wu King Road to minimise potential operational noise nuisance. The corresponding design consideration taken into account of the public views received is summarised in Table 2.4.

Table 2.4 Key Public Views and Corresponding Design Considerations

Environmental Aspect(s)	Public Views/Concerns	Corresponding Design Considerations
Air Quality and Noise	· Potential construction dust and noise impact during the construction phase of the Project · Management approach in reduction of construction dust and noise impact · Potential rail and fixed plant noise impact to the neighbourhood	· Mitigation measures including dust suppression measures, regular water spraying, quieter construction methods, adoption of quality power mechanical equipment and temporary barriers, etc would be adopted as far as practicable during construction phase. · An Environmental Monitoring and Audit (EM&A) programme would be adopted to monitor the dust and noise impact for evaluation of effectiveness of adopted mitigation measures, and to ensure the proper implementation of measures by the contractor(s). · Appropriate measures such as installation of semi-enclosure and acoustic silencer would be adopted to minimise potential rail and fixed plant noise impact. Commissioning test will be conducted before operation stage to ensure the compliance of noise level at the noise sensitive receivers.
Terrestrial Ecology	· Potential impact on Tuen Mun Egretry and its foraging ground · Suggest conducting ecological survey and impact assessment · Loss of foraging grounds of breeding ardeids · Potential impact on ardeids night roost in Tuen Mun Park	· Avoid direct impact on Tuen Mun Egretry and ardeids night roost in Tuen Mun Park. · Minimise the disturbance to ardeids night roost in Tuen Mun Park through proper construction planning. · Works sites/areas at the river bank of Tuen Mun River Channel were minimised as far as practicable. · Ecological survey was conducted to obtain the baseline condition for evaluation of impact significancy and recommendation of appropriate mitigation measures · Working hours would be controlled to minimise impact on ardeids night roost in Tuen Mun Park. · An EM&A programme would be adopted to monitor the impact on ardeids night roost in Tuen Mun Park for evaluation of effectiveness of adopted mitigation measures, and to audit the proper implementation of measures by the contractor(s). · Provision of panel at the viaduct section adjoining to the ardeid night roost to minimise the potential disturbance from night-time railway operation during night-time period.
Water Quality	· Potential impact to Tuen Mun River Channel	· Mitigation measures including the use of concrete cofferdam, silt curtain and precast pile cap shell, etc would be implemented during the construction of temporary platform and pile cap, and piling works. · An EM&A programme would be adopted to monitor the water quality impact for evaluation of effectiveness of adopted mitigation measures, and to audit the proper implementation of measures by the contractor(s).
Landscape	· Management approach in reducing the no. of affected trees	· Works sites and works areas would be clearly demarcated to avoid impact to adjoining landscaping area. · Retained trees would be properly fenced off and protected. · An EM&A programme would be adopted to audit the effectiveness of adopted mitigation measures as well as the proper implementation of measures by the contractor(s).
Visual	· Potential visual impact during construction and operation stages	· Mitigation measures including the control of lighting glare, erection of decorative screen hoarding and proper tree management throughout the construction stage. · During the detailed design stage, aesthetically pleasing design elements as regard to the form, material and finishes would be incorporated into the Station Entrances, Plant Buildings, Ventilation Shafts and associated engineering facilities so as to blend in the structures to the surrounding environment.
Reprovision of Open Space	· Programme and location of reprovisioned pet garden	· The Hoi Wong Road Garden (including Pet Garden) will be re-provisioned adjacent to the Tuen Mun River (Eastern Bank) Garden, which is about 80m from its original location. · MTRCL is exploring appropriate location for temporary re-provision of the Garden during project construction and will further discuss with relevant Government on the arrangements.
Sustainability	· Adoption of sustainable measures at stations	· Sustainable building considerations, such as maximisation of natural ventilation to reduce demand for air-conditioning, appropriate glazing and/or shading in the façade design to reduce solar heat gain, allowance for natural daylight penetration to minimise artificial lighting dependency, onsite renewable energy generation in the form of photovoltaic panels or micro wind turbines, rainwater harvesting for landscape planting irrigation, high efficiency potable water fixtures and dual flush systems to reduce water consumption, would be adopted in the station design where appropriate and practicable.

2.4.13 The project design has taken into consideration of these feedbacks and suggestions to minimise potential environmental impacts with adoption of appropriate mitigation measures. Environmentally friendly design will be adopted in the station design as far as practicable to cater for sustainability and blend the station into the surrounding environment. Taking into account of natural ventilation environment in the vicinity of promenade, the TMS Station would adopt a naturally ventilated scheme that would be assisted with a high volume low speed type mechanical fans. This will not only reduce carbon emissions, enhance energy saving, social connectivity and environmental sustainability, but also minimise occupation of space by minimising the provision of fixed plant items (e.g. cooling towers, chiller plants and ventilation fans). Appropriate station design including the provision of vertical barriers and acoustic panels, proper landscape and visual design measures would be adopted to ease the public concern as well as to minimise the potential impacts. Multi-plenum noise attenuation system and noise mitigation measures in the form of semi-enclosure and vertical barrier would be adopted to minimise the rail noise impact. As for A16 Station, a partially enclosed structure will be adopted to minimise potential noise impact on the neighbourhood. As such, A16 Station will be serving with air-condition to ensure continuous ventilation and maintain proper air temperature at the station. Despite of this, the design of A16 Station will also incorporate environmentally friendly elements and energy saving measures to cater for sustainability. Details of the mitigation measures to be adopted during the construction and operational phases are discussed in the relevant chapters of this EIA Report.

Summary of Environmental Benefits and Environmental Achievements of the Project

2.4.14 Comments from district councils, green groups, and other stakeholders were also reviewed and incorporated where practicable. During the EIA study, site constraints and the impacts arising from the construction and operational phases were identified and assessed, mitigation measures/good site practices, if necessary, were recommended to avoid/minimise adverse environmental impacts to the surroundings.

2.4.15 The key environmental benefits and achievements of the Project are listed below.

· Reduction of the reliance on road-based vehicles;

· Promotion in the use of environmentally friendly rail system; and

· Reduction of road traffic noise and vehicular emissions.

2.4.16 The key recommended mitigation measures / good site practices / enhancement measures and their associated benefits are given in Table 2.5.

Table 2.5 Key Recommended Mitigation Measures / Good Site Practices / Enhancement Measures and their Associated Benefits

Environmental Aspect	Key Recommended Mitigation Measures / Good Site Practices / Enhancement Measures	Associated Benefits
Air Quality	· Implement relevant control measures as required in the Air Pollution Control (Construction Dust) Regulation to minimise dust generation. · Watering once every two hours on heavy construction works sites, exposed site surfaces and unpaved haul roads to reduce dust emission by 91.7%, subject to actual site condition. · Avoid the use of exempted Non-road Mobile Machineries (NRMMs) and deploy electrified NRMMs as far as practicable to minimise exhaust emission from NRMMs during construction phase.	· Protect air sensitive receivers by reducing fugitive dust emissions
Noise	· Adopt quiet construction method, Quality Powered Mechanical Equipment (QPME), movable noise barriers, noise insulating fabric, noise enclosures, acoustic measures (e.g. soundproof hammer bracket for hydraulic breaker), carefully scheduled construction programme and good site practices to mitigate the construction noise impact. · Provide noise mitigation measures including noise barriers and noise enclosures to alleviate the railway noise impact during the operation of the Project. · Provide acoustic measures where necessary for the planned fixed plants to ensure noise compliance.	· Protect noise sensitive receivers by reducing construction and operational noise
Water Quality	· Implement the proposed mitigation measures including installation of casing/concrete cofferdam and watertight precast pile cap shells to isolate the construction activities from the river water, use of water pumps to collect any construction site runoff and ingress/seepage water within the concrete cofferdam and watertight precast pile cap shells to the on-site wastewater treatment facilities for treatment to satisfactory levels before discharge, and deployment of silt curtains to completely enclose the concrete cofferdam/watertight precast pile cap shells prior to setting up piling works and installation of concrete cofferdam/watertight precast pile cap shells. · Implement the mitigation measures as detailed in the ProPECCPN 1/94 “Construction Site Drainage” and ETWB TC (Works) No. 5/2005 “Protection of natural streams / rivers from adverse impacts arising from construction works”, as well as other good site practices to minimise the potential water quality impacts from the construction activities.	· Protect the neighbouring Water Sensitive Receivers (WSRs) during construction phase
Waste Management Implications	· Implement good site practices and waste reduction measures (e.g. reuse of construction and demolition (C&D) materials as far as practicable before off-site disposal or develop a materials recovery and recycling programme during construction and operation). · Submit an Environmental Management Plan (EMP), which includes the Waste Management Plan (WMP) to the Engineer for approval. · Implement a trip-ticket system for each works contract in accordance with DEVB TC(W) No. 6/2010 to ensure that the disposal of C&D materials are properly documented and verified. · Adopt GPS or equivalent system for tracking and monitoring of all dump trucks engaged for the Project in recording their travel routings and parking locations to prohibit illegal dumping and landfilling of C&D materials. · Handle chemical waste in accordance with the Code of Practice on the Packaging, Labelling and Storage of Chemical Wastes, and disposal of chemical waste at licensed chemical waste recycling / treatment facilities.	· Minimise waste generation · Ensure proper handling of chemical waste · Ensure the C&D materials are disposed to the designated outlets
Land Contamination	· Prior to the commencement of the site investigation (SI) works, review the Contamination Assessment Plan (CAP) provided in Appendix 7.1 and conduct site re-appraisal to confirm whether the proposed SI works (e.g. sampling locations, testing parameters etc.) are still valid, and to confirm the appropriate RBRGs land use scenario for the development. · Should any changes in operation which lead to any new or the relocation of contamination hotspots or occurrence of spillage or accident be found in the review, supplementary CAP(s), presenting the findings of the review, the latest site conditions and updated sampling strategy and testing protocol, should be submitted to EPD for approval. · The SI works should be carried out according to EPD’s approved CAP(s). · Contamination Assessment Report(s) (CAR(s)) should be prepared to present the findings of the SI works and to discuss the presence, nature and extent of contamination. If contamination is identified in the CAR(s), Remediation Action Plan(s) (RAP(s)) which provides details of the remedial actions for the identified contaminated soil and/or groundwater should be developed prior to construction works at the concerned areas. Submission to EPD for approval of the supplementary CAP(s), CAR(s) and, if required, RAP would be carried out in stages according to the programme of TME. · If required, carry out soil/groundwater remediation works according to EPD approved RAP(s) and submit Remediation Report(s) (RR(s)) afterwards for EPD approval prior to the commencement of construction works at the contaminated areas.	· Land contamination issues could be resolved before commencement of construction works
Ecology	· Control of working hours for noisy construction activities to be conducted within the 100m buffer zone from the ardeid night roost in Tuen Mun Park during construction phase to minimise adverse impacts on the ardeid night roost. · Conduct pre-construction bat survey prior to the felling of Chinese Fan-palm, if any, to verify no existence of bat roosting within the concerned trees to be affected. · Adopt bird-friendly design as mentioned in Section 13.4.4 to avoid bird collision. · Reinstate areas of temporary loss such as reinstatement of landscape areas and compensatory tree planting where applicable. · Adopt noise mitigation measures, glare reduction measures, and dust suppression measures to minimise disturbance impacts to the surrounding habitats and associated wildlife nearby during construction phase. · Reduce glare or excessive lighting with balancing the need to safety during construction and operational phases to minimise unnecessary indirect impacts to the ardeid night roost as far as practicable. · Provision of panel at the viaduct section adjoining to the ardeid night roost to minimise the potential disturbance from night-time railway operation during night-time period.	· Avoid direct impact to ardeid night roost in Tuen Mun Park · Minimise the indirect impacts to ecological sensitive receivers during construction and operational phases
Landscape and Visual	· CM1 - Trees unavoidably affected by the works should be transplanted as far as possible in accordance with DEVB TC(W) No. 4/2020 – Tree Preservation. · CM2 - Control of night-time lighting glare to prevent light overspill to the nearby VSRs and into the sky. Relevant best practices as suggested in the "Charter on External Lighting" and “Guidelines on Industry Best Practices for External Lighting Installations” promulgated by ENB shall be adopted. · CM3 - Erection of decorative screen hoarding, or hoarding compatible with the surrounding setting. · CM4 - Management of facilities on work sites which give control on the height and disposition/arrangement of all facilities on the works site to minimise visual impact to adjacent VSRs. · CM5 - All hard and soft landscape areas disturbed temporarily during construction should be reinstated on like-to-like basis, to the satisfaction of the relevant Government Departments. · CM6 - Tree without impact from proposed works should be retained as far as possible in accordance with DEVB TC(W) 4/2020 – Tree Preservation. · OM1 - Aesthetically pleasing design as regard to the form, material and finishes should be incorporated to Entrance, Plant Buildings, Ventilation Shafts and associated engineering facilities so as to blend in the structures to the adjacent landscape and visual context. · OM2 - Tree Planting and shrub planting should be incorporated to provide screening to the Station building, viaduct and associated engineering facilities and serves as roadside amenity planting to provide ornamental value and enhance the landscape character of the streets. · OM3 - Roof greening should be proposed to the roof area of the proposed structures as far as practical to enhance the landscape quality of the structures and mitigate any potential visual impact on adjacent VSRs. · OM4 - Roadside soft landscape should be incorporated to the station buildings and associated engineering facilities. Shade tolerant plants with tall to medium height should be planted to under the viaduct to soften the hard building edges and provide screening. · OM5a - Provision of New Open Space for recreational use. · OM5b - Provision of New hard and soft landscape area – provision of street furniture and tree pit planting along the pedestrian as streetscape improvement. · OM6 - Compensatory tree planting should be provided in accordance with DEVB TC(W) 4/2020 – Tree Preservation to compensate for felled trees and maintained until end of the establishment period. Compensatory shrub planting should be provided to compensate for the loss of shrub planting in amenity areas.	· Minimise landscape and visual impact during construction and operational phases
Cultural Heritage	· If there are any buildings / structures both at grade level and underground which were built on or before 1969 found within the works sites/ works areas during the excavation, the Project Proponent will alert AMO in an early stage or once identified. · The Contractor should inform the AMO in case of discovery of antiquities or supposed antiquities in the course of works, so that appropriate mitigation measures, if needed, can be timely formulated and implemented in agreement with AMO.	· No impact to cultural heritage resources anticipated
Hazard to Life	· Establishment of emergency response plans. · Provision of safety/ emergency response training and drills for all personnel. · Provision of fire protection equipment. · Maintain the number of construction workers onsite to a minimum. · Implement adequate safety measures and procedures that completely eliminate the possibility of dropping anything into the LPG compound due to hoisting and transportation of precast segments or any other activities. · Restriction of hot work to be conducted in the vicinity of the LPG Store, i.e. works areas ID#9a and #9b. · Construction activities at works areas ID#9a and #9b should be considered to be ceased when testing / examination / inspection of the underground storage tanks are conducted at the LPG Store. · Keep close coordination with the LPG Store’s owner and registered gas supply company on necessary precautionary measures to safeguard the LPG facilities during the construction phase of the Project. In particular, the delivery route and schedule of the LPG road tanker transportation should be fully understood, for preventing any interruption on the LPG delivery.	· Protect nearby sensitive receivers due to construction works within consultation zone of LPG Store.

2.5 Concurrent Projects

2.5.1 Major committed and planned projects that are located in the vicinity of the Project and may interface with the construction and operation of the Project were identified for evaluation of any potential cumulative environmental impacts to sensitive receivers/resources. The associated mitigation measures were also recommended where necessary to minimise the potential cumulative environmental impacts to the sensitive receivers/resources. The concurrent projects would include:

· Planned Public Housing Development at Yip Wong Road, Hang Fu Street and Wu Shan Road;

· Planned Property Development at Area 16, Tuen Mun;

· Reprovision of Tuen Mun Swimming Pool, Tuen Mun Golf Centre Practice Green, Pet Garden and Community Green Station;

· Sports Ground and Open Space in Area 16, Tuen Mun;

· Widening of Castle Peak Road – Castle Peak Bay;

· Tuen Mun Bypass;

· Cycle Track between Tsuen Wan and Tuen Mun (Tuen Mun to So Kwun Wat Section); and

· Traffic Improvement Scheme in Tuen Mun – Widening and Addition of Slip Roads at Lung Fu Road/ Tuen Mun Road/ Wong Chu Road/ Hoi Wing Road.

2.5.2 The locations of the identified concurrent projects are shown in Figure No. C1502/C/TME/ACM/M50/105. The potential cumulative environmental impacts of the identified concurrent projects during the construction and operation of the Project were reviewed and are discussed in Table 2.6.

Table 2.6 List of Concurrent Projects and Potential Cumulative Impacts

Concurrent Project	Programme		Potential Cumulative Impact
	Start	Complete	Construction Phase	Operation Phase
Planned Public Housing Development at Yip Wong Road^(^1)	Foundation Works - May 2020 Building Works - Jun 2021	Foundation Works - Jul 2021 Building Works - Dec 2024	Construction dust is not anticipated due to heavy construction works of concurrent project completed before commencement of the Project. Cumulative construction noise impact was evaluated in Section 4 of this EIA Report.	Not anticipated in view of the nature of the concurrent project.
Planned Public Housing Development at Hang Fu Street	Foundation Works - Oct 2020 Building Works - Dec 2021	Foundation Works - Dec 2021 Building Works - Aug 2024	Construction dust is not anticipated due to heavy construction works of concurrent project completed before commencement of the Project. Cumulative construction noise impact was evaluated in Section 4 of this EIA Report.	Not anticipated in view of the nature of the concurrent project.
Planned Public Housing Development at Wu Shan Road	2022 (Tentative)	2026 (Tentative)	Cumulative construction dust and noise impact was evaluated in Section 3 & Section 4 of this EIA Report respectively.	Not anticipated in view of the nature of the concurrent project.
Planned Property Development at Area 16, Tuen Mun^(^1)	Under Planning^(^3)	Under Planning^(^3)	Details of construction programme and plant inventory is not available during the preparation of this EIA study for detailed impact assessment.	Not anticipated in view of the nature of the concurrent project.
Reprovision of Tuen Mun Swimming Pool and Tuen Mun Golf Centre Practice Green	2023	2026	Not anticipated due to considerable separation distance between the Project and this concurrent project.	Not anticipated in view of the nature of the concurrent project.
Reprovision of Pet Garden^(^1)	2028	2029	Cumulative dust and noise impacts were evaluated in Section 3 and 4 of this EIA Report respectively.	Not anticipated in view of the nature of the concurrent project.
Reprovision of Community Green Station	2023	2024	Not Anticipated due to considerable separation distance between the Project and this concurrent project.	Not anticipated in view of the nature of the concurrent project.
Sports Ground and Open Space in Area 16, Tuen Mun^(^1)	Under Planning	Under Planning	Subject to the construction programme of the concurrent project, there may be potential cumulative dust and noise impact. However, details of construction programme and plant inventory is not available during the preparation of this EIA study for detailed impact assessment.	Not anticipated in view of the nature of the concurrent project.
Widening of Castle Peak Road – Castle Peak Bay	2020	Q2 2024	Not Anticipated due to considerable separation distance between the Project and this concurrent project.	Not anticipated in view of the nature of the concurrent project.
Tuen Mun Bypass^(^2)	Under Planning	Under Planning	Subject to the construction programme of the concurrent project, there may be potential cumulative dust and noise impact. However, details of construction programme and plant inventory is not available during the preparation of this EIA study for detailed impact assessment.	Not anticipated in view of the nature of the concurrent project.
Cycle Track between Tsuen Wan and Tuen Mun (Tuen Mun to So Kwun Wat Section)	Under detailed design	Under detailed design	These current projects are located at more than 500m from the TME, and thus cumulative impacts are not anticipated.	Not anticipated in view of the nature of the concurrent project.
Traffic Improvement Scheme in Tuen Mun – Widening and Addition of Slip Roads at Lung Fu Road/ Tuen Mun Road/ Wong Chu Road/ Hoi Wing Road	Under detailed design	2031 (Tentative)	Subject to the construction programme of the concurrent project, there may be potential cumulative dust and noise impact. However, details of construction programme and plant inventory is not available during the preparation of this EIA study for detailed impact assessment.	Not anticipated in view of the nature of the concurrent project.

Remarks:

(1) The development boundary of the planned concurrent project falls within the works areas/sites of the Project.

(2) https://www.hyd.gov.hk/en/our_projects/road_projects/tmb/index.html.

(3) The implementation programme of the planned development is still under planning and it is intended to conduct first phase works at the southern portion of Tuen Mun Swimming Pool in 2028. However, details of construction programme and plant inventory of advance works is not available during the preparation of this EIA study for detailed impact assessment.