CH_2

Option ID	Descriptions
1	The terminus of Option 1 is proposed next to Tung Chung Central (TCC) Station and the alignment is along Tat Tung Road, adjacent to the North Lantau Highway (NLH). The alignment runs north across Tung Chung Waterfront Road and the Tung Chung Navigation Channel alongside the NLH bridge. As the marine viaduct reaches the Airport Island, its alignment passes the east side of Scenic Hill. A Cathay City (CAX) Station is proposed here. After passed through the Scenic Hill, it then continues in an easterly direction to the south of the China National Aviation Corporation (CNAC) Headquarters where another station (abbreviated as CNA Station) is located. After CNAC , the alignment swings back to a northerly direction crossing over the Hong Kong Link Road (HKLR) on a long span viaduct to near the East Coast Support Area (ECSA). The alignment then descends to run at low level above the sea alongside the seawall of Airport Island. It then passes approach light masts of the South Runway Approach Lights (SAL). Land reclamation of about 5,000m² is required to avoid a relatively sharp turn and enable the ATCL carriageway alignment to connect to SkyCity Station via East Coast Road. The alignment sways eastwards towards the seaside over the reclaimed land then decks over the existing Hong Kong Link Road (HKLR) and passes the south side of the marine facilities. After the Skycity Interchange roundabout, the alignment drops to reach SKYCITY, to facilitate a cross platform interchange with the SKYCITY Station. After SKYCITY, the alignment reverses in the same direction and passes in an easterly direction along the causeway between Airport Island and HKP Island. The alignment then ascends over the HKLR into HKP Station.
2	Option 2 has been explored with reference to Option 1 but has aimed to maximise the at-grade section as well as to eliminate the need for land reclamation. The alignment for Option 2 is similar to that of Option 1 and therefore this section will focus only on the areas that are different from Option 1. After passing CAX Station and Hong Kong Airlines (HKA) training Academy, the alignment follows a northerly direction again passing over Airport Road but not over the Airport Express Line (AEL). Instead, the alignment descends onto the verge area between Airport Road and the AEL. An at-grade section and CNA Station are proposed opposite to the Civil Aviation Department Headquarter (CAD HQ) Facilities Building. The alignment will be quite remote from the CAD HQ and the pedestrian connection between this at-grade section and these buildings will be via a footbridge constructed above the AEL and East Coast Road and landing on a strip of vacant land next to the CAD HQ Facilities Building. The alignment then passes along the green strip before climbing again over Airport Road and over many ground level roads and flyovers, some existing and some proposed for the Skycity Interchange Improvement scheme. The at-grade section runs approximately from the south boundary of the CAD HQ Facilities Building until it has to cross over Airport Road on viaduct south of Cheong Lin Road roundabout. The alignment then passes over the Skycity Interchange roundabout and into SKYCITY Station. Similar to Option 1, after SKYCITY, the alignment reverses in the same direction and passes in an easterly direction along the causeway between Airport Island and HKP Island. The alignment then ascends over the HKLR into HKP Station.
3	From TCC Station, the alignment runs north across Tung Chung Waterfront Road and the Tung Chung Navigation Channel but swings sharply to the East along the seawall and passes underneath the NLH and AEL at-grade. The alignment then turns North to run alongside Kwo Lo Wan Road. The alignment then continues at-grade along the eastern coastline of Airport Island. Three stations, ECSA South (ECSA-S) Station, ECSA North (ECSA-N) Station and Approach Lights (AL) Station, are proposed at this at-grade road section to link up the ECSA. The alignment continues along the eastern coastline, adjacent to the HKLR and next to the seawall service road. At certain constrained locations, the running surface of the ATCL will be combined with this service road to minimise modification to the existing seawall and avoid land reclamation. In addition, there are a number of utilities running underneath the road and it is assumed that the at-grade corridor will run on top of the utilities such that utility diversion is minimised. The alignment then continues north and passes between the lighting masts of the SAL. As ACL is an elevated road, the at-grade ATCL carriageway that runs along the shore at Airport Island will change to elevated form while approach HKP Island in order to connect to the elevated ACL. An at-grade spur line of ATCL, including carriageway and walkway with the same configuration as typical ATCL design, connects to southern promenade of HKP Island and terminated at the Academy Station, for connecting the planned Aviation Academy and other topside developments in HKP Island.

2.5.1.3 To minimise the environmental impact imposed by the ATCL, key issues for options related to potential land reclamation, loss of habitat of Romer’s Tree Frog, waste generation and siting of stations are considered. Air quality, noise, water quality, ecology, waste management, landscape and visual impact would be the major environmental factors to consider in selecting the preferred ATCL alignment option and will be discussed below.

2.5.1.4 Since the ATCL will be exclusively utilizing zero emission vehicles, there will be no vehicular emissions coming from vehicles on the whole of the link route. Hence, air quality during operational phase would not be a major environmental consideration of selecting preferred option.

Potential Land Reclamation

2.5.1.5 Amongst the three options, Option 1 may require land reclamation of about 5,000m² to avoid a relatively sharp turn and enable the ATCL carriageway alignment to connect to SkyCity Station via East Coast Road. In long term, land reclamation near the culverts (at the existing seawall on the southern side of the proposed marine facilities) would potentially block water circulation via box culverts and this may lead in the change of hydrodynamic regime. In short term, contaminant release due to dredging works for land reclamation may deteriorate the water quality near the proposed seawater intake at SkyPier and habitat loss of the marine ecology and fisheries. Moreover, the construction of land reclamation would impose potential impacts on air quality, noise, waste management and landscape and visual. Both long term and short-term impacts would induce water quality and ecological issues. Hence, Option 1 is less preferable.

Loss of Habitat of Romer’s Tree Frog

2.5.1.6 Romer’s Tree Frog Liuixalus romeri is a species endemic to Hong Kong first discovered in 1952 on Lamma Island (Karsen et al. 1986). Individuals were recorded in woodland around Scenic Hill in the literature, which are believed to be remnants of the original population in Chek Lap Kok[1]. The latest available report regarding the Romer’s Tree Frog on Scenic Hill (survey conducted between May 2014 – Apr 2015) suggested that there were fewer adult frogs, tadpoles and eggs on Scenic Hill in comparison with the 1992 survey before the construction of the Airport[2]. Amongst the three options, Option 1 and Option 2 may require excavation works at Scenic Hill for the ATCL alignment which may affect the watercourse/waterbody and the adjoining vegetated area, hence result in loss of habitat of Romer’s Tree Frog and impose potential impacts to the known breeding site of Romer’s Tree Frog. Option 3 has avoided the encroaching to the Scenic Hill and avoided the direct and indirect impacts to the ecologically sensitive habitats.

Waste Generation

2.5.1.7 The potential open excavation works may also generate large amount of construction and demolition (C&D) material which is not desirable in the current promotion of waste reduction according to Waste Blueprint for Hong Kong 2035 launched by Environment Bureau in 2021. Option 1 and Option 2 require additional structures for flyover/viaduct, hence bored piles, excavation works at Scenic Hill for the ATCL alignment. Option 3 only requires modifying the existing road to maximise the use of at-grade roads instead of elevated roads to suit with the ATCL alignment. Thus, comparatively small scale of construction activities (e.g. construction of piles) will be involved and less amount of estimated construction wastes would be generated. Hence, Option 1 and Option 2 are less preferred.

Siting of Stations

2.5.1.8 TCC Station is the main hub of the ATCL. It acts as the intermodal gateway to the entire autonomous transportation system, with links to public transport system provided at the Tung Chung Town Centre area. Two location options (Option S1 and Option S2) for TCC Station have been considered near the Tung Chung Town Centre and Tung Chung Crescent, both locations are summarised in Table 2.2 and shown in Figure 2.1.

Table 2.2 Alternative Options – TCC Station Siting

Option ID	Descriptions
S1	Located near Citygate and Tat Tung Road
S2	Located near the Tung Chung Crescent Block 5

2.5.1.9 Both options are connected to the Citygate in view of the connectivity. Option S1 is situated next to the planned visitation church development with priests’ quarters. In comparison, Option S2 is located in close proximity to Tung Chung Crescent and more construction noise and dust impact to the nearby sensitive receivers would be anticipated. Moreover, a sharp turn is required for approaching and leaving the Option S2, it is not desirable for autonomous vehicles. Therefore, Option S1 is preferable.

2.5.1.10 Locations of other stations (besides TCC Station) for the ATCL alignment options are shown in Figure 2.1. ECSA-S Station and ECSA-N Station of Option 3, and CAX Station and CNA Station of Option 1 or Option 2 are mainly for the purpose of serving ECSA developments, while AL Station of Option 3 and SKYCITY Station of Option 1 or Option 2 is intended to connect the future developments in SkyCity. Option 3 is the only option to connect Academy Station which supports the transport system of Aviation Academy and other topside developments in HKP Island. Therefore, Option 3 is preferable.

2.5.1.11 Considerations of the ATCL alignment options including station siting options are listed and summarised in Table 2.3.

Table 2.3 Considerations on ATCL Alignment Options

Option ID	Benefits	Dis-benefits	Preferred Option
1	· Nil	· Require land reclamation of about 5,000m² causing a potential loss of habitats for marine ecology and fisheries · Land reclamation is close to the existing culverts that allow water circulation between the bay area and Tung Chung thus inducing water quality and ecological issue in short term and resulting in the change of hydrodynamic regime in long term, and would induce water quality and ecological issue in short term · Require excavation works at Scenic Hill for the ATCL alignment which results in loss of habitat of Romer’s Tree frog and higher volume (approximate over 5,500m³) of excavated materials generated · More waste generation from the additional structures for flyover/viaduct, such as bored piles, excavation works at Scenic Hill, and land reclamation works · Not able to support the population commuting to the planned Aviation Academy and other topside developments on HKP Islands	No
2	· Avoidance of land reclamation to minimise potential habitat loss of the marine ecology and fisheries, water quality impact and waste generation	· Require excavation works at Scenic Hill for the ATCL alignment which results in loss of habitat of Romer’s Tree frog and higher volume (approximate over 5,500m³) of excavated materials generated · More waste generation from the additional structures for flyover/viaduct, such as bored piles and excavation works at Scenic Hill · Not able to support the population commuting to the planned Aviation Academy and other topside developments on HKP Islands	No
3	· Avoidance of land reclamation to minimise potential habitat loss of the marine ecology and fisheries, water quality impact and waste generation · Avoidance of excavation works at Scenic Hill to minimise the loss of habitat of Romer’s Tree frog and waste generation · Maximise the at-grade section as compared to Options 1 & 2 and thus, less waste generation from the additional structures for flyover/viaduct such as bored piles · Academy Station (in Option 3 only) supports the transport system of Aviation Academy, other topside developments in HKP Island · Passenger reaches all stations along ATCL/ACL directly with no passenger interchange is required	· Nil	Yes

2.5.1.12 In view of the above, ATCL alignment Option 3 is selected as a preferred option.

2.5.2 Depot

2.5.2.1 Considering the ease of access and land availability, two potential locations have been considered for the depot along ATCL. Option D1 is located at the land near the Academy Station at the south of HKP Island and Option D2 is located near the Scenic Hill Tunnel, both locations are summarised in Table 2.4 and shown in Figure 2.2.

Table 2.4 Alternative Options – Depot Locations

Option ID	Descriptions
D1	Located at the HKP Island and close to the proposed Academy Station
D2	Located near the Scenic Hill Tunnel area and close to the future ECSA development area

2.5.2.2 The depot shall provide essential regular maintenance servicing for autonomous vehicles employed for the ATCL. Major servicing shall be carried out off-site by the zero emission vehicle supplier specialist services. The depot consists of a plant room and depot area. The plant room is designed to be maximum approximately 7-10m high single-storey building (refer to Figure 2.3). Considering the implication on various environmental aspects and its accessibility, two potential locations (Option D1 and Option D2 as shown in Figure 2.2) have been considered for the depot along ATCL.

Environmental Considerations

2.5.2.3 The proposed depot is small-scaled and does not involve polluting process such as paint spraying and dry polishing activities. Electrified equipment will be used for maintenance works and exhaust emission of Non-road Mobile Machinery (NRMM) adopted are expected to be limited. Thus, adverse air quality impact associated with the associated maintenance works at the depot is not anticipated. On the other hand, Option D1 and Option D2 will be located at over 1.5km and about 600m from the nearest noise assessment point (i.e. Seaview Crescent) respectively. Moreover, air-conditioning would be provided for the planned Aviation Academy and HKA Training Academy located near Option D1 and Option D2 respectively. No adverse environmental impact will be expected for both options during the construction and operational phase. Thus, the preferred location of the depot is mainly based on its accessibility which is discussed below.

Site Accessibility

2.5.2.4 As Option D1 is located within the Closed Area, permit is required to access the site of Option D1. In comparison, Option D2 is connected to the public road network (e.g. Kwo Lo Wan Road), which provides easier access for stakeholders during both the construction and operational phases.

2.5.2.5 Considering the environmental considerations and site accessibility, Option D2 is preferred.

2.5.3 Marine Facilities

Location Options

2.5.3.1 Considering the integration to the Airport City concept, there are two potential location options for the proposed marine facilities. As shown in Figure 2.4, the location at the north of Chek Lap Kok, waterspaces near the AsiaWorld – Expo (Option MF-A) and waterspaces between Airport Island and HKP Island (Option MF-B) have been taken into considerations. Alternative location for options of the proposed marine facilities are summarised in Table 2.5.

Table 2.5 Alternative Options – Marine Facilities Locations

Option ID	Descriptions
MF-A	The waterspaces in Option MF-A are located near the AsiaWorld -Expo to the north of Chek Lap Kok. It is the closest location to the existing airport facility
MF-B	The waterspaces in Option MF-B are located between Airport Island and HKP Island. It is the most convenient location with the most sheltered area near the Airport City development and ATCL alignment

2.5.3.2 Option MF-A is located near the Proposed North Lantau Marine Park (NLMP) and ecologically sensitive area (e.g. the artificial reef at the Chek Lap Kok Marine Exclusion Zone). Option MF-B is located within the SkyPier basin where is further away from the proposed NLMP and ecologically sensitive area, and no open sea dredging works is required due to sufficient water depth. Thus, it is considered less impact on the water quality and marine ecology on Option MF-B than Option MF-A.

2.5.3.3 Moreover, the wave attenuator for the marine facilities of Option MF-A providing a relatively sharp turn and causing additional floating refuse easily trapped or accumulated. Alternatively, Option MF-B is located between Airport Island and HKP Island. Floating refuse potentially trapped or accumulated will be similar to the existing condition. Therefore, Option MF-B is preferred in view of potential accumulation of floating refuse.

2.5.3.4 The constraints, benefits and dis-benefits of different location options of the marine facilities with preferred option identified are summarised in Table 2.6.

Option ID	Benefits	Dis-benefits	Constraint Descriptions	Preferred Options
MF-A	· The closest location to the existing airport facility	· Open sea dredging may be required during construction phase due to insufficient water depth. Marine maintenance dredging is required to allow the vessels access berthing facilities during operation phase. Open sea dredging during both construction and operation phases would impose potential impacts on waste management, fisheries, marine ecology and water quality · Potential impact on water quality and marine ecology would be imposed to the Proposed North Lantau Marine Park and the artificial reef at the Chek Lap Kok Marine Exclusion Zone · The installation of wave attenuator will provide a relatively sharp turn and cause additional floating refuse easily trapped or accumulated	· It is located at the approach light area of the existing north runway (future Centre Runway) and also located within Hong Kong International Airport Approach Areas (HKIAAA) no.3, which no vessel shall pass or enter. As a result, this option is not feasible	No
MF-B	· Most convenient location near the Airport City development and ATCL alignment · Locating the marine facilities away from the existing and planned marine parks, any potential water quality and ecological and fisheries impacts would be considered less as compared to Option MF-A · Only marine maintenance dredging is required, less marine sediment would be generated · The floating refuse potentially trapped or accumulated will be similar to the existing condition	· Management of mooring area and vessel height specific arrangement shall be imposed · Marine maintenance dredging is required to allow the vessels access berthing facilities, which would impose potential impacts on waste management, fisheries, marine ecology and water quality	· It is located within the SkyPier Basin, which considered to be the most sheltered area near Airport City development. The south of the basin is within HKIAAA no.5, which no vessel with height exceeding 15m shall pass or enter	Yes

Design Layout

2.5.3.6 Marine facilities would provide services to general public travelling to the Airport or HKP Island. Reference has been made to other international airports such as Singapore Changi Airport, where similar sea access facilities are provided near the airport for leisure and tourism, and transport where necessary.

2.5.3.7 The design of the marine facilities has accounted for the anticipated number of usages by travellers and the required mix of berth type in different sizes to optimise the configuration and number of berths required. As shown in Figure 1.2, the marine facilities consist of 73 berths for majority of medium-sized to small-sized vessels. By making reference to local marinas (e.g. Aberdeen Marina Club, Gold Coast Yacht and Country Club and Lantau Yacht Club), around 86% of berths are provided for boat length from 11-20m, around 8% of berths are provided for boat length equal to or less than 10m and around 6% of berths are provided for boat length from 21-35m. A relative high number of berths for medium-sized vessel in the proposed design allows flexibility for the use by smaller vessels as most common sizes of vessel found in Hong Kong range from 6m-35m with majority less than 20 m. The proposed design is considered as the most efficient and cost-effective configuration which optimizes the safe manoeuvrability for vessels while accommodating the essential berthing and associated facilities.

2.5.4 Environmental Considerations of Construction Methods

Piling Construction

2.5.4.1 Percussive piling and bored piling are the commonly piling methods adopted for construction. In comparison with percussive pilings, bored piling construction generates less noise and vibration. To minimize the construction noise impact generated from the Project to Chinese White Dolphins, bored pile foundation will be adopted for marine viaduct and land viaduct for ATCL, and SKYCITY Pier and berthing facilities in marine facilities.

Pier Column / Bridge Deck Construction

2.5.4.2 Construction of pier columns could be carried out by (i) cast in-situ or (ii) precast method. Cast in-situ method will use steel formwork to construct the pier column. For pre-cast method, the precast concrete column unit prefabricated off site will be transported to the site for installation.

2.5.4.3 Either cast in-situ or precast method will be considered for the construction of bridge deck. For both cast in-situ and precast methods, the deck segments will be constructed by the balanced cantilever method or conventional full span by span method, except for marine viaduct of which only balanced cantilever method could be adopted. For cast in-situ using balanced cantilevered method, cantilevered bridge deck segments would be casted on the form-traveler and the deck segment will be constructed starting from the bridge pier and on either side for balancing itself. Bridge deck would be casted on the of temporary working platforms which would be used as supporting structures in conventional full span by span method. For precast method, precast units of the bridge deck will be manufactured off-site and delivered to the site for installation by either balanced cantilevered or full span by span method which would be similar to the above discussed. However, installation of pre-cast units instead of concreting works would be carried out.

2.5.4.4 The advantages and disadvantages of different construction methods for piles and pier column/bridge deck are summarised in Table 2.7. Potential environmental impacts of both construction methods of cast in-situ and precast method for pier columns/bridge decks have been assessed in this EIA study. No adverse environmental impact is expected from the construction of the Project.

Table 2.7 Advantages and Disadvantages of Construction Methods

Method	Advantages	Disadvantages
Piling Construction
Percussive Piling Method	· Piles can be precast to the required specifications · Require shorter construction time, reduce the duration of potential environmental impacts	· The vibration/ underwater noise from the equipment and plants might affect the marine ecology, soil condition and adjacent structures · Relatively higher noise impact from the percussive piling method · Higher headroom required
Bored Piling Method	· Relatively lower noise and vibration than using percussive piling method. Hence, less disturbance to Chinese White Dolphins and marine species, less disruption to soil condition and adjacent structure · Less headroom restriction	· More expensive, comparing with percussive piling method · Longer construction time, relatively
Pier Column / Bridge Deck Construction
Precast Method	· Pre-casting activities are carried out off site in a fabrication yard. Hence, better control on workmanship and construction quality. · As the casting carried out off site, the impact on-site for air quality, noise, water quality, waste management during construction phase will be minimised. · Requires less construction equipment on site, the noise impact will also be minimised · Less site constraint due to erection of temporary falsework	· Since the structure for this Project are not modular in design, the tailor-made precast units for construction of mould takes longer construction time and generate more waste than in-situ method · The shipping of the precast unit will be constrained by the height limit of the airport · Reduce design flexibility as the mould for fabrication is fixed
In-situ Method	· Post-tensioning is possible · Longer service time period and minimal maintenance · Require relatively less special skilled workers · Steel formworks will be used instead of timber to maximize the reuse of formwork, and minimize the waste generation · More flexibility to deal with design changes	· Require large area for erection of temporary falsework · Workmanship and construction quality are difficult to control

Consideration of Construction Works Sequence

2.5.4.5 From the baseline information, while Chinese White Dolphins (CWDs) utilise waters in the Assessment Area, the likelihood of the areas within and in the vicinity of the Project site as important habitat for CWDs is low and the said areas are not considered as unique and important habitats for CWDs. Also, the marine works area involving piling during the construction stage is relatively small. Unacceptable impacts from the Project to water quality and CWDs are not expected with the implementation of appropriate preventive and mitigation measures recommended in the EIA report. Therefore, no specific construction works sequence would be required with respect to water quality and CWD.

2.5.4.6 To optimize construction works sequence with the least potential impacts to the surroundings, at most two marine piles will be installed / constructed concurrently at the proposed marine facilities works area and the marine viaduct works area across Tung Chung Navigation Channel, respectively, during construction phase. In addition, the piling works will only be conducted after setting up temporary working platform within the active marine works areas surrounded by silt curtain.

2.6 Description of the Preferred Option

2.6.1 ATCL

2.6.1.1 The ATCL provides transport links of about 5km in length connecting Tung Chung, Airport and HKP Island. The carriageway adopts a single 2-lane configuration.

2.6.1.2 A summary of the key ATCL elements is given in Table 2.8 below.

Table 2.8 Summary of Key ATCL Elements

ATCL Elements	Descriptions
1. ATCL alignment (in total approx. 5km)	· At-grade sections: 2,660m (approx.) · Land viaduct sections: 880m (approx.) · Marine viaduct section: 230m (approx.) · The spur line of approximately 980m connecting to the Academy Station
2. Stations of ATCL	· Tung Chung Central (TCC) Station (elevated) · ECSA-N Station (at-grade) · ECSA-S Station (at-grade) · Approach Lights (AL) Station (at-grade) · Academy Station (at-grade) · With provision of lavatories
3. Other associated works	· Connecting works to planned ACL · Walkway and footbridges at ECSA-N Station, ECSA-S Station, and connection with at-grade road section and land viaduct section near ACL · Depot for maintenance, storage, charging and cleaning of zero emission vehicles · Reprovision / realignment of the affected facilities, such as bus stop, cycling track, footpath, etc. · Diversion / reprovision of affected utilities · Plant room(s)

2.6.1.3 The proposed ATCL is to connect HKP Island, Airport Island and Tung Chung Town Centre via a dedicated road link. According to the transport demand and the nearby public transport services, the stations are located at the potential high visitor numbers for enhancing transit transport connectivity.

2.6.1.4 Five stations are set along the ATCL, namely (TCC Station, ECSA-S Station, ECSA-N Station, AL Station and Academy Station). Approximately two lookout points will be introduced along the ATCL walkway for visitors to enjoy the scenic view of the sea, HKP Island and Tung Chung.

2.6.1.5 Generally, the land viaduct, at grade road and marine viaduct are proposed for the ATCL. The ATCL except the short marine viaduct section will sit on the existing land along the shoreline with minimal land formation works to minimize the amount of fill and cut required. There will be no land reclamation works required for the construction of the at-grade section of the ATCL. Temporary working platforms is proposed to sit on the existing seawall and remain above the High Water Mark and no seabed will be affected.

2.6.1.6 For marine viaduct section, no open sea dredging will be carried out to minimise environmental impacts. No off-site work areas is proposed for the Project. The details of the ATCL alignment and facilities is provided in the below sections.

ATCL – between Tung Chung Central Station and Airport Island (Land and Marine Viaduct Section)

2.6.1.7 The ATCL land viaduct originated from TCC Station will deck over part of the slip road from North Lantau Highway (NLH) to Tung Chung Waterfront Road (TCWR), the cycling track and associated walkway along Tat Tung Road and the landscape between them, with a total length of approximately 290m.

2.6.1.8 For the marine section, the viaduct, across the Tung Chung Navigation Channel, is approximately 230m in length, supported by bridge concrete piers. The location, number and size of piles and pile caps of bridge piers of the ATCL will be similar to / close to the NLH, in order to maintain the same marine navigation channel dimension as existing. The pier shape of the marine section will be designed in a similar form of the NLH to provide a consistent appearance between the two bridges. The deck level will also be in line with the NLH. The purpose of adopting this alignment for this marine viaduct is to minimise the change on the flow regime along the Tung Chung Navigation Channel, hence minimise the environmental impacts on water quality and marine ecology.

2.6.1.9 TCC Station is an elevated platform potentially connecting to One Citygate with a relatively simple and lightweight appearance when comparing with the surrounding buildings, to minimise the visual impact. The station is a covered area with canopies in light colour materials and glass to allow cross ventilation and natural light.

ATCL – between Scenic Hill and ECSA (At-grade Section)

2.6.1.10 The ATCL, originating from TCC Station, will continue to run elevated across the Tung Chung Navigation Channel and reach the Airport Island near the base of Scenic Hill where it will then change to an at-grade road and continue along the east shore of the Airport Island. Two intermediate stations, namely ECSA-S Station and ECSA-N Station, will be introduced with passenger access facilities to connect to the nearby leisure and commercial areas. These stations will be covered by a canopy which provides a simple shelter against inclement weather, and minimises the visual impact viewing from the sea. The covered footbridges will be designed with canopies and mesh which allow cross ventilation and natural light to the internal space.

ATCL – between ECSA and ACL (At-grade Section)

2.6.1.11 ATCL will continue to run along shoreline and one intermediate station, namely AL station, will be located at this section. The proposed alignment will not interfere with the current anemometer station at Hong Kong Observatory (HKO).

ATCL – Integration with ACL (Land Viaduct Section)

2.6.1.12 The at-grade ATCL carriageway that runs along the shore at Airport Island will change to elevated viaduct form as it is approaching HKP Island in order to connect to the elevated ACL. On the other side, to connect with the Academy Station, an at-grade spur line will run from the HKP Island and connect with the Academy Station. To provide pedestrian access between the at-grade spur line and the elevated viaduct to ACL, a link footbridge equipped with staircase and lift is introduced.

ATCL – A Spur Line to Academy Station (At-grade Section)

2.6.1.13 An at-grade spur line of ATCL, including carriageway and walkway with the same configuration as typical ATCL design, is proposed to connect to southern promenade of HKP Island and terminated at the Academy Station. The Academy Station is introduced as the terminal station of the spur line. The position of the station is assumed to be at-grade and near the southern promenade of the HKP Island.

Depot

2.6.1.14 A depot provides storage for zero emission vehicles where maintenance has to be carried out ensuring the service and availability of the zero emission vehicle system is not compromised. The depot does not involve polluting process such as paint spraying and dry polishing activities. Vehicles that are not required for the operation, can be stored in the depot. Facilities provisions include essential and emergency vehicle repair and maintenance workshop, vehicle storage area, charging area, cleaning area, and other ancillary facilities such as equipment storage room, E&M facilities, etc.

2.6.2 Marine Facilities

2.6.2.1 The proposed marine facilities are intended to enable marine connectivity of the HKIA which offers leisure and tourism. The proposed marine facilities will provide a pier (SKYCITY Pier) and berthing facilities for pleasure vessels. Commercial fishing is prohibited at the marine facilities.

SKYCITY Pier

2.6.2.2 The pier is proposed at the seaside adjacent to the south of the SkyPier Terminal Bonded Bridge and ACL, and also in the vicinity of SKYCITY. Situated between the ACL and the berthing facilities, the pier with two berths is proposed to provide marine transport services associated with leisure and tourism. Landside facilities, such as toilets and storage room, etc, will be provided in a building block in order to facilitate pier’s operation. The marine transport services will adopt fuel-powered marine vessels in the first place, and zero emission vessels in the future subject to technological maturity and market availability. The pier consists of floating pontoon supported by guide piles. The pier will be managed by AAHK and/or its agent. The pier is proposed to accommodate vessels to take passengers from the Airport Island to tourist attractions in Hong Kong, and is estimated to generate 30 vessel movements per day.

Berthing Facilities

2.6.2.3 The berthing facilities are developed with a view to promote tourism and form part of the leisure offerings in SKYCITY. The facilities will be managed by AAHK and/or its agent under pre-booking and pre-approval of services. Incoming vessels will travel through the navigation channel and will make a turn to berth on one of assigned berth at finger pontoons. Pleasure vessels are expected to stay overnight given the parking nature of the berthing facilities, projected to have a maximum berthing period of 1 month. The projected future peak marine traffic activity of pleasure vessels to/from the proposed berthing facilities is anticipated to be 44 vessel movements per day. In addition, the marine vessels using the berthing facilities will be required to turn off the engines when they are parked at the berthing facilities. Significant marine vessel emission is not expected within the water channel, and the marine facilities would only generate limited air quality impact. Appropriate mitigation measures could be considered to minimise the potential impacts on the air sensitive receivers in the vicinity of the marine facilities.

2.6.2.4 The berthing facilities will have four floating platforms to provide the general public tentatively 73 berths for medium-to-small size pleasure vessels. The walkways and fingers of the floating platforms will consist of concrete floating pontoons supported by guide piles. The northernmost section of the floating platforms will consist of wave attenuator using concrete floating pontoons with wave attenuation function to reduce the wave condition inside the bay area. A gangway is proposed to connect the landside and seaside facilities.

2.6.2.5 For the landside facilities, a security gate and a kiosk area will be located on the landside to control the entrance and departure to the berthing facilities. Waiting areas will be allocated on the landside to provide space for the users to transit to airport. In order to facilitate the operation of the berthing facilities, a 6m high one-storey building block (8m x 67m) is proposed to provide supporting facilities, such as shower and toilet facilities, locker and changing room, etc. for the services users.

2.7 Construction Methods and Engineering Requirements

2.7.1 ATCL

Marine Viaduct

2.7.1.1 The construction of marine viaduct will not involve open sea dredging and no excavated materials from the confined pile casings will be in direct contact with the open sea water. Construction of bored piles and pile caps for four marine bridge piers will be carried out at the marine viaduct section of the ATCL, the construction method illustrated in Figure 2.5(a).

Substructure Works (Piles and Pile Caps)

2.7.1.2 Construction of the marine viaduct’s foundation will generally involve the use of in-situ bored piles founded on bedrock. After deploying the silt curtain to surround the active marine works area, temporary working platform will then be installed. After installation of temporary working platform and deployment of silt curtain, piling equipment will be set up on a temporary working platform. Over the marine viaduct section, bored piling works will be conducted. Upon completion of bored piles, pile cap construction will be commenced. Details are provided below.

2.7.1.3 Temporary working platforms will be either installed by (i) supporting casing or (ii) supporting casing reinforced by mini-piles, subject to the site conditions.

2.7.1.4 Temporary Working Platform by Supporting Casings: Silt curtain will be deployed before the installation of temporary working platform and piling works as preventive measures for containing and minimising sediment plume spread. The temporary foundations for the temporary working platform will be positioned to the seabed by vibratory hammer. The temporary working platform will be prefabricated on barge and put on the temporary supporting casings for installation. All piling plants will be set up on the temporary working platform.

2.7.1.5 Temporary Working Platform by Supporting Casings reinforced by Mini-piles: Silt curtain will be deployed before the installation of temporary working platform and piling works as preventive measures for containing and minimising sediment plume spread. The temporary foundations for the working platform will be positioned to the seabed by piling rig until reaching rockhead and rock socket. The materials inside the casing will be removed by flushing the borehole by compressed air. Reinforcement will be installed in the bored hole followed by grouting by tremie method. Temporary working platform will be prefabricated on barge and put on the temporary supporting casings. All piling plants will be set up on temporary working platform.

2.7.1.6 Bored Piles Construction: The pile construction will be carried out through placing a steel pile casing at the pier site within the silt curtain, in which the siltation and turbidity will be contained within casing and silt curtain. The silt curtain can reduce the dispersion of suspended solid. A funnel would be placed at the top of pile casing during excavation. This construction method would create a confined environment for excavation, which could minimise the release of suspended solids into the water column and reduce the risk of disturbance to the seabed and the adjacent marine environment. Mechanical Grab and Reverse Circulation Drill will be used inside the casing for excavation of sediments and rocks respectively. As the pile construction will be confined in the pile casing, no materials will be in direct contact with the open sea water, hence to protect the water body, marine ecology and minimise the fisheries impact. After the bored piles construction, the temporary foundations and the temporary working platform shall be removed to enable construction of the pile cap and subsequent works.

2.7.1.7 Pile Cap Construction: Upon completion of bored piles, the marine pile caps above high-tide level will be installed through construction of precast pile cap shell, which is a watertight enclosure. The precast pile cap shell will protect the sides and bottom of the pile cap from ingress of sea water during construction and made proper covers during its service life. Additionally, rebar fixing, and concreting works will be carried out inside the precast pile cap shell. Any seawater inside the precast pile cap shell will be pumped out and the precast pile cap shell will prevent ingress of seawater to create a dry working environment throughout the construction process of pile cap. The rebar fixing and concreting works will be subsequently carried out inside the precast pile cap shell. There are 4 marine bridge piers under the Project.

2.7.1.8 Pre-fixed steel reinforcement cage with permanent casing will be installed inside the precast pile cap shell before concreting. Concrete from existing batching plants will be delivered to the piling site by concrete trucks via marine route using ro-ro barge for concreting the marine piles.

Superstructure Works (Pier Columns, Bridge Deck and the rest of the road furniture)

2.7.1.9 Pier Columns: Construction of pier columns could be carried out by (i) cast in-situ or (ii) precast method as discussed in Section 2.5.4.2.

2.7.1.10 Bridge Deck: For the construction of bridge deck, either precast construction method or in-situ construction method will be adopted as discussed in Section 2.5.4.3.

Land Viaducts

2.7.1.11 Bored Pile Construction: Percussive piling and bored piling are the commonly piling methods adopted for construction. In comparison with percussive pilings, bored piling construction generates less noise and vibration. To minimise the noise impact generated from the Project, bored pile foundation will be adopted for land section of ATCL viaduct. Predrilling at the centre of each bored pile location will be carried out into the designed grade of rock to form the rock socket. Pile construction with concreting works will be conducted. Rebar lowering down and concreting works while temporary casing is retrieved. Minor excavation shall be required for the pile cap.

2.7.1.12 Pile Cap Construction: Similar to the marine viaduct section, cast in-situ bored piles will be adopted for the foundation of the land viaduct and the elevated platform deck. The land pile caps will be embedded below ground level. Precast concrete shell will be installed for the construction of the pile caps. Concrete from existing batching plants will be delivered to the site by concrete trucks via land route.

2.7.1.13 Pier Columns: Similar to the marine viaduct, the construction of pier columns in land viaduct could be carried out by (i) cast in-situ or (ii) precast method. (Section 2.7.1.9 refers)

2.7.1.14 Bridge Deck: Similar to the marine viaduct, either precast construction method or in-situ construction method will be adopted. (Section 2.7.1.10 refers)

At-grade Road (including the spur line to Academy Station)

2.7.1.15 The ATCL will have at-grade sections of road. The typical at-grade road section will be constructed by minor excavation for laying utilities and road drainage. Trench will be excavated using open-cut method and light shoring will be provided for trench excavation.

2.7.1.16 For works near the seawall, existing rock amour will need to be removed prior to construction. Temporary working platforms shall be built to support excavation and subsequent construction works to avoid any transfer of significant loadings to seawall.

2.7.1.17 Minor seawall modification works would be required at sections where the proposed ATCL will be clashing with the seawall.

2.7.1.18 For this at-grade road section, the below three construction methods are proposed to suit the designed alignment and the site conditions, and to minimize the impact on the new ATCL on the existing seawall.

Method 1 – For normal at-grade road

2.7.1.19 Method 1 is proposed if the edge of the footpath is not extended beyond the seawall cope line. The excavation works will be carried out by open cut method for underground utilities laying, and followed by backfilling. Lastly, the concrete or bituminous pavement will be constructed. The construction methods are illustrated in Figure 2.5(b).

Method 2 – For at-grade road with cantilevered slab

2.7.1.20 Method 2 is proposed if the edge of the footpath is less than or equal to approximately 2m beyond the seawall cope line but above the High Water Mark. For the construction of cantilever slab beyond the seawall cope line, rock armours that clash with the cantilever slab would be removed by an excavator. Afterwards, the excavation would be carried out by open cut method for underground utilities laying and construction of the cantilever slab would be carried out using cast in-situ concreting method. After reinstating the removed rock armours, backfilling and construction of the road pavement will be carried out. The construction methods are illustrated in Figure 2.5(c).

Method 3 – For at-grade road with cantilevered slab using Socketed H-piles

2.7.1.21 Method 3 is considered if the edge of the footpath is extended more than approximately 2m beyond the seawall cope line. In Method 3, the ATCL beyond the seawall cope line but within and above the High Water Mark will be formed by beams and slabs which are supported by socketed H-piles. Firstly, the existing rock armours will be removed and concrete blocks will be placed to form a working platform. Then, a silt curtain will be deployed and construction of the socket H-piles will be carried out by piling machine. The piles will be protected from corrosion and marine action by the left-in steel casing and applied corrosion protective coating. After installation of the H-piles, the excavation works behind the seawall cope line by open cut method for underground utilities laying will be carried out. The pile cap and deck will then be constructed. After reinstating the removed rock armours/concrete blocks and backfilling, the removal of silt curtain and construction of road pavement will be carried out. The construction methods are illustrated in Figure 2.5(d).

2.7.1.22 All three methods will be utilized along the ATCL and to different extents, where some sections will require certain options in greater proportion than others.

Depot

2.7.1.23 The proposed depot would be constructed over the Scenic Hill Tunnel and part of the box culvert leading to the outfall. Since the existing tunnel has been designed for supporting road pavement on top of the tunnel, no additional structure is required to support the parking space of autonomous vehicles.

2.7.1.24 Minor site formation works and shallow excavation would be carried out at the proposed parking area. The soil would then be compacted to the required density. The concrete pavement would be constructed by in-situ concreting.

2.7.1.25 The excavation for the construction of raft footing would be carried out by open cut excavation. The raft footing would be constructed by in-situ concreting as well. The depot facilities would be constructed on the raft footing.

Footbridge

2.7.1.26 Three footbridges which are located at the ECSA-N Station, ECSA-S Station and near the land viaduct connecting to ACL respectively are proposed. Only footbridge at ECSA-N Station, which spans over the existing Hong Kong Link Road (HKLR), shall be constructed over HKLR. The structural form consists of steel prefabricated with socketed H-pile that shall be driven.

2.7.1.27 The construction method of the footbridge at ECSA-N Station shall entail predrilling and construction of piles. The pile caps and bridge piers will be performed by in-situ concreting. Then, the footbridge segments will be prefabricated and delivered on site, on site welding at the temporary working platform will be carried out. Upon construction of staircases, lift tower, canopy and street furniture, the temporary working platform shall be removed.

2.7.1.28 The construction method of the footbridge at ECSA-S Station and the footbridge near the land viaduct connecting to ACL shall entail the same methodology as construction method of the footbridge at ECSA-N Station except that the temporary platform will not be used.

2.7.2 Marine Facilities

2.7.2.1 The proposed sequence of the construction activities for the marine facilities, which include the SKYCITY Pier and berthing facilities (i.e. floating platforms, wave attenuator, fixed ramp and gangway, etc.) are illustrated in Figure 2.5(e).

SKYCITY Pier

2.7.2.2 The construction sequence will start with installation of piles for gangway and pier, then construct cast in-situ pile cap and deck structure of the pier. Lastly, installation of gangway and fenders on the sides of the pier will be carried out. The gangway will be assembled/ installed on the constructed deck structure.

2.7.2.3 A temporary working platform is needed for piling construction works and will be constructed after the silt curtain deployed. The temporary working platform will be erected and assembled at piling locations by deploying derrick lighter/ crane barge.

2.7.2.4 For the floating pontoon(s), the guide piles will be driven into seabed/rockhead level by piling machine set up on the temporary working platform. The floating pontoons for the floating platforms will be constructed at an existing fabrication yard outside Hong Kong, and will arrive at the project site via marine access. The pre-fabricated floating pontoons will be lifted and secured segment by segment with guide piles by derrick lighter/ crane barge.

2.7.2.5 For the socketed H-piles of SKYCITY Pier, a temporary working platform will be constructed after the silt curtain deployed. For the construction of piles, the casing will be sunk down to the bedrock using drilling rig set up on the temporary working platform, the marine-based sediment will be excavated and extracted from top of the bored hole. Then, the socketed H-piles will be installed by crane barge. Afterwards, the temporary working platform shall be modified at the pile cap locations by deploying derrick lighter for pile cap construction. The steel wall panels and base panels of the temporary working platform will act as the wall and base to form the entire formwork of the pile cap. Sealing panels will be provided at any joints of the steel formwork to prevent any leakage of concrete during pouring. Lastly, concrete will then be poured by a concrete pump truck on a flat top barge. In order to avoid the impacts on the water quality, fisheries and marine ecology, no open sea dredging will be involved. To further prevent any concrete from entering into the sea, the flat top barge will be located as close as practicable to the temporary working platform. If necessary, impervious sheet will be placed between the flat top barge and the temporary working platform.

2.7.2.6 The building blocks for SKYCITY Pier is located in landside of the marine facilities and is a reinforced concrete buildings supported by raft foundation. Despite excavation is required for the construction of the raft foundation, sheet piling would be used to support the excavation and avoid the potential ground water pollution. In-situ casting approach would be adopted to suit site conditions.

Berthing Facilities

2.7.2.7 The construction methods are similar to the relevant items of SKYCITY Pier, which includes the floating pontoons on guide plies for the floating platform of the berthing facilities (Section 2.7.2.4 refers), wave attenuator on socketed H-piles with pile caps to be constructed using the modified temporary working platform (Section 2.7.2.5 refers), and reinforced concrete building blocks in landside (Section 2.7.2.6 refers).

2.7.3 Maintenance Dredging at Marine Facilities

2.7.3.1 Maintenance dredging within the proposed marine facilities would be required regularly to maintain safe navigable water depth close to the existing seabed level. Maintenance dredging will be carried out in every two years. The maintenance dredging would be required during operation of the proposed marine facilities. Maintenance dredging would maintain the seabed level within the area of marine facilities at about the current level to provide enough depth for the designated type of marine vessels to safe maneuverer and berth. In order to restore the seabed level to the current level every two years, maximum 500mm depth marine sediment will be dredged during maintenance dredging. The maximum working rate for maintenance dredging is assumed to be 40m³ per hour and only one closed grab dredger will be working in any time.

2.8 Works Programme

2.8.1.1 The construction works of the Project will be tentatively commenced in Q4 2025 and be completed in 2027/2028. A tentative construction programme for the Project is provided in Appendix 2.1. A summary of the key construction works period is listed below.

· ATCL (including ATCL alignment, stations and other associated works)

Tentative construction period: Q4 2025 to Q1 2028

Tentative commissioning year: 2028

· Marine Facilities (including SKYCITY Pier and berthing facilities)

Tentative construction period: Q2 2026 to Q4 2027

Tentative commissioning year: 2028

2.9 Concurrent Projects

2.9.1.1 Key concurrent projects in the vicinity of the Project are identified and summarised in Table 2.9 and their locations are shown in Figure 2.6. Potential cumulative impacts from these concurrent projects (if any) are assessed in this EIA study.

Table 2.9 Summary of Concurrent Projects

	Project Name	Construction Commencement Dates	Construction Completion Dates	Considered in the EIA Study
ID	Project Name	Construction Commencement Dates	Construction Completion Dates	Construction Stage	Operational Stage
1	Tung Chung New Town Extension (TCNTE)^[1]	2018	2030	Outside assessment area
2	11 SKIES^[2]	2017	2023	No	Yes
3	Commercial Developments at ECSA^[2]	2025	2035	Yes	Yes
4	Development of Airport-related Supporting Uses at HKP Island ^[2]	2021	2030	Yes	Yes
5	Tung Chung Line Extension ^[3]	2023	2029	Yes	Yes
6	Planned Visitation Church Development^[4]	2023	2026	Yes	Yes
7	Airportcity Link^[2]	2022	2025	No	Yes
8	SkyPier Terminal Bonded Bridge^[2]	2020	2023	No	Yes
9	Commercial Development-cum-Public Market in Tung Chung Area 6^[5]	Programme not available		Yes	Yes
10	Planned Commercial Development^[2]	Programme not available and under planning		Yes	Yes

Note:
[1] Source: Project website of Tung Chung New Town Extension (TCNTE)

(https://env.tcnte.hk/ )

[2] Source: Information provided by AAHK

[3] Source: Tung Chung Line Extension EIA Report (Register No.: AEIAR-235/2022)

[4] Source: Information provided by the Project Proponent of the Visitation Church during liaison meeting

[5] Source: Information provided from Sustainable Lantau Office/CEDD

2.9.1.2 According to relevant information from the project website of TCNTE (https://env.tcnte.hk/) under the Civil Engineering and Development Department (CEDD), the reclamation and advance works have been commenced in 2018 and the site formation and infrastructure works have been commenced in 2021. With reference to the approved EIA Report (Register No.: AEIAR-196/2016), the tentative completion date will be 2030. Tung Chung New Town Extension (TCNTE) is located more than 500m from the Project boundary. Considering the distances from the Project, significant environmental impacts with the Project is not anticipated.

2.9.1.3 The 11 SKIES including the hotel, retail, dining, entertainment developments which will be completed by 2023. Therefore, the operation of 11 SKIES would be considered as an ASR in the construction dust impact assessment of the Project. No other environmental impacts would be anticipated during construction and operational phases.

2.9.1.4 Commercial developments at ECSA including office and hotel developments are located next to the ATCL alignment, ECSA-N Station and ECSA-S Station. Considering the ECSA commercial developments will be constructed concurrently with the Project, the cumulative construction dust impact has been evaluated in this EIA study. No other environmental impacts would be anticipated during construction and operational phases.

2.9.1.5 Development of airport-related supporting uses at HKP Island including the development of automated car parks, aviation academy campus, data centre and Refuse and Recycling Facility (RRF). The automated car parks will be located to the east of the Passenger Clearance Building of the HKP providing parking spaces for the travellers and users of the HZMB. The proposed aviation academy campus will comprise training facilities with central air-conditioning. Moreover, the data centre will be located at the south eastern side of the HKP and the RRF will be located at the south-eastern side of the HKP. Considering the building development will be constructed concurrently with the Project, the cumulative construction dust impact has been considered in this EIA study. No other environmental impacts would be anticipated during construction and operational phases.

2.9.1.6 Tung Chung Line Extension is located about 250m away the site boundary. With reference to the approved EIA Report (Register No.: AEIAR-235/2022), the tentative completion date will be 2029. Considering the development will be constructed concurrently with the Project, the cumulative construction and fixed noise impacts and construction dust impact has been considered in this EIA study. No other environmental impacts would be anticipated during construction and operational phases.

2.9.1.7 In addition, planned visitation church is located next to the TCC Station of the ATCL. The site area of planned visitation church is approximately 0.22 hectare. Due to small-scale development and the concurrent period would be the final construction stage of the planned visitation church, it is anticipated only interior fitting out and minor exterior works will be carried out concurrently, the environmental impact from this development would be limited. Therefore, significant cumulative environmental impacts with this development are not anticipated.

2.9.1.8 Construction of ACL and SkyPier Terminal Bonded Bridge will be completed by 2025 and 2023 respectively, and afterward come into operation. Since the constructed bridge piers and traffic induced by these two projects are considered in air quality and water quality impact assessments, the operation of these two developments have been considered in this EIA study. However, significant cumulative environmental impacts with this development are not anticipated.

2.9.1.9 A commercial development-cum-public market in Tung Chung Area 6 is proposed and located near the existing Tung Chung Station. The potential development is relatively small with approximate 0.6 hectare and only includes a commercial building. The development programme has yet confirmed during the course of this EIA study. Considering limited environmental impacts would be arisen from a small-scale commercial building development, significant cumulative environmental impacts is not expected from this project.

2.9.1.10 The planned commercial development near the SkyCity is still under planning. The schedule on commercial development have yet to be confirmed. The potential development is relatively small with area less than 1 hectare and only includes a commercial building. Considering limited environmental impacts would be arisen from a small-scale commercial building development, significant cumulative environmental impacts with this development are not anticipated.

2.10 Public Concern

2.10.1.1 The Project Profile was submitted to the EPD on 15 Jun 2021, and was exhibited for public consultation between 16 Jun 2021 to 29 Jun 2021. 5 written comments, concerning the needs of the Project and its potential impacts in water quality, waste management, ecology and fisheries, were received. The environmental concerns and the responses are summarised in Table 2.10. The concerned impacts have been assessed in this EIA study (Chapters 5, 6, 7 and 8), and no adverse impacts are anticipated from this Project.

Table 2.10 Summary of Concerns and Responses

Key Concerns	Responses
Romer’s tree frog and greenhouse frog	To avoid the loss of habitat for Romer’s Tree Frog, excavation works for the selected alignment of ATCL will not encroach Scenic Hill. To further minimise potential impact to Romer’s Tree Frog, screening for greenhouse frog, including adults and eggs, in soil and landscape materials is recommended to be carried out before used for backfilling/landscaping purpose. Detailed assessment could be referred to Section 7.5 of this EIA report.
Coastal environment	The ATCL, except the marine viaduct section, will sit on the existing land along the shoreline with minimal land formation works. During the construction phase, there will be no land reclamation works required for the at-grade section of the ATCL. Temporary working platforms are proposed to sit on the existing seawall and remains above the High Water Mark. The associated water and ecology impacts, have been assessed in Section 5.9 and Section 7.6 respectively and no adverse impacts are anticipated.
Waste management on C&D materials	The C&D materials from the proposed project shall be properly stored, transported and disposal of at the designated locations. The tentative designated locations and transportation routes have been considered in Section 6.4. A real-time GPS tracking system connecting to the internet or intranet allowing efficient tracking and monitoring to avoid illegal dumping or landfilling of C&D materials has been recommended in Section 6.5.
Water quality impacts to Tung Chung Bay/River	Impact assessment to the adjacent sensitive receivers, including Tung Chung Bay, has been conducted in Section 5. Appropriate preventive and mitigation measures are recommended to minimise the potential water quality impact induced by the Project. Unacceptable water quality impact from the construction works under the Project is not expected. Water quality impact to Tung Chung River which is located further away from the Project is not expected as well.
Potential impact on mangrove skimmer species	Mangrove communities are recorded in Tung Chung Bay, San Tau and Tai Ho Wan which are more than 1km from the Project site, as such unacceptable impacts to the mangrove communities including Mangrove skimmer species are not anticipated.
Potential impact on CWD	Impact assessment on CWD has been conducted as discussed in Section 7.6 of the EIA Report. Mitigation measures have been recommended as stated in Section 7.9 of the EIA Report.
Needs of the Project	The needs of the Project are to enhance the connectivity from Airport Island to Tung Chung through Autonomous Transportation System. Also, the marine facilities are to provide marine connectivity of yachts and ferries to the Airport Island. The needs of the Project have been discussed in Section 2.2.
Potential marine ecological impacts on corals and fisheries	Impact assessment to marine ecology and fisheries has been conducted as discussed in Section 7 and Section 8 of the EIA Report. Unacceptable impacts to marine ecology and fisheries are not anticipated. Water quality mitigation measures proposed in Section 5.9 will be sufficient to mitigate the impact on marine ecological resources, including corals, and fisheries (e.g. control of dredging rate for maintenance dredging, deployment of cage-type silt curtain during construction and maintenance dredging, good site practice).

2.10.1.2 During the course of the EIA study, AAHK reached out to different stakeholders through meetings, briefings-cum-airport visits and webinars, including community groups, members of District Councils in the airport’s five neighbouring districts, business chambers, professional groups, unions and youth organisations. AAHK introduced the Airport City strategy, including the ATCL Project, to the stakeholders and sought their feedback on the Project. No environmental issue in relation to the ATCL Project was raised during the outreach. On 27 July 2021, AAHK briefed Islands District Council members on Airport City developments including the ATCL Project, receiving positive views from the members, who opined that the ATCL Project would provide a convenient and environmentally friendly means of transport to the Lantau District.

[1] Fung (2015) Romer’s Tree Frog on Scenic Hill, Chek Lap Kok – A Dissertation Submitted for the Master

of Science in Environmental Management – The University of Hong Kong

2 PROJECT DESCRIPTION

2.1 Purposes and Objectives of the Project

2.2 Need of the Project

2.3 Benefits of the Project

2.4 “Without Project” Scenario

2.5 Alternative Options of the Project

2.6 Description of the Preferred Option

2.7 Construction Methods and Engineering Requirements

2.8 Works Programme

2.9 Concurrent Projects

2.10 Public Concern