TABLE OF CONTENT

2 PROJECT DESCRIPTION. 2-1

2.1 Description of Site Location and Site History of the Project 2-1

2.2 Size, Scale, Shape and Design of the Project 2-1

2.3 Purpose, Objective and Benefits of the Project 2-1

2.4 The Need for the Project 2-2

2.5 Scenario without the Project 2-2

2.6 Consideration of Alternative Design and Layout of Road. 2-3

2.7 Selected Option. 2-3

2.8 Fine-tuned Enhanced NER Arrangement (Option 4) 2-6

2.9 Consequences of Not Proceeding with the Project 2-7

2.10 Consideration of Alternative Construction Methods. 2-7

2.11 Construction Programme. 2-9

2.12 Concurrent Projects. 2-10

2.13 Public Concern. 2-10

List of Drawings
Figure 2.1	Land Uses in the Vicinity of the Project
Figure 2.2	Original Austin Road Flyover
Figure 2.3	Schematic Road Alignment of Option 1
Figure 2.4	Schematic Road Alignment of Option 2
Figure 2.5	Schematic Road Alignment of Option 3
Figure 2.6	Schematic Road Alignment of the Project
Figure 2.7	Vertical Alignment of the Project
Figure 2.8	Phasing of Construction Works

List of Appendices
Appendix 2.1	Tentative Master Construction Programme

List of Tables

Table 2.1 Summary of Comparison under Traffic Requirement 2-4

Table 2.2 Summary of Comparison under Constructability, and Land and Statutory Feasibility. 2-4

Table 2.3 Summary of Environmental Considerations. 2-5

Table 2.4 Comparison of Construction Methods. 2-7

2 PROJECT DESCRIPTION

2.1 Description of Site Location and Site History of the Project

2.1.1.1 The location plan of the Revised Austin Road Flyover is shown in Figure 1.1. The Project site is situated within part of the WKCD area and across the toll plaza of the Western Harbour Crossing (WHC). The western boundaries of the study area are at the side of the WKCD Waterfront Promenade to the west of the WHC toll plaza, while the eastern boundaries of the study area are at the side of the Austin Road West / Nga Cheung Road roundabout.

2.1.1.2 With reference to the approved WKCD Development Plan No. S/K20/WKCD/2 and South West Kowloon Outline Zoning Plan No. S/K20/30, the lands in the vicinity of WKCD are mainly ¡§Comprehensive Development Area¡¨, ¡§Open Space¡¨, ¡§Residential (Group A)¡¨, ¡§Government, Institution or Community¡¨ and ¡§Other Specified Uses¡¨. According to the covering Notes of the Development Plan and the Outline Zoning Plan, road works coordinated or implemented by Government and/or West Kowloon Cultural District Authority are always permitted on land falling within the boundaries of the Plans except where the uses or developments are specified in Column 2 of the Notes of the individual zones. A layout plan showing the land uses is illustrated in Figure 2.1.

2.2 Size, Scale, Shape and Design of the Project

2.2.1.1 The scope of the Revised Austin Road Flyover is to construct and operate a mainly 2-lane flyover of about 400m connecting the western end of the elevated Austin Road West with the WKCD at the western side of the WHC toll plaza area and mainly comprises:

(i) Construction of a mainly 2-lane flyover of about 400m long across WHC toll plaza area;

(ii) Construction of a single 2-lane ramp of about 250m long from the western end of the Revised Austin Road Flyover to the WKCD;

(iii) Construction of a single-lane ramp of about 300m long from the western end of the Revised Austin Road Flyover towards the northbound service road of WHC; and

(iv) Modification of at-grade roads within the interface of WKCD road network to connect with the ramp stated in (ii).

Revision of scope of works of the Project was confirmed with EPD in accordance with Section 6.2 of EIA Study Brief and the confirmation letter is presented in Appendix 4.1.

2.3 Purpose, Objective and Benefits of the Project

2.3.1.1 The purposes and objectives of the Project are to alleviate the forecast traffic demand from the ongoing WKCD development and also the elevated Nga Cheung Road roundabout, which is already congested by providing connection to the at-grade road at the WKCD and the West Kowloon Highway (Route 3 ¡V West Harbour Crossing Tunnel Area).

2.3.1.2 The flyover spanning over the WHC toll plaza connecting to the elevated junction of Nga Cheung Road / Austin Road West will be put forward to provide a second access for the Mega Performance Venue (MPV) and Exhibition Centre (EC) located in Zone 4 of the WKCD. Under normal conditions, the flyover will be used by general traffic. The flyover also provides flexibility for event management as a route of ¡§very important persons (VIPs)¡¨, performers to the MPV / EC and to enhance the accessibility and robustness of the operational arrangements including post event dispersal. The flyover can also be used as a second emergency route to supplement the at-grade Museum Drive.

2.3.1.3 With the introduction of a single ramp connecting to the Museum Drive at the WKCD, it will help to disperse traffic away from the busy elevated junction of Jordan Road / Nga Cheung Road and also provide a short cut between the Kowloon Station Topside Developments and the West Kowloon Highway.

2.4 The Need for the Project

2.4.1.1 In 2009, Transport Department (TD) completed a West Kowloon Reclamation Development Traffic Study identifying road improvement schemes to meet the long-term traffic demand of the West Kowloon Reclamation Area taking into account the developments in the Area including WKCD, West Kowloon Terminus of the Guangzhou-Shenzhen-Hong Kong Express Rail Link (XRL) and its top-side property developments, and the developments above Austin Station (AUS). The recommended schemes would be (i) Access Ramp; (ii) Permanent Improvement Works to the junctions at Jordan Road/Nga Cheung Road (elevated) (J8); and (iii) Permanent Improvement Works to Lin Cheung Road/Jordan Road (J11) for 2031 under the WKCD Development Plan.

2.4.1.2 West Kowloon Cultural District Authority (WKCDA) commissioned at the end of 2016 a traffic review (the Authority¡¦s traffic review) based on the updated land usage of P46 and P47 of the WKCD for the Exhibition Hub Development Area (EHDA) planned for 2022 (the assumed year of completion when the 2016 study was carried out). The Authority¡¦s traffic review identified that the junction at Lin Cheung Road/Jordan Road would be at full capacity in 2025 with the increasing number of traffic from the WKCD. From junction capacity point of view, the Authority¡¦s traffic review identified that combinations of (a) Access Ramp and/or (b) New Exit Road and/or (c) WHC Flyover would provide some feasible traffic improvement schemes required in 2025 to alleviate the anticipated network capacity problems.

2.4.1.3 Further review on identifying the preferred traffic improvement scheme for the WKCD development has been conducted under this Project.

2.4.1.4 Section 2.5 and Section 2.6 below present the scenario without the Project, and other options considered for the Project. Section 2.7 compares the different options and summarizes the reasons for selecting the revised Austin Road Flyover and new exit road as the selected option. Section 2.8 presents the Fine-tuned Enhanced New Exit Road (NER) Arrangement which is further developed based on the selected option.

2.5 Scenario without the Project

2.5.1.1 The ongoing WKCD development is expected to be fully completed in 2031, tentatively. It is assumed that after year 2022, when more developments are completed at Zone 4 of WKCD, numbers of major junctions are anticipated to be overloaded in the absence of the Project (i.e. Original Austin Road Flyover Scenario with the conforming road scheme presented in the approved West Kowloon Cultural District EIA Report (AEIAR-178/2013) [1]. Refer to Figure 2.2 for illustration of the Original Austin Road Flyover).

2.5.1.2 For both existing road users of the WKCD and the Kowloon Station Topside Developments, they will have to go ahead to the Jordan Road/Nga Cheung Road Roundabout and continue towards the junction at Lin Cheung Road/Jordan Road for joining with the West Kowloon Highway.

2.5.1.3 The Original Austin Road Flyover Scenario will worsen the traffic condition of these major junctions, which are already congested, upon the intake of WKCD development. The junction capacity at Jordan Road/Lin Cheung Road would be insufficient (Reserve Capacity <0%).

2.6 Consideration of Alternative Design and Layout of Road

2.6.1.1 In addition to the Original Austin Road Flyover Scenario, 3 different options to connect the WKCD development to adjacent roads have been explored based on combinations of the previous improvement schemes in the Authority¡¦s traffic review. These options are listed below:

¡P Option 1 ¡V At-grade Exit Road

¡P Option 2 ¡V At-Grade Exit Road and WHC Flyover

¡P Option 3 ¡V Enhanced WHC Flyover

Option 1: At-Grade Exit Road

2.6.1.2 This Option consists of the at-grade Exit Road connecting the at-grade roads of WKCD and the northbound service road of the WHC portal. Traffic taking this at-grade roadway can continue towards the Jordan Road Flyover by staying on the nearside.

2.6.1.3 Apart from widening of the northbound service road of the WHC portal from 1 lane to 2 lanes width, no major modifications to the existing road infrastructure is expected under this Option. To facilitate the widening of the service road, a strip of land from the Yau Ma Tei Public Cargo Working Area (PCWA) and a small portion of the possible pigging station for Towngas will be taken up permanently.

2.6.1.4 The schematic road alignment for Option 1 is illustrated in Figure 2.3.

Option 2: At-Grade Exit Road and WHC Flyover

2.6.1.5 Option 2 consists of the at-grade Exit road as mentioned in Option 1 and a flyover across the Western Harbour Crossing (WHC). This option preserves the essence of the improvement to the road connectivity by providing a direct connection towards Jordan Road Flyover, as well as the Flyover across the WHC portal.

2.6.1.6 Since the at-grade exit road and the western ramp of the WHC Flyover will be running in parallel, additional land is expected to be consumed by the parallel road section which will in turn narrows the available promenade spaces.

2.6.1.7 The schematic road alignment for Option 2 is illustrated in Figure 2.4.

Option 3: Enhanced WHC Flyover

2.6.1.8 From the review of previous alignment designs, it is noted that substantial spaces will be taken up by the parallel running at-grade Exit Road and the western ramp of WHC Flyover. Traffic along these parallel routes are in principally heading towards the same direction and combination of these two routes have therefore been studied. A pair of ramps, each locating at the north and south sides at the western end of the WHC Flyover, are proposed to be provided to substitute the parallel running at-grade road and ramp.

2.6.1.9 The schematic road alignment for Option 3 is illustrated in Figure 2.5.

2.7 Selected Option

2.7.1.1 The comparison of ¡§Traffic Requirements¡¨, ¡§Constructability¡¨, ¡§Land and Statutory Feasibility¡¨ and ¡§Environmental Considerations¡¨ between different options are shown in Table 2.1 to Table 2.3 below, respectively.

Table 2.1 Summary of Comparison under Traffic Requirement

Option Description	Traffic Requirements
	Capacity of Adjacent Road Network	Design and Geometry	Accessibility of Vehicles	Accessibility of Pedestrians
Option 1 At- grade Exit Road	No improvement / benefit to stakeholders of Kowloon Station topside development	No impact to the operation of WHC	Only departure traffic from the WKCD is benefited	Vehicular/ pedestrian conflict with the at-grade Exit Road
		ü
Option 2 At-grade Exit Road and WHC Flyover	No improvement / benefit to stakeholders of Kowloon Station topside development	No impact to the Loop Road near Nga Cheung Road	Traffic diverted from at ¡Vgrade Nga Cheung Road and Lin Cheung Road to the more direct Exit Road	Vehicular/ pedestrian conflict with the at-grade Exit Road
		ü
Option 3 Enhanced WHC Flyover	Improvement / benefit to stakeholders of Kowloon Station topside development	No impact to the Loop Road near Nga Cheung Road	Reliefs capacity problems of elevated Nga Cheung Road by attracting Kowloon Station Topside Development traffic to the new northbound ramp	No vehicular / pedestrian conflict at the west side as the northbound road is elevated
	ü	ü	ü	ü

Remarks:

ü indicates the Option(s) which will be preferable in the particular aspect over the other Option(s).

Table 2.2 Summary of Comparison under Constructability, and Land and Statutory Feasibility

Option Description	Constructability		Land and Statutory Feasibility
	Constructability and Operation of Adjacent Facilities	Geotechnical Impact	Impact on adjacent land lots or Outline Zoning Plan (OZP)
Option 1 At- grade Exit Road	¡P Less superstructure involved	¡P Less work involved	¡P Affecting the potential pigging station and the NYMTPCWA
	ü	ü
Option 2 At-grade Exit Road and WHC Flyover	¡P Obstruction of existing WHC advertising boards on toll plaza footbridge and exact payment signs & flood lights on WHC toll booth canopy ¡P Additional working space required for the construction of at0grade road and ramp	¡P Additional foundation works and modification of the existing pile caps are required to suit the new flyover arrangement	¡P Affecting WHC Toll Plaza ¡P Affecting the potential pigging station and the NYMTPCWA
Option 3 Enhanced WHC Flyover	¡P Obstruction of existing WHC advertising boards on toll plaza footbridge and exact payment signs & flood lights on WHC toll booth canopy	¡P Bedrock levels are expected to be deeper at the northern areas of the exit ramp	¡P Affecting WHC Toll Plaza ¡P Affecting the potential pigging station and the NYMTPCWA

Remarks:

ü indicates the Option(s) which will be preferable in the particular aspect over the other Option(s).

Table 2.3 Summary of Environmental Considerations

Option Description	Environmental Considerations
	Environmental Benefits	Environmental Disbenefits
Option 1 At- grade Exit Road	¡P Traffic normally using Lin Cheung Road and Nga Cheung Road will be diverted to use the new exit road	¡P Traffic volume increase along new exit road
		ü
Option 2 At-grade Exit Road and WHC Flyover	¡P Traffic normally using Lin Cheung Road and Nga Cheung Road will be diverted to use the new exit road	¡P Increase in traffic along elevated Nga Cheung Road (between Jordan Road and Austin Road West) ¡P Traffic volume increase along new exit road
Option 3 Enhanced WHC Flyover	¡P Traffic normally using Lin Cheung Road and Nga Cheung Road will be diverted to use the new exit road ¡P Divert Kowloon Station topside development traffic from elevated Nga Cheung Road to new exit road	¡P Traffic volume increase along new exit road
	ü	ü

Remarks:

ü indicates the Option(s) which will be preferable in the particular aspect over the other Option(s).

2.7.1.2 Taking into account of the considerations described in Table 2.1 to Table 2.3, Option 3 is considered preferable. In addition, Option 3 would offer better connectivity to the NER road network. With the availability of the right turning movement at the westbound lane of the WHC Flyover in Option 3, the proposed roads would allow motorists from the elevated Nga Cheung Road to conveniently access Lin Cheung Road via the northbound down ramp of New Exit Road. This newly introduced turning movement will not only provide a short cut for users of the Kowloon Station Topside Developments, but also help to disperse traffic away from the busy elevated junction of Jordan Road / Nga Cheung Road. In case of road accident / blockage of the northern section of elevated Nga Cheung Road, the right turn of the WHC Flyover may also serve as an alternative access for users of the Kowloon Station Topside Developments.

2.7.1.3 It is also worth noting that the prime objective of the NER project is to provide transport infrastructure, i.e. the assessed options of New Exit Road, to resolve the potential traffic congestion problem associated with the completion of various WKCD facilities and venues, as well as to improve the traffic conditions in the vicinity. Amongst all the assessed options, Option 3 is the most preferable option in the traffic related aspects, i.e. capacity of adjacent network, accessibility of vehicles and accessibility of pedestrians.

2.7.1.4 With reference to Table 2.3, the air quality impact and traffic noise impact on the air and noise sensitive receivers at the Cullinan, Sorrento, The HabourSide, The Arch, The Waterfront, International Commerce Centre and developments at WKCD (e.g. M+, Hong Kong Palace Museum, etc.) will be alleviated under all the above 3 options as the traffic would be distributed towards the proposed NER. In particular, Option 3 will further divert the Kowloon Station topside development traffic from the elevated Nga Cheung Road to the NER.

2.7.1.5 For Option 2, it is expected that there will be increase in traffic along elevated Nga Cheung Road (between Jordan Road and Austin Road West). Thus, the environmental disbenefits brought by Option 2 will be more than the other 2 options.

2.8 Fine-tuned Enhanced NER Arrangement (Option 4)

2.8.1.1 Further to the options identification and evaluation as described in Section 2.6 and 2.7 above, the Consultant has continued to explore the measures to optimize NER alignment based on the selected Option 3 with the aim to reduce the impact on the land within PCWA. Further to the meetings with Marine Department (MD) on 11 April, 17 May and 25 June 2019, and the meeting with MD and the Public Cargo Working Area (PCWA) operators on 17 September 2019, the Consultant understood that part of the NER which will encroach into the PCWA will cause adverse impact to the daily operation of the PCWA operators permanently or temporarily.

2.8.1.2 Under the Fine-tuned Enhanced NER Arrangement (Option 4), the NER will no longer encroach into the PCWA. Instead, the NER down ramp will be aligned atop the existing WHC Slip Road towards the Hoi Po Road direction. Traffic using the WHC slip road will be diverted onto the existing toll plaza area and connected back towards the Hoi Po Road direction.

2.8.1.3 Meeting with TD (TD Region Office and Tunnel Office) was held on 15 November 2019 to discuss the details of this proposed fine-tuned NER alignment, the potential impact to WHC and other details such as the forecasted change in traffic flow between the abovementioned Option 3 and Option 4.

2.8.1.4 Regarding the potential impact of the NER to the WHC operation, TD suggested AECOM to approach WHTCL to understand their operation needs. As such, meetings with Western Harbour Tunnel Co. Ltd. (WHTCL) has been held on 11 December 2019 to discuss the potential impact to WHC area. It is noted after the meeting that WHTCL will have no in-principal objection on the abovementioned Option 4 given that the construction will commence after the expiry of their franchise period on 1 August 2023.

2.8.1.5 Another meeting with TD was held on 23 December 2019 to discuss whether this fine-tuned NER alignment shall be adopted as the final version. TD advised that they have no in-principal objection on the fine-tuned NER alignment and Option 4 will be adopted over Option 3 in this and the forthcoming Phases, i.e. Design Development Phase, Detailed Design Phase, Tender Phase and Construction Phase.

2.8.1.6 The schematic road alignment and the vertical alignment of the proposed Project (Option 4) are illustrated in Figure 2.6 and Figure 2.7.

2.8.1.7 During the course of the design development based on the Fine-tuned Enhanced NER Arrangement, the Consultant of WKCDA has been continuously exploring the possibility to minimize the potential amount of waste generation. For instance, a Site Investigation Contract was tendered out in mid 2020 to conduct ground investigation to obtain necessary geotechnical data of within the Project Boundary. The Consultant of WKCDA can then make use of the available geotechnical data to carry out the most optimistic design, for example, layout of the NER with the least number of foundation, i.e. number of piles, pile caps etc., such that the extent of excavation required (C&D material generated) will be reduced accordingly.

2.8.1.8 Apart from the impact in terms of land use, this Fined-tuned Enhanced NER Arrangement was also developed with the aim to reduce the landscape and visual impact. Considering that the New Yau Ma Tei Typhoon Shelter is one of the Landscape Character Areas and the Occupants in PCWA as one of the visually sensitive receivers, the impact from a landscape and visual impact point of view will be reduced when the NER will no longer encroach into the PCWA.

2.9 Consequences of Not Proceeding with the Project

2.9.1.1 Without the Project, numbers of junctions he WKCD will be overloaded upon the full completion of WKCD development in 2031. The Project will provide an additional route from the WKCD to adjacent road network. Without which, the existing road network will not be sufficient to cope with the forecast traffic demand.

2.9.1.2 To the users of Kowloon Station Topside Developments, the direct impact of the Project not proceeding ahead will be the deprivation of the most convenient access to Lin Cheung Road via the proposed flyover.

2.10 Consideration of Alternative Construction Methods

2.10.1.1 For the selected Option 4, the proposed revised Austin Road Flyover can be erected by cast in-place concrete construction method, prefabricated steel structure construction method or precast concrete construction method. Having considered the scale and site condition of the proposed bridge, it is a more effective and environmentally friendly approach to adopt precast concrete construction method.

2.10.1.2 Comparison of the merits and demerits between these three construction methods is shown in Table 2.4 below.

Table 2.4 Comparison of Construction Methods

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

2.10.1.3 Based on the considerations above, precast concrete construction method is considered to be the preferred construction method and therefore adopted in the Project as far as possible. The other two construction methods would be considered only when precast construction method is not feasible. The precast concrete will be cast in Mainland China. There would be no off-site works area including site office for construction works within Hong Kong.

2.11 Construction Programme

2.11.1.1 The construction works of the Project will be divided into 2 Phases as described below and tentatively commence in 2022 for completion in 2025. The phasing of construction works is illustrated in Figure 2.8, while the tentative master construction programme is presented in Appendix 2.1.

¡P Phase 1: Construction of NER (within WKCD Area)

¡P Phase 2: Construction of NER (within WHC Area) and Construction of WHC Flyover (within WHC Area)

2.11.1.2 The major construction activities for the above 2 Phases will be site clearance (including demolition of existing carriageway) / set-up / plant mobilization and underground utilities (UU) protection and diversion works, which are to be followed by construction works including piling works, pile cap and pier / abutment construction, falsework and deck construction, drainage and pavement construction and other miscellaneous works. The tentative construction phase for Phase 1 and Phase 2 will be from March 2022 to December 2024 and from February 2023 to September 2025 respectively.

2.11.1.3 The Project will be in operation after all construction works are completed, i.e. after September 2025, and no phased operation is planned.

2.12 Concurrent Projects

2.12.1.1 Based on currently available information, concurrent projects within the Study Area have been identified as follows. Cumulative impacts from the concurrent projects have been assessed in the individual sections of this EIA Report.

¡P Integrated Basement for West Kowloon Cultural District ¡V Zone 2BC (construction period from 2022 to 2027)

¡P Integrated Basement for West Kowloon Cultural District ¡V Zone 3B (construction period from 2017 to 2023)

¡P Exhibition Centre in Zone 4 of West Kowloon Cultural District (construction period from 2021 to 2026)

¡P Artist Square Bridge of West Kowloon Cultural District (construction period from 2020 to 2022)

¡P Piers in the West Kowloon Cultural District (construction from 2022 to 2023)

2.13 Public Concern

2.13.1.1 During the meeting of Yau Tsim Mong District Council in November 2014, one of the council members indicated that the elevated Nga Cheung Road was already very congested and could only be used as a back up route for vehicular diversion. The council member also had the view that only by constructing an additional northbound traffic lane next to the WHC Kowloon Exit that headed straight to Route 3 could the vehicular flow from the WKCD be genuinely diverted.

2.13.1.2 The project profile was submitted to the Environmental Protection Department (EPD) on 4 April 2019 and was exhibited for public consultation between 5 April 2019 to 18 April 2019. No comments from the public or the District Council have been received.

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[1] West Kowloon Cultural District Authority. 2013. West Kowloon Cultural District Environmental Impact Assessment Report (AEIAR- 178/2013). Prepared by Mott MacDonald.