308875/ENL/ENL/03/07/D May 2014 P:\Hong Kong\ENL\PROJECTS\308875 3rd runway\03 Deliverables\07 Final EIA Report\Ch 15 - LVIA.doc 15-1 Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report 15.1 Introduction 15.1.1.1 This chapter of the report presents an assessment of the potential landscape and visual impacts associated with the three-runway system (3RS) in accordance with the Environmental Impact Assessment Ordinance (EIAO) and the requirements of the EIA Study Brief (No. ESB-250/2012). Both construction and operation impacts are assessed. The project boundary is illustrated in Drawing MCL/P132/EIA/15-001.1 and MCL/P132/EIA/15-001.2. 15.1.1.2 The assessment includes: A listing of the relevant environmental legislation and guidelines; A definition of the scope and contents of the study, including a description of the assessment methodology; A review of the relevant planning and development control framework; A baseline study providing a comprehensive and accurate description of the baseline landscape resources, landscape character areas, zone of visual influence and key groups of existing and planned visually sensitive receivers (VSRs). Identification of the source of landscape and visual impacts; Recommendation of appropriate mitigation measures and associated implementation programmes; Assessment of the potential landscape and visual impacts, by taking into account the sensitivity of receivers, prediction of the magnitude of change experienced by the receivers and resulting potential impact significance, before and after the mitigation measures; and Clear evaluations and explanation with supportive arguments of all relevant factors considered in arriving at the significance thresholds of the landscape and visual impacts. 15.1.1.3 Colour photographs showing baseline conditions (photographs are augmented to show all approved planned / committed projects), and photomontages and illustrative materials supporting conclusions are provided and the locations of all viewpoints are clearly mapped. Photomontages at representative locations provide comparison between existing views (augmented to show all approved planned / committed projects); proposals on Day 1 after completion without mitigation; on Day 1 after mitigation, and in Year 10 after mitigation. 15.2 Landscape and Visual Legislation, Standards and Guidelines 15.2.1.1 The following environmental legislation, standards and guidelines are applicable to the evaluation of landscape and visual impacts associated with the construction and operation of the project: Environmental Impact Assessment Ordinance (Cap 499) and the Technical Memorandum on EIA Process (EIAO-TM), particularly Annexes 3, 10, 11, 18, 20 and 21; 15. Landscape and Visual Impact
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Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report
15.1 Introduction
15.1.1.1 This chapter of the report presents an assessment of the potential landscape and visual impacts
associated with the three-runway system (3RS) in accordance with the Environmental Impact
Assessment Ordinance (EIAO) and the requirements of the EIA Study Brief (No. ESB-250/2012).
Both construction and operation impacts are assessed. The project boundary is illustrated in
Drawing MCL/P132/EIA/15-001.1 and MCL/P132/EIA/15-001.2.
15.1.1.2 The assessment includes:
� A listing of the relevant environmental legislation and guidelines;
� A definition of the scope and contents of the study, including a description of the assessment
methodology;
� A review of the relevant planning and development control framework;
� A baseline study providing a comprehensive and accurate description of the baseline
landscape resources, landscape character areas, zone of visual influence and key groups of
existing and planned visually sensitive receivers (VSRs).
� Identification of the source of landscape and visual impacts;
� Recommendation of appropriate mitigation measures and associated implementation
programmes;
� Assessment of the potential landscape and visual impacts, by taking into account the
sensitivity of receivers, prediction of the magnitude of change experienced by the receivers
and resulting potential impact significance, before and after the mitigation measures; and
� Clear evaluations and explanation with supportive arguments of all relevant factors considered
in arriving at the significance thresholds of the landscape and visual impacts.
15.1.1.3 Colour photographs showing baseline conditions (photographs are augmented to show all
approved planned / committed projects), and photomontages and illustrative materials supporting
conclusions are provided and the locations of all viewpoints are clearly mapped. Photomontages
at representative locations provide comparison between existing views (augmented to show all
approved planned / committed projects); proposals on Day 1 after completion without mitigation;
on Day 1 after mitigation, and in Year 10 after mitigation.
15.2 Landscape and Visual Legislation, Standards and Guidelines
15.2.1.1 The following environmental legislation, standards and guidelines are applicable to the evaluation
of landscape and visual impacts associated with the construction and operation of the project:
� Environmental Impact Assessment Ordinance (Cap 499) and the Technical Memorandum on
EIA Process (EIAO-TM), particularly Annexes 3, 10, 11, 18, 20 and 21;
15. Landscape and Visual Impact
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− An Ordinance to provide for assessing the impact on the environment of certain projects and
proposals, for protecting the environment and for incidental matters.
− The Technical Memorandum sets out the principles, procedures, guidelines, requirements and
criteria for the technical content of an environmental impact assessment study brief or
environmental impact assessment report.
� Hong Kong Planning Standards and Guidelines;
− The Hong Kong Planning Standards and Guidelines (HKPSG) is a Government manual of criteria
for determining the scale, location and site requirements of various land uses and facilities.
� Hong Kong 2030 Planning Vision and Strategy Final Report;
− Is a long-term planning strategy to guide future development and provision of strategic
infrastructure and to help implement government policy targets in a spatial form.
� Landscape Value Mapping of Hong Kong;
− Essential landscape baseline information to provide a systematic reference framework to facilitate
landscape assessment and broad environmental assessment of major projects at territorial level.
� EIAO Guidance Note No. 8/2010;
− The Environmental Impact Assessment Ordinance, (Cap 499) Guidance Note advises on the
requirements in vetting Landscape and Visual Impact Assessment of designated projects under
the Technical Memorandum on EIA Process for the Environmental Impact Assessment
Ordinance.
� Town Planning Ordinance (Cap 131);
− To promote the health, safety, convenience and general welfare of the community by making
provision for the systematic preparation and approval of plans for the lay-out of areas of Hong
Kong as well as for the types of building suitable for erection therein and for the preparation and
approval of plans for areas within which permission is required for development.
� Foreshore and Sea-bed (reclamations) Ordinance (Cap 127);
− To provide for the publication of proposals in respect of reclamations over and upon any
foreshore and sea-bed; to make provision in respect of objections to the proposals, the payment
of compensation and connected matters; and to repeal the Public Reclamations and Works
Ordinance (Cap 113, 1984 Ed.) and the Foreshores and Sea Bed Ordinance (Cap 127, 1984
Ed.).
� Forests and Countryside Ordinance (Cap 96) and its subsidiary legislation the Forestry
Regulations;
− To consolidate and amend the law relating to forests and plants, and to provide for the protection
of the countryside.
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� Country Parks Ordinance (Cap 208);
− To provide for the designation, control and management of country parks and special areas.
� Marine Parks Ordinance (Cap 476) and associated subsidiary legislation;
− To provide for the designation, control and management of Marine Parks and Marine Reserves.
� Protection of Endangered Species of Animals And Plants Ordinance (Cap. 586);
− To regulate the import, introduction from the sea, export, re-export, and possession or control of
certain endangered species of animals and plants and parts and derivatives of those species; and
to provide for incidental and connected matters.
� Approved Chek Lap Kok Outline Zoning Plan (OZP) No. S/I-CLK/12;
� Approved Tung Chung Town Centre Area Outline Zoning Plan (OZP) No. S/I-TCTC/18;
� SILTech Publication (1991) – Tree Planting and Maintenance in Hong Kong (Standing
� GEO publication (1/2009) – Prescriptive Measures for Man-made Slopes and Retaining Walls;
� GEO 1/2011 – Technical Guidelines on Landscape Treatment for Slopes;
− This publication presents guidance on good practice of landscape treatments for man-made
slopes and engineering works on natural terrain in Hong Kong.
� Land Administration Office Instruction (LAOI) Section D-12 – Tree Preservation;
− It is policy to ensure that no tree is felled unnecessarily nor, where control exists, without the prior
consent of Government and that whenever possible, and appropriate, approval to the felling of
any tree is made subject to a compensatory landscaping/replanting scheme.
� Land Administration Office, Lands Department Practice Note 7/2007 - Tree Preservation and
Tree Removal Application for Building Development in Private Projects;
− This practice note ensures trees are not unnecessarily felled on private lots.
� DEVB TC (W) No.2/2012 Allocation of Space for Quality Greening on Roads;
− This circular aims to introduce improvements in greenery, to develop existing greened areas and
allow opportunities for greening and landscape during the planning and development of public
works projects.
� DEVB TC (W) No.3/2012 Site Coverage of Greenery for Government Building Projects;
− This circular sets out the standards and requirements on site coverage of greenery for new
government building projects and the methodology of measurement and calculation for the
purpose of the required site coverage of greenery
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� DEVB TC (W) No.2/2013 Greening on Footbridges and Flyovers;
− This circular updates the policy and requirements for greening on new footbridges and flyovers in
built-up areas
� ETWB TCW No. 2/2004 – Maintenance of Vegetation and Hard Landscape Features;
− This circular sets out the departmental responsibilities for maintenance of vegetation and hard
landscape features.
� ETWB TCW No. 29/2004 – Registration of Old and Valuable Trees, and Guidelines for their
Preservation;
− This circular sets out the procedures for registration of old and valuable trees on unleased
Government land within built-up areas and tourist attraction spots in village areas.
� ETWB TCW No. 36/2004 The Advisory Committee on the Appearance of Bridges and
Associated Structures (ACABAS);
− This circular updates the membership of the Advisory Committee on the Appearance of Bridges
and Associated Structures (ACABAS). Revised guidelines for ACABAS submissions are also
included to promote better understanding of the submission requirements.
� ETWB TCW No. 5/2005 – Protection of Natural Streams/Rivers from Adverse Impacts Arising
from Construction Works;
− This circular provides an administrative framework to better protect all natural streams/rivers from
the impacts of construction works. The procedures promulgated under this Circular aim to clarify
and strengthen existing measures for protection of natural streams/rivers from government
projects and private developments.
� ETWB TCW No. 10/2013 - Tree Preservation;
− This circular sets out the policy on tree preservation, and the procedures for control of tree felling,
transplanting and pruning in Government projects.
� WBTC No. 25/93 – Control of Visual Impact of Slopes;
− This circular outlines the design principles recommended to be used in designing manmade
slopes for Public Works projects in order to reduce their adverse visual impact.
� WBTC No. 17/2000 – Improvement to the Appearance of slopes in connection with WBTC
25/93;
− This circular outlines the principles and procedures recommended for all departments involved in
new slope formation and in upgrading and maintenance of existing slopes for improving the
aesthetic and environmental impact of slope works.
� WBTC No. 7/2002 – Tree Planting in Public Works;
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− This circular affirms the advocated policy on tree planting which adopts a flexible and balanced
approach in the planning and design of public works.
� Latest Proper Planting Practices and other relevant guidelines issued by Development Bureau
(Greening, Landscape and Tree Management Section).
� Latest Hong Kong International Airport (HKIA) Approved Plant Species List.
15.2.2 Review of Relevant Planning and Development Control Framework
15.2.2.1 A review will be undertaken of the relevant planning and development control framework for the
landscape study area (500 m beyond the limit of the works). The relevant OZPs for the project
works are the Chek Lap Kok Outline Zoning Plan No. S/I-CLK/12 and Tung Chung Town Centre
Area Outline Zoning Plan No. S/I-TCTC/18. Extracts of which are shown in Drawing
MCL/P132/EIA/15-002 and described in Section 15.5.3.
15.3 Scope and Content of Study
15.3.1 Project Site Boundary
15.3.1.1 Land is required to be formed to the north of the existing HKIA by land formation to provide a
platform for the development of the third runway and all associated airport infrastructure and
facilities. The tentative project site boundary comprises the proposed land formation footprint,
boundary of existing airport island, and potential daylighting point for the submarine fuel pipelines
on Sheung Sha Chau Island, and is shown in Drawing MCL/P132/EIA/15-001 and
MCL/P132/EIA/15-010.
15.3.2 Major Work Components
15.3.2.1 Construction of proposed land formation area: The project covers mainly an area of land
formation of approximately 650 ha to the north of the existing HKIA and other relevant
modifications on the existing airport island due to this future development. The land formation
activities comprise mainly ground treatment, seawall construction and filling.
15.3.2.2 Construction of airport related infrastructure and superstructures: Upon completion of the
land formation, various construction activities relating to infrastructure and superstructures will
commence. The layouts and designs for individual components are subject to the ongoing
infrastructure scheme design for the project.
15.3.2.3 Diversion of submarine fuel pipelines: The preferred method for diversion of the submarine
fuel pipelines involves horizontal directional drilling (HDD), which is a trenchless installation
technique commonly used in drilling oil and gas wells. The HDD method will be deployed to
install the pipelines directly from the existing HKIA to Sheung Sha Chau Island by underground
drilling. The pipelines will land on Sheung Sha Chau Island where the existing aviation fuel
receiving facility (AFRF) is located. A temporary floating work platform may be required.
15.3.2.4 Diversion of 11 kV submarine cable: The preferred method for diversion of the 11 kV
submarine cable involves diversion via water jetting method with field joint (to connect the new
cable to the existing cable) to the south of the Sha Chau and Lung Kwu Chau (SCLKC) Marine
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Park. The cable will be buried about 5 m below seabed. At the field joint area, a small area of
excavation will be needed to expose the existing cable, which will then be lifted up to a barge for
forming the field joint. Upon completion of the field joint, the remaining cable will be buried below
seabed level. During construction, marine vessels carrying out the cable diversion and field joint
connection works will produce landscape and visual impacts. The minor impacts produced from
these works are included in the LVIA, however, they are not the focus of the assessment.
15.3.2.5 Please refer to Chapter 4 for a detailed list of the project components.
15.3.3 Consideration of Alternative Options
15.3.3.1 The alternative options and opportunities available for provision of a third runway in Hong Kong,
in terms of its alignment, the associated airport layout and construction methods have been
considered and elaborated in Chapter 3 of the EIA. Consideration of the landscape and visual
implications of the alternative options is included as one of the key differentiators in the
comparison of the different options leading to the selection of the preferred option. Further details
can be referred to Section 3.4.4. This Chapter 15 details the landscape and visual impacts of the
preferred option.
15.3.4 Limits of Study Area
15.3.4.1 The limit of the landscape impact study is 500 m beyond the boundary of the works (as stated in
the EIA study brief), which is shown in Drawing MCL/P132/EIA/15-001.1). The limit of the visual
impact study is the Zone of Visual Influence (ZVI) of the works during the construction and
operation phases (as stated in the EIA study brief, which is illustrated in Drawing
MCL/P132/EIA/15-010).
15.3.4.2 As the cable and fuel line have different construction methods they will have different landscape
and visual outcomes. The diversion of the 11 kV submarine cable would result in some increased
vessel activity, resulting in a potential impact upon the Landscape Character Area (LCA) (and
VSRs), and therefore the alignment is included in the landscape study area. Diversion of the
11 kV submarine cable will produce minor landscape and visual impacts. The minor impacts
produced from these works are included in the LVIA, however, they are not the focus of the
assessment. On the other hand, the submarine fuel pipelines would be constructed by HDD,
which is a trenchless installation technique that involves the installation of pipes, conduits, and
cables in a shallow arc using a surface-launched drilling rig. Consequently the 500 m landscape
study area and ZVI include the surface-launched drilling rig on airport island and daylighting point
on Sheung Sha Chau Island. There will be no landscape or visual impact on the sea area above
the undersea alignment of the fuel pipelines and consequently the sea area above the undersea
alignment is not included in the landscape study area. The daylighting point on Sheung Sha Chau
Island will produce minor landscape and visual impacts. The minor impacts produced from these
works are included in the LVIA, however, they are not the focus of the assessment.
15.4 Landscape and Visual Impact Assessment Methodology
15.4.1 General Approach
15.4.1.1 Landscape and visual impacts shall be assessed separately for the construction and operation
phases. The assessment of landscape impacts shall involve the following procedures.
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15.4.2 Landscape Impact Methodology
15.4.2.1 Identification of the baseline Landscape Resources (LRs) and Landscape Character Areas
(LCAs) found within the study area. This is achieved by site visits and desk-top studies of
topographical maps, information databases, approved EIAs of the committed projects and
photographs. Reference is also made to the ‘Landscape Value Mapping of Hong Kong’ study.
15.4.2.2 Assessment of the degree of sensitivity to change of the LRs and LCAs. This is influenced
by a number of factors including whether the resource/character is common or rare, whether it is
considered to be of local, regional, national or global importance, whether there are any statutory
or regulatory limitations / requirements relating to the resource, the quality of the resource /
character, the maturity of the resource, and the ability of the resource/character to accommodate
change. The sensitivity of each landscape feature and character area is classified as follows:
High: Important landscape or landscape resource of particularly
distinctive character or high importance, sensitive to relatively small
changes
Medium: Landscape or landscape resource of moderately valued landscape
characteristics reasonably tolerant to change
Low: Landscape or landscape resource, the nature of which is largely
tolerant to change
15.4.2.3 Identification of potential sources of landscape change. These are the various elements of
the construction works and operational procedures that would generate landscape change.
15.4.2.4 Identification of the magnitude of landscape change. The magnitude of the change depends
on a number of factors including the physical extent of the change, the landscape and visual
context of the change – i.e. a set circumstance/facts surrounding the change, the compatibility of
the project with the surrounding landscape; and the time-scale of the change - i.e. whether it is
temporary (short, medium or long term), permanent but potentially reversible, or permanent and
irreversible. Landscape changes have been quantified wherever possible. The magnitude of
landscape change is classified as follows:
Large: The landscape or landscape resource would suffer a major
change
Intermediate: The landscape or landscape resource would suffer a moderate
change
Small: The landscape or landscape resource would suffer slight or
barely perceptible changes
Negligible: The landscape or landscape resource would suffer no discernible
change
None: The landscape or landscape resource would suffer absolutely no
impact
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15.4.2.5 Identification of potential landscape mitigation measures. These may take the form of
adopting alternative designs or revisions to the basic engineering and architectural design to
prevent and/or minimise adverse impacts; remedial measures such as colour and textural
treatment of building features; and compensatory measures such as the implementation of
landscape design measures (e.g. tree planting, creation of new open space etc.) to compensate
for unavoidable adverse impacts and to attempt to generate potentially beneficial long term
impacts. A programme for the mitigation measures is provided. The agencies responsible for the
funding, implementation, management and maintenance of the mitigation measures are identified
and their approvals-in-principle are being sought.
15.4.2.6 Prediction of the significance of landscape impacts before and after the implementation of
the mitigation measures. By synthesising the magnitude of the various changes and the
sensitivity of the various landscape resources it is possible to categorise impacts in a logical, well-
reasoned and consistent fashion. Table 15.1 shows the rationale for dividing the degree of
significance into four thresholds, namely insubstantial, slight, moderate, and substantial,
depending on the combination of a negligible-small-intermediate-large magnitude of change and
a low-medium-high degree of sensitivity of the LRs / LCAs. The significance thresholds are
defined as follows:
Substantial: Adverse / beneficial impact where the proposal would cause
significant deterioration or improvement in existing landscape
quality
Moderate: Adverse / beneficial impact where the proposal would cause a
noticeable deterioration or improvement in existing landscape
quality
Slight: Adverse / beneficial impact where the proposal would cause a
barely perceptible deterioration or improvement in existing
landscape quality
Insubstantial: No discernible change in the existing landscape quality
None Absolutely no change in the existing landscape quality
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Table 15.1: Relationship between Receptor Sensitivity and Magnitude of Change in Defining Impact Significance
Mag
nit
ud
e o
f C
han
ge
Large
Intermediate
Small
Negligible
None
Low Medium High
Receptor Sensitivity
(of Landscape Resource, Landscape Character Area or VSR)
Note:
The colours in the above table categorise the total spectrum of impacts rising from the lowest value at the bottom left corner to the highest value at the top right corner. It may be seen that for some combination of classification levels of Magnitude of Change and Receptor Sensitivity, there are 2 possible impact significance thresholds. When the Magnitude of Change and Receptor Sensitivity are assessed to be towards to higher ends of each classification level the resultant impact significance would be deemed to be the higher of the two impact significance thresholds.
15.4.2.7 Prediction of Acceptability of Impacts. An overall assessment of the acceptability, or
otherwise, of the impacts according to the five levels of significance set out in Annex 10 of the
EIAO-TM is stated in the conclusion in Section 15.10.3.1. According to Annex 10, the evaluation
of landscape and visual impacts may be classified into five levels of significance based on type
and extent of the effects concluded in the EIA study:
� The impact is beneficial if the project will complement the landscape and visual character of
its setting, will follow the relevant planning objectives and will improve overall and visual
quality;
� The impact is acceptable if the assessment indicates that there will be no significant effects
on the landscape, no significant visual effects caused by the appearance of the project, or no
interference with key views;
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� The impact is acceptable with mitigation measures if there will be some adverse effects, but
these can be eliminated, reduced or offset to a large extent by specific measures;
� The impact is unacceptable if the adverse effects are considered too excessive and are
unable to mitigate practically;
� The impact is undetermined if significant adverse effects are likely, but the extent to which
they may occur or may be mitigated cannot be determined from the study. Further detailed
study will be required for the specific effects in question.
15.4.3 Broad Brush Tree Survey Methodology
15.4.3.1 A broad brush tree survey in accordance with the EIA Study Brief is described in Section 15.5.6
and illustrated in Drawings MCL/P132/EIA/15-027.1, MCL/P132/EIA/15-027.2,
MCL/P132/EIA/15-027.3, MCL/P132/EIA/15-027.4, MCL/P132/EIA/15-027.5 and
MCL/P132/EIA/15-027.6. The survey provides baseline information on the existing trees within
the project site boundary and identifies dominant tree species, maturity, rarity and any plant
species of conservation interest.
15.4.3.2 Existing trees within the project boundary were surveyed in groups according to the location, in
which the following information was identified for each tree group:
� Tree group number;
� Botanical name and Chinese name of the main species found in the group;
� Approximate number of trees in the group;
� An assessment of average tree form (good / fair / poor) for each species found in each group;
� An assessment of average tree health (good / fair / poor) for each species found in each
group;
� An assessment of average amenity value (high / medium / low) for each species found in each
group; and
� Additional remarks are provided on the estimated approximate age range of the trees.
15.4.3.3 No rare or protected trees species were identified in the broad brush tree survey, however the
absence of such species cannot be absolutely confirmed in a broad brush survey.
15.4.4 Visual Impact Methodology
15.4.4.1 Landscape and visual impacts are assessed separately for the construction and operation
phases. The assessment of visual impacts has involved the following procedures.
15.4.4.2 Identification of the Visual Envelope and Zones of Visual Influence (ZVI) during the
construction and operation phases of the 3RS. The visual envelope is the area from which
any part of the proposed project can be seen and may contain areas, which are fully visible, partly
visible and non-visible from the project. The ZVI is the portion of the visual envelope that is within
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10 km from the proposed project. Identification of the visual envelope and ZVI is achieved by site
visits and desk-top studies of topographic maps and photographs to determine the visibility of the
3RS from various locations. Given the effects of distance and the panoramic qualities of many
views, VSRs beyond 10 km from the project will scarcely notice (and will find it very difficult to
distinguish) the 3RS in their wider views. At these distances, the proposed 3RS will not form a
feature of any significance in the VSRs frame of view and consequently will not influence the
visual experience of the VSR. Hence 10 km is considered the limit of the Zone of Visual
Influence.
15.4.4.3 Identification of the Visually Sensitive Receivers (VSRs) within the ZVI at construction and
operation phases. These are the people who would reside within, work within, play within, or
travel through, the ZVI. VSRs at both existing and committed developments will be considered in
this assessment.
15.4.4.4 Assessment of the degree of sensitivity to change of the VSRs. Factors considered
include:
� The type of VSRs, classified according to whether the person is at home, at work, at play, or
travelling. Those who view the impact from their homes are considered to be highly sensitive
as the attractiveness or otherwise of the outlook from their home will have a substantial effect
on their perception of the quality and acceptability of their home environment and their general
quality of life. Those who view the impact from their workplace are considered to be only
moderately sensitive as the attractiveness or otherwise of the outlook will have a less
important, although still material, effect on their perception of their quality of life. The degree
to which this applies depends on whether the workplace is industrial, retail or commercial.
Those who view the impact while taking part in an outdoor leisure activity may display varying
sensitivity depending on the type of leisure activity. Those who view the impact while travelling
on a public thoroughfare will also display varying sensitivity depending on the speed of travel.
� Other factors which are considered (as required by EIAO GN 8/2010) include the value and
quality of existing views and views from planned developments, the availability and amenity of
alternative views, the duration or frequency of view, and the degree of visibility.
15.4.4.5 The sensitivity of VSRs is classified as follows:
High: The VSR is highly sensitive to any change in their viewing
experience
Medium: The VSR is moderately sensitive to any change in their viewing
experience
Low: The VSR is only slightly sensitive to any change in their viewing
experience
15.4.4.6 Identification of the relative numbers of VSRs. This is expressed in terms of whether there
are very few, few, many or very many VSRs in any one category of VSR.
15.4.4.7 Identification of potential sources of visual impacts. These are the various elements of the
construction works and operational procedures that would generate visual impacts.
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15.4.4.8 Assessment of the potential magnitude of visual change. Factors considered include:
Duration and Frequency of
the impact:
Temporary / Permanent: This refers to the long term
presence of the visual change – whether it is experienced
by the VSR for the whole duration of the construction
phase or operation phase, or only part thereof.
Intermittent / Continuous: This refers to short term
frequency of the visual change - is it always visible
(continuous) or only at certain times (intermittent). For
example, travelling VSRs may only see the source
intermittently as they travel along their journey, whereas
residential VSRs may have continuous views from their
living room.
Reversibility of the impact: Reversible / Irreversible
Compatibility of the project
with the Visual Backdrop:
High / Medium / Low
Distance of the source of
impact from the viewer:
Shortest distance measured in metres (m) between the
VSR and the source.
Degree of visibility of
Source(s) of Visual Impact:
Full: virtually full uninterrupted view of the source of
impact
Partial: partial view of the source of impact which is
slightly hidden by intervening elements such as buildings,
vegetation etc.
Obscured: partial view of the source of impact which is
largely hidden by intervening elements such as buildings,
vegetation etc.
Scale of the development Small / Medium / Large
Potential Blockage of
Existing Views
Full / Partial / Slight / Negligible: The degree to which the
source of the impact blocks existing open views currently
experienced by the VSR.
15.4.4.9 The magnitude of visual change is classified as follows:
Large: The VSRs would suffer a major change in their viewing experience;
Intermediate: The VSRs would suffer a moderate change in their viewing experience;
Small: The VSRs would suffer a small change in their viewing experience;
Negligible: The VSRs would suffer no discernible change in their viewing
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experience;
None The VSRs would suffer absolutely no change in their viewing
experience.
15.4.4.10 Identification of potential visual mitigation measures. These may take the form of adopting
alternative designs or revisions to the basic engineering and architectural design to prevent
and/or minimise adverse impacts; remedial measures such as colour and finishing treatment of
building features; and compensatory measures such as the implementation of landscape design
measures (e.g. tree planting, creation of new open space etc.) to compensate for unavoidable
adverse impacts and to attempt to generate potentially beneficial long term impacts. A
programme for the mitigation measures shall be provided. The agencies responsible for the
funding, implementation, management and maintenance of the mitigation measures shall be
identified and their approval-in-principle shall be sought.
15.4.4.11 Prediction of the significance of visual impacts before and after the implementation of the
mitigation measures. By synthesising the magnitude of the various visual changes and the
sensitivity of the VSR, and the number of individuals in the VSR that are affected, it is possible to
categorise the degree of significance of the impacts in a logical, well-reasoned and consistent
fashion. Table 15.1 shows the rationale for dividing the degree of significance into four
thresholds, namely, insubstantial, slight, moderate and substantial, depending on the combination
of a negligible / small / intermediate / large magnitude of change and a low / medium / high
degree of sensitivity of VSRs. Consideration is also given to the relative numbers of individuals in
the VSRs in predicting the final impact significance - exceptionally low or high numbers of
individuals in a VSR may change the result that might otherwise be concluded from Table 15.1.
The significance of the visual impacts is categorised as follows:
Substantial: Adverse / beneficial impact where the proposal would cause
significant deterioration or improvement in existing visual quality
perceived by the general population;
Moderate: Adverse / beneficial impact where the proposal would cause a
noticeable deterioration or improvement in existing visual
quality perceived by the general population;
Slight: Adverse / beneficial impact where the proposal would cause a
barely perceptible deterioration or improvement in existing
visual quality perceived by the general population;
Insubstantial: No discernible change in the existing visual quality perceived by
the general population;
None Absolutely no change in the existing visual quality perceived by
the general population.
15.4.4.12 Prediction of Acceptability of Residual Impacts. An overall assessment of the acceptability or
otherwise of the residual impacts 10 to 15 years after implementation of visual mitigation
measures, according to the five criteria set out in Annex 10 of the EIAO-TM.
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15.4.5 Assumptions and Limitations
15.4.5.1 In accordance with EIAO Guidance Note 8/2010 (paragraph 3.7(a)) approved projects should
form part of the baseline conditions. Therefore, the landscape and visual outcomes (including
proposed landscape and visual mitigation measures) of approved projects currently under
construction, including the Hong Kong Boundary Crossing Facility (HKBCF), associated Hong
Kong Link Road (HKLR), the Southern Connection of Tuen Mun – Chek Lap Kok Link (TM-
CLKL), Residential / Commercial Development at Tung Chung (Area 55a), Residential
Development at Tung Chung (Area 55b) and the Public Rental Housing Development at Tung
Chung (Area 56) will be included as part of the baseline conditions for the 3RS. The predicted
completion date for the aforementioned projects is 2015 / 16 which is before commencement of
the 3RS.
15.4.5.2 The aforementioned projects are discussed below and are indicated on Drawing
MCL/P132/EIA/15-011.
� HKBCF and HKLR - HKBCF will serve as a transportation hub and provide clearance facilities
for goods and passengers using the Hong Kong – Zhuhai – Macao Bridge (HZMB). The
proposed HKBCF will be located on an artificial island of about 130 ha reclaimed from the
open waters off the northeast of HKIA. It is next to HKIA and Tung Chung New Town
Extension Study which are at convenient locations with good transportation connectivity. With
a variety of transport modes available in the proximity, HKBCF will become a multi-modal
transportation hub with HKIA, SkyPier, Airport Express Line and Tung Chung Line in the area.
HKLR will comprise sea viaducts in the western waters of Hong Kong, tunnels through Scenic
Hill and underneath the Airport Road and Airport Express Line, and at-grade roads on
reclamation along the east coast of airport island. The project consists of a dual three-lane
carriageway in the form of viaduct from the HK SAR boundary to Scenic Hill of approximately
9.4 km in length. The projects are due for completion in 2016.
� Southern Connection of TM-CLKL - TM-CLKL will be a dual two-lane carriageway connecting
the Tuen Mun Western Bypass (TMWB) at Tuen Mun Area 40 in the north with the proposed
HZMB HKBCF, the airport and North Lantau in the south. The northern connection between
Tuen Mun and HKBCF will be a sub-sea tunnel while the southern connection between
HKBCF and North Lantau will be on viaducts. The Southern Connection of TM-CLKL is due for
completion in 2016.
� Residential Development at Tung Chung (Area 56) - Tung Chung Area 56 covers a site area
of about 32,500 m2 and is located to the east of Ying Hei Road. According to the Tung Chung
Town Centre Area Outline Zoning Plan No. S/I-TCTC/18, the site is zoned “Residential (A)”
and has a plot ratio of five. The residential development is in line with the planning intention.
The development will consist of four domestic blocks of 41 storeys high. Completion of the
proposed development at Tung Chung (Area 56) is expected in 2016.
� Residential / Commercial Development at Tung Chung (Area 55a) – Tung Chung Area 55a
covers an area of about 25,400 m2 and is located north of Ying Hei Road. According to the
Tung Chung Town Centre Area Outline Zoning Plan No. S/I-TCTC/18, the site is zoned
“Residential (A)” and has a plot ratio of five. Completion of the residential / commercial
development at Tung Chung (Area 55a) is expected in 2016.
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� Residential Development at Tung Chung (Area 55b) - Tung Chung Area 55b covers as area of
about 26,400 m2 and is located north of Ying Hei Road. According to the Tung Chung Town
Centre Area Outline Zoning Plan No. S/I-TCTC/18, the site is zoned “Residential (A)” and has
a plot ratio of five. Completion of the residential development at Tung Chung (Area 55b) is
expected in 2015.
15.4.5.3 In addition, the following assumptions are made in the assessment:
� It is assumed that funding, implementation, management and maintenance of the landscape
and visual mitigation proposals can be satisfactorily resolved according to the principles in
ETWB TCW No. 2/2004. All mitigation proposals in the EIA report shall be practical and
achievable within the known parameters of funding, implementation, management and
maintenance. The suggested agents for the funding and implementation (and subsequent
management and maintenance, if applicable) are indicated in the EIA report. Approvals-in-
principle to the implementation, management and maintenance of the proposed mitigation
measures are being sought from the appropriate authorities.
15.4.6 Concurrent Projects
15.4.6.1 The concurrent projects that fall within the ZVI, therefore relating to the visual impact assessment,
have been identified below and are indicated on Drawing MCL/P132/EIA/15-011. The visual
impacts of these concurrent projects are taken into account in the cumulative assessment.
� Northern Connection of TM-CLKL - The proposed TM-CLKL, together with the proposed
TMWB, is a proposed strategic road link between North West New Territories (NWNT), North
Lantau, the proposed HZMB HKBCF and HKIA. The Northern Connection of TM-CLKL is
located just east of the Tuen Mun River Trade Terminal and is due for completion in 2018.
� Tung Chung New Town Extension Study – According to the Stage 2 Public Engagement
exercise in May 2013, the Tung Chung East Extension will comprise of a 120 ha landscape
formation, primarily for residential and recreational use. It is estimated to accommodate a
population of 110,000. The Tung Chung West Extension will comprise of a 14 ha land
formation, primarily for residential and recreational use, the proposed Tung Chung West
Station, high density developments close to the existing Tung Chung Road, medium density
developments in areas adjacent to Yat Tung Estate and village clusters near the Tung Chung
River Estuary to provide a stepped building height profile towards Tung Chung Bay. The Tung
Chung West Extension is estimated to accommodate a population of 43,000. The Tung Chung
New Town Extension Study would generate primarily residential and recreational VSRs in
large numbers. According to communications with the project proponent in December 2013,
this project is currently undergoing engineering and environmental assessment, and no
detailed construction programme is confirmed at this stage, though construction is currently
targeted to commence in 2018 and it is anticipated that the first population intake would occur
in 2023/24.
� Proposed Public Housing Development at Tung Chung West (Area 39) – The Public Rental
Housing (PRH) development at Tung Chung Area 39 is located on the south west of Yat Tung
Estate. To the east are villages including Ha Ling Pei, Wong Ka Wai and Lung Tseng Tau; to
the west is agricultural land; and to the south are YMC of Hong Kong Christian College and
Caritas Charles Vath College. The site area of the proposed development is approximately
3.23 ha. The proposed development will consist of four domestic blocks ranging from 94 - 130
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m high providing around 3,800 PRH flats. Construction of the PRH development at Tung
Chung West (Area 39) will commence in 2014 with completion in 2018.
� Proposed Residential Development at Tung Chung (Area 54) - Tung Chung Area 54 covers an
area of about 32,400 m2 and is located north of Ying Hei Road. According to the Tung Chung
Town Centre Area Outline Zoning Plan No. S/I-TCTC/18, the site is zoned “Residential (A)”
and has a plot ratio of five. Completion of the proposed development at Tung Chung (Area 54)
is anticipated to be in 2019/20.
� Lantau Logistics Park (LLP) - The LLP will be developed on the 72 ha out of a total
reclamation area of 112 ha off the north shore of Lantau Island immediately to the north of,
and encompassing, the existing Siu Ho Wan railway depot with proposals for possible
Logistics Park extension or other compatible uses for the remaining 40 ha of reclamation area.
The new reclamation will be an extension of the existing reclamation carried out for the North
Lantau Highway and the Siu Ho Wan depot. The exact layout of the proposed LLP reclamation
is subject to further study and will be confirmed after detailed investigation. Construction work
will involve reclamation, construction of surcharge, handling and stockpiling of excavated
materials for roadworks, drainage, waterworks, concreting works and construction traffic
movements on unpaved roads. According to communications with the project proponent in
September 2013, the development programme for the LLP is yet to be confirmed, and the land
uses for the proposed reclamation are subject to the outcomes of Agreement No. CE
9/2011(CE).
� Leisure and Entertainment Node at Sunny Bay - The Sunny Bay Reclamation, at the gateway
to the north east Lantau tourism hub and near the Sunny Bay MTR Station, was
recommended as a tourism node in the ‘Northshore Lantau Development Feasibility Study’. It
is suitable for a leisure and entertainment node, particularly for youths, which may comprise
such components as entertainment, dining, fashionable stores, performance venues, theme
attractions and indoor leisure and sports facilities like indoor man made beach. The proposal
could create synergy with Hong Kong Disneyland and other tourism proposals on Lantau.
Based on discussions with Planning Department in August 2013, it was identified that this
proposal does not yet have an implementation programme, and the land uses for this
proposed reclamation is also subject to the outcomes of Agreement No. CE 9/2011(CE) –
Increasing Land Supply by Reclamation and Rock Cavern Development cum Public
Engagement – Feasibility Study.
� New Contaminated Mud Marine Disposal Facility at Airport East/East Sha Chau - The project
involves the sequential disposal of contaminated mud into a series of dredged pits. The new
CMP to the south of The Brothers will operate between 2013 and 2016. Disposal of
contaminated sediment will begin at CMP Pit Vb at East Sha Chau upon completion of
disposal at the CMP south of The Brothers and this is expected to be ongoing throughout
2016 and 2017. Thereafter, disposal will begin at CMP Pit Vc at East Sha Chau, followed by
Pit Vd at East Sha Chau.
� Intermodal Transfer Terminus (ITT) – A planned development on HKIA to meet the additional
demand from an increase of transfer passengers at HKIA following the opening of the
aforementioned HZMB project. The works will include the expansion and modification of the
existing SkyPier facilities (located at the north-eastern extent of HKIA) to provide an ITT, a
bonded road linking ITT to HKBCF (the portion within HKIA), other associated road works and
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an underground APM maintenance facility. Construction is tentatively scheduled to commence
in 2014 for completion in 2017.
� North Commercial District (NCD) – A planned development of a new commercial centre with
basement car parking in the location of the existing SkyCity Nine Eagles Golf Course. NCD
will accommodate various commercial facilities include offices, hotels, and retail. Construction
is tentatively scheduled to commence in 2015 for completion in 2019
� Organic Waste Treatment Facilities at Siu Ho Wan - A planned development at Siu Ho Wan
which aims to recycle source-separated organic waste generated from the C&I sectors (mostly
food waste) to useful products, thereby minimising requirement for landfill disposal.. The
facilities will adopt anaerobic digestion and composting technologies to recycle organic waste
into biogas and compost products. According to communications with the project proponent in
August 2013, it is estimated that the DBO contract will be awarded in early 2014 and the plant
will be commissioned in mid-2016.
� Potential Sites for Columbarium Developments – Group B – Feasibility Study - Two sites in the
Tsuen Wan District located at the eastern and western end of Sham Shui Kok Drive in Siu Ho
Wan, North Lantau are shortlisted potential sites for columbarium development. Based on
communication with the works agent in January 2014, the study is still in the feasibility stage
and there is no implementation programme available yet, though it is initially proposed that this
development may be operational by 2020. Given that insufficient information is available at
this stage, this project cannot be considered as a concurrent project for cumulative impact
assessment, however, it will be considered as a potential future sensitive receiver in relevant
technical assessments.
� Planning and Engineering Study for Tuen Mun Areas 40 and 46 and the Adjoining Areas –
This is a planning and engineering study on the future land use options for Tuen Mun Areas
40 and 46 and the adjoining areas. Area 40 is currently zoned as “Industrial” use while parts of
Area 46 is zoned as “Other Specified Uses” annotated “Crematorium, Columbarium, Funeral
Services Centre and Open Space”. The study aims to investigate the potential for re-planning
these areas for alternative uses such as commercial, office and hotel uses, logistics uses, high
technology industry uses, residential use, etc. According to the latest information from the
project website, the feasibility study commenced in May 2013 and is anticipated for completion
in 2015, however the future development proposal is yet to be determined. Given that
insufficient information is available at this stage, this project cannot be considered as a
concurrent project and cumulative impacts will not be assessed.
� Cycle Track between Tsuen Wan and Tuen Mun - This project aims to provide a cycle track
between Tsuen Wan and Tuen Mun together with associated supporting and recreational
facilities. According to latest information published by the project proponent on this project, the
project is currently undergoing detailed design, which is estimated to be completed in phases
from mid-2014 to 2015, and the programme of construction works could only be finalised upon
completion of the detailed design work. Given that the construction programme is
unconfirmed, this project cannot be assessed for cumulative construction phase impacts.
15.4.6.2 The concurrent projects which fall within the 500 m landscape study area, therefore relating to the
landscape impact assessment, have been identified below. These projects, identified below, are
discussed in detail in Section 15.4.6.1 above, and are indicated on Drawing MCL/P132/EIA/15-
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011. The landscape impacts of these concurrent projects are taken into account in the cumulative
assessment.
� Tung Chung New Town Extension Study (partial);
� New Contaminated Mud Marine Disposal Facility at East Sha Chau (partial);
� Intermodal Transfer Terminus;
� The North Commercial District.
15.4.7 Photomontages
15.4.7.1 Representative views from various locations have been selected to illustrate the effectiveness of
the proposed impact mitigation proposal and residual impacts of the development in both short
and long terms. Photomontages illustrating the proposed works and the recommended mitigation
measures as well as the confirmed projects and mitigation measures are listed in Section 15.7.4.
The locations of the selected viewpoints are indicated in Drawing MCL/P132/EIA/15-010 with the
viewpoints illustrated in Drawings MCL/P132/EIA/15-017.1 to MCL/P132/EIA/15-026.2. The
photomontages illustrate the proposed development under the following scenarios:
� Existing Baseline Conditions in June 2013;
� Planned Baseline Conditions in 2016 before commencement of the 3RS (with committed and
approved projects: HKBCF, HKLR, Southern Connection of the TM-CLKL,
Residential/Commercial Development at Tung Chung (Area 55a), Residential Development at
Tung Chung (Area 55b) and Public Rental Housing (PRH) Development at Tung Chung (Area
56));
� Day 1 of completed works without mitigation measures;
� Day 1 of the completed works with mitigation measures; and
� The completed works with mitigation after 10 years.
15.5 Baseline Conditions
15.5.1 Landscape and Visual Study Area
15.5.1.1 Chek Lap Kok was an island in the western waters of Hong Kong. Together with the smaller Lam
Chau, it was levelled and merged via land formation into the 12.48 km2 platform for the current
HKIA, which opened for commercial operations in 1998. The island is located north of Lantau
Island off Ma Wan Chung and Tung Chung. The southern end of the Chek Lap Kok forms a small
peninsula, which has been left largely undeveloped. This area is facing Tung Chung and is now
named "Scenic Hill". It is the site of the Ancient Kiln Park and the Chek Lap Kok Angle Station of
the Ngong Ping 360 cable car.
15.5.1.2 Chek Lap Kok is located north of Tung Chung, which is an area situated on the north-western
coast of Lantau Island. Tung Chung was formerly a rural village around Tung Chung Wan, and
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along the delta and lower courses of Tung Chung River and Ma Wan Chung in the north-western
coast of Lantau Island developed as part of the Airport Core Programme.
15.5.1.3 Located south of Chek Lap Kok is Lantau Island which encompasses a land mass of 147 km², it
is the largest island in Hong Kong, almost twice the size of Hong Kong Island. Lantau Island
primarily consists of mountainous terrain. Lantau Peak (934 m) is the highest point of the island. It
is the second highest in Hong Kong, after Tai Mo Shan, and is almost twice the height of Victoria
Peak. Other mountains include Sunset Peak (869 m), Lin Fa Shan (766 m), Nei Lak Shan (751
m) and Yi Tung Shan (747 m). The largest country park of Hong Kong, Lantau South Country
Park is located on the island, which hosts two other parks, namely Lantau North Country Park
and its extension. These parks cover slightly more than half of the area of Lantau Island.
15.5.1.4 Located across Urmston Road is Castle Peak, Tai Lam Country Park and the town of Tuen Mun.
Castle Peak is a 583 m high peak in the western New Territories of Hong Kong. The area to the
west of the hill was also named Castle Peak. It is an industrial area with several power plants
owned by CLP. Tai Lam Country Park, is a country park located in the Tai Lam, at the south of
Yuen Long and east of Tuen Mun, in the western New Territories of Hong Kong. This country
park has an area of 54 km². Tuen Mun is a town near the mouth of Tuen Mun River and Castle
Peak Bay in the New Territories. It was one of the earliest settlements in Hong Kong which can
be dated back to the Neolithic period. Tuen Mun is now a modern mainly residential area in north-
west New Territories.
15.5.2 Committed and Approved Projects under Construction
15.5.2.1 In accordance with EIAO Guidance Note 8/2010 (paragraph 3.7(a)) approved projects to be
completed before commencement of the 3RS, should form part of the baseline conditions.
Therefore, the landscape and visual outcomes of approved projects currently under construction,
including HKBCF, HKLR Southern Connection of TM-CLKL, Residential / Commercial
Development at Tung Chung (Area 55a), Residential Development at Tung Chung (Area 55b)
and Public Rental Housing (PRH) Development at Tung Chung (Area 56) are included as part of
the baseline conditions for the 3RS as the aforementioned projects would be completed before
commencement of construction for the 3RS in 2016.
15.5.2.2 For ease of understanding, the baseline study describes what will be in existence once the
current approved and committed projects already under construction are completed. It is upon
that baseline that the impacts of future construction and operation of the 3RS will be felt, and it is
the 3RS’s impact on that baseline that are assessed, quantitatively and qualitatively, in this LVIA.
15.5.2.3 A review of the current land-uses within the study area is outlined below in Section 15.5.3. The
existing LRs and LCAs within the study area have been identified and described in Sections
15.5.4 and 15.5.5. The sensitivities of the LRs and LCAs have been summarised in Table 15.2
and Table 15.3.
15.5.3 Review of Current Land-Uses within the Assessment Area
15.5.3.1 A review has been undertaken of the current land-use and marine park designations within the
landscape study area. The relevant OZPs for the project works are the Chek Lap Kok Outline
Zoning Plan No. S/I-CLK/12 and Tung Chung Town Centre Area Outline Zoning Plan No. S/I-
TCTC/18 extracts of which is shown in Drawing MCL/P132/EIA/15-002.
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Chek Lap Kok Outline Zoning Plan No. S/I-CLK/12
15.5.3.2 The object of the plan is to specify the broad land use zonings and major transport network for
Chek Lap Kok and the HZMB and HKBCF so any development will be under statutory planning
control.
15.5.3.3 The following describes the land use zonings on land falling within the boundaries of the plan
which are always permitted and which may be permitted by the Town Planning Board, with or
without conditions on application.
� Other Specified Uses (“OU”): This zoning covers land for a number of specified uses. These
fall under the following specific areas as outlined below;
− Airport; intended for the development of airport operational facilities;
− Airport Service Area; indented for the development of airport support facilities to facilitate the
operation of the airport;
− Boundary Crossing Facilities; intended for the development of boundary crossing facilities and
related activities for the HZMB;
− Business Park; intended for the business activities relating to the airport;
− Highways Maintenance Area; intended to designate areas for the provisions of backup area for
operations and maintenance of HKLR;
− Pier; intended to designate land for piers to facilitate marine access to Chek Lap Kok;
− Satellite Control Building; intended to reserve land for the development of a satellite control
building;
− Sea Rescue Station; intended primarily to reserve land for the reprovisioning of the existing Fire
Services Department East Sea Rescue Facilities. The existing facilities will be affected by the
proposed automated people mover associated with HKBCF;
− Ventilation Building; to reserve land for the development of a ventilation building associated
with the TM-CLKL;
− Amenity Area; designated land for major roadside amenity areas and landscape buffers. This
includes the areas between the Dragonair Tower and China National Aviation Corporation
(CNAC) Tower and the proposed carriageway from HKBCF and HKLR.
� Commercial (“C”): Intended for airport related activities as well as other commercial
developments and business activities. This area is primarily focused in the north eastern
portion of Chek Lap Kok where the aim is to provide an aesthetically pleasant environment for
airport related enterprises and other business activities. Other supporting facilities in this zone
include hotels, offices, retail, exhibition centre, and recreational. A large portion of this area is
taken up by transport infrastructure including public car parks, terminal buildings and the
Airport Express Line Station. This zoning currently occupies 118.8 ha within the current OZP.
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� Government, Institutional or Community (“G/IC”): Intended for the provision of
Government, institution, or community facilities to support any airport operations and serve the
needs of other developments on Chek Lap Kok. Existing facilities within this zone include the
Government flying services centre, fire station, police complex and airmail centre. This zone
currently occupies 12.30 ha within the current OZP.
� Green Belt (“GB”): The planning intention for this zone is to preserve the existing natural
landscape at the knoll at the south eastern point of the Chek Lap Kok to provide a visual and
environmental buffer for the adjacent new town development of Tung Chung. The zone also
holds the purpose of providing a passive recreational outlet.
� Cultural Heritage Site: A cultural heritage site (Ha Law Wan Site of Archaeological Interest)
is located north of Scenic Hill with ancient kilns dated back to Yuan Dynasty. It is noted that
the site has been deemed worthy of preservation.
Tung Chung Town Centre Area Outline Zoning Plan No. S/I-TCTC/18
15.5.3.4 The object of the plan is to specify the broad land use zonings and major transport networks so
that development within the area can be put under statutory planning control.
15.5.3.5 The following describes the land use zonings on land falling within the boundaries of the plan
which are always permitted and which may be permitted by the Town Planning Board, with or
without conditions on application.
� Open space (“O”): Intended primarily for the provision of open-air public space for active
and/or passive recreational uses serving the need of local residents as well as the general
public. In addition to other areas, the zone also covers the waterfront open spaces in Areas 52
and 59 including a prestigious waterfront promenade which will be extended to the east to Tai
Ho and to the west, Tung Chung West in the future. It also covers the open space links and
other open spaces at Areas 7, 16, and 18 which serve as environmental buffers for the North
Lantau Highway (NLH) and other major roads. This zone currently occupies 55.70 ha within
the current OZP.
� Comprehensive Development Area (“CDA”): Intended for comprehensive development /
redevelopment of the area for residential and commercial uses with the provision of open
space and other supporting facilities which may include offices, shop and services, places of
entertainment, eating places and hotels, functioning as the economic centre in the town
centre. This zoning currently occupies 2.14 ha within the current OZP.
� Government, Institutional or Community (“G/IC”): Intended for the provision of
Government, institution, or community facilities to support the needs of the local residents
and/or wider district region or the territory. It is also intended to provide land for uses directly
related to Government, organisation providing social services to meet community needs and
other institutional establishments. This zone currently occupies 22.32 ha within the current
OZP.
� Other Specified Uses (“OU”): This zoning denotes land allocated or reserved for specified
uses including railway ventilation and other associated plants to the north east of the Tung
Chung MTR Station, sewage pumping station in Area 12, proposed ferry pier in Area 50, two
proposed petrol filling stations in Area 58, a traction substation in Area 58, and a cable car
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portal and its related commercial development in Area 2. This zone currently occupies 2.86 ha
within the current OZP.
� Commercial (“C”): Intended for commercial oriented developments which may include land
uses such as offices, shop and services, places of entertainment, eating places and hotels,
functioning as the economic centre in the town centre. This zoning currently occupies 2.14 ha
within the current OZP.
� Green Belt (“GB”): The planning intention for this zone is to primarily define the limits of the
urban and suburban development areas by natural features and to preserve existing
topography and natural vegetation at the fringe of the new town as well as to provide passive
recreational outlets. This zone does not feature within the proposed 500 m landscape study
area of this project.
Designated Marine Parks and Marine Reserves
15.5.3.6 The Sha Chau and Lung Kwu Chau Marine Park is situated in the open water on the western side
of Hong Kong. This marine park was designated on 22 November 1996. It covers a total sea area
of about 1,200 ha. The boundary is demarcated by yellow light buoys deployed at the corners of
the marine park. The landward boundary largely follows the high water mark along the coastline
of the islands.
� Section 21, Clause (1) of the Marine Parks Ordinance (Cap 476) states: the Authority may
approve in writing the carrying out of any work for the purposes of inspecting or repairing any
existing structure or facility within any marine park or marine reserve and may, after seeking
the advice of the Board, approve the carrying out of any new development within any marine
park or marine reserve, where he considers it to be in the public interest to do so, and may
impose any conditions on granting the approval.
� Section 21, Clause (2) states: Sections 10 and 11 shall, with necessary modifications, apply in
respect of an application for approval to carry out any work or new development referred to in
subsection (1) within a marine park or marine reserve.
Hong Kong 2030 Planning Vision and Strategy Final Report
15.5.3.7 The necessity for the 3RS is described in the Hong Kong 2030 Planning Vision and Strategy Final
Report which concludes that it recognises the importance of the continual development of HKIA
as key in sustaining Hong Kong’s economic growth and priority needs to be given in
strengthening this sector of development.
Other Relevant Studies, Guidelines and Manuals
− Urban Design Guidelines and Standards Manual for New Airport at Chek Lap Kok;
− SkyCity Masterplan Urban Design Guidelines;
− SkyCity landscape Masterplan;
− Tung Chung New Town Development Study;
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− Revised Concept Plan for Lantau;
− Tuen Mun – Chek Lap Kok Link (TM-CLKL);
− Hong Kong – Zhuhai – Macao Bridge, Hong Kong Boundary Crossing Facilities – Investigation;
− Tung Chung New Town Development Extension Study;
− Planning and Engineering Study on the Remaining Development in Tung Chung - Feasibility
Study; and
− Dredging, Management and Capping of Contaminated Sediment Disposal Facility to the South of
The Brothers
Conclusion
15.5.3.8 It is concluded that there is no conflict between the proposed 3RS and the current relevant
planning and development control framework for existing land, as the proposed development is
consistent with the current designated land uses on existing land. There is also no conflict with
existing land zoned Green Belt and Open Space as the predicted extent of area of works does
not encroach into the aforementioned land zonings. However, Town Planning Ordinance
approvals and Foreshore and Sea-bed (reclamations) Ordinance approvals will be required for
the proposed land formation within the major works components of the 3RS. Furthermore, under
section 10 of the Marine Parks Ordinance, approval has to be sought for any development within
a marine park. Section 10 of the Marine Parks Ordinance States “An application for approval by
the Authority under Section 9 to carry out new development shall be made to the Authority in
writing which application shall include details of the proposal for the new development.”.
15.5.4 Landscape Resources
15.5.4.1 The baseline LRs that will be affected during the construction phase and operation phase,
together with their sensitivity to change, are described below. The locations of the LRs are
mapped in Drawings MCL/P132/EIA/15-003.1, MCL/P132/EIA/15-003.2, MCL/P132/EIA/15-
003.3, MCL/P132/EIA/15-003.4 and MCL/P132/EIA/15-007. Photo-views illustrating the LRs of
the study area are illustrated in Drawings MCL/P132/EIA/15-005.1, MCL/P132/EIA/15-005.2
and MCL/P132/EIA/15-009. For ease of reference and co-ordination between text, tables and
drawings, each LR is given an identity number. The below listed LRs represent the baseline
condition after completion of the approved committed projects. This includes new landscape
elements such as compensatory planting which is planned to be implemented as part of the
approved committed projects and will in fact exist during commencement of the 3RS so will
therefore form part of the baseline condition for the 3RS, except for minor advanced works that
are targeted to commence in 2015.
CLK/LR1 - Coastal Waters of North Lantau
15.5.4.2 The seawater body forms part of the coastal waters of North Lantau and is a valuable resource
contributing to the unique waterfront setting of Tung Chung. These Coastal Waters surrounding
Chek Lap Kok are an important recreational resource as they are frequented by commercial and
pleasure craft marine traffic. Given the regional importance and physical characteristics of this
landscape the sensitivity given is High.
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15.5.4.3 After implementation of the approved committed projects, a loss of approximately 60 ha of coastal
waters will occur resulting in an area of approximately 12,000 ha for this resource.
CLK/LR2 – Grass / Turf Areas around Runways and Verges
15.5.4.4 These are the large, flat, low-lying grass areas which have been established around the primary
airport infrastructure, runway network and roadside areas on Chek Lap Kok. A continuous band
of grass approximately 100 m wide abuts the northern land formation edge and continues around
a portion of both the eastern and western extents of the North Runway. Given the nature of the
LR its subsequent high tolerance to change, the sensitivity given is Low.
15.5.4.5 This resource is not anticipated to be impacted by the implementation of the approved committed
projects.
CLK/LR3 – Landscaped Areas Around Existing Airport Buildings
15.5.4.6 These areas include the water features and soft landscape areas around the existing buildings on
airport island. These areas are primarily situated along vehicle / pedestrian access ways, along
private roads and around the perimeter of the buildings. Landscaped areas consist of amenity
water features, ground covers, low shrub planting, small size semi mature trees and broad leaf
vegetation. Species assessed include Alpinia zerumbet 'Variegata', Ixora stricta, Callistemon
VSR ID. Key VSR Value and Quality of Existing View (Poor, Fair , Good)
Availability of Alternative Views (Yes, No)
Number of Individuals (Very Few, Few, Many, Very Many)
Sensitivity to Change (Low, Medium, High)
Construction Operation Construction Operation
Residential VSRs
RES-1 Residents of Villages of Tai O Good Yes Many Many High High
RES-2 Residents of Villages of Sha Lo Wan Fair No Few Few High High
RES-3 Residents of Tung Chung including, Tung Chung Crescent, Seaview Crescent, Caribbean Coast, Area 53 to Area 56.
Good Yes Very Many Very Many High High
RES-4 Residents along south coast of Tuen Mun Good Yes Very Many Very Many High High
RES-5 Residents of Hong Kong Gold Coast Good Yes Many Many High High
RES-6 Residents of Siu Lam Good Yes Many Many High High
RES-7 Proposed residents of Tung Chung East Good Yes N/A Very Many N/A High
RES-8 Residents of Lung Kwu Tan Good Yes Many Many High High
RES-9 Residents of planned Tung Chung West future development including Area 39
Good Yes N/A Very Many N/A High
RES-10 Residents of Sham Shek Tsuen Good No Few Few High High
RES-11 Residents of Sai Tso Wan Village Good No Very Few Very Few High High
RES-12 Residents of San Tau, Kau Liu and Tin Sam Villages
Fair No Few Few High High
RES-13 Residents of Shek Lau Po and Mok Ka Village Good No Few Few High High
RES-14 Residents of Tung Hing Village Good No Very Few Very Few High High
RES-15 Residents of Sheung Ling Pei Village Fair No Many Many High High
RES-16 Residents of Ma Wan New Village Fair No Many Many High High
RES-17 Residents of Pak Mong Village Good No Few Few High High
RES-18 Residents of Ngau Kwu Long Village Good No Few Few High High
RES-19 Residents of San Shek Wan Village Good No Few Few High High
RES-20 Residents of Yat Tung Estate Good Yes Very Many Very Many High High
RES-21 Residents of Tai Ho San Tsuen Good No Few Few High High
Recreational VSRs
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VSR ID. Key VSR Value and Quality of Existing View (Poor, Fair , Good)
Availability of Alternative Views (Yes, No)
Number of Individuals (Very Few, Few, Many, Very Many)
Sensitivity to Change (Low, Medium, High)
Construction Operation Construction Operation
REC-1 Visitors to AsiaWorld-Expo Poor No Many Many Medium Medium
REC-2 Visitors to Hong Kong SkyCity Marriott Hotel Fair No Many Many High High
REC-3 Visitors to Hong Kong Airport Passenger Terminal
Fair No Many Many High High
REC-4 Visitors to Regal Hotel Fair No Many Many High High
REC-5 Passengers of Cable Cars of Ngong Ping 360 Good Yes Many Many High High
REC-6 Hikers of Nei Lak Shan Good Yes Few Few High High
REC-7 Hikers of Fung Wong Shan (Lantau Peak) Good Yes Few Few High High
REC-8 Hikers of Tai Tung Shan (Sunset Peak) Good Yes Few Few High High
REC-9 Hikers of Lantau North Country Park Good Yes Few Few High High
REC-10 Hikers of Lantau South Country Park Good Yes Few Few High High
REC-11 Recreational users of future Tung Chung East Development
Fair Yes N/A Many N/A High
REC-12 Hikers of Scenic Hill Good Yes Few Few High High
REC-13 Passengers / Drivers of recreational marine craft in north Lantau waters and Urmston Road
Good Yes Few Few High High
REC-14 Passengers / Drivers of recreational marine craft in Castle Peak Bay
Good Yes Many Many High High
REC-15 Recreational users of Butterfly Beach Good Yes Many Many High High
REC-16 Hikers of Castle Peak Good Yes Few Few High High
REC-17 Recreational users of Tung Chung Outdoor Recreation Camp
Fair No Many Many High High
REC-18 Recreational users of Man Tung Road Park Fair No Many Many High High
REC-19 Hikers of Tai Lam Country Park Good Yes Few Few High High
REC-20 Recreational users of Planned Entertainment Node
Good Yes N/A Many N/A High
REC-21 Recreational users of Sha Chau Good Yes Very Few Very Few High High
REC-22 Recreational users of Golden Beach Good Yes Many Many High High
REC-23 Hikers from Tung Chung to Tai O Good No Few Few High High
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VSR ID. Key VSR Value and Quality of Existing View (Poor, Fair , Good)
Availability of Alternative Views (Yes, No)
Number of Individuals (Very Few, Few, Many, Very Many)
Sensitivity to Change (Low, Medium, High)
Construction Operation Construction Operation
REC-24 Visitors to Tai Ho Good No Few Few High High
REC-25 Visitors to proposed NCD hotels and commercial facilities
Fair Yes N/A Many N/A High
REC-26 Recreational users of future Tung Chung West Development
Fair Yes N/A Many N/A High
REC-27 Users of Proposed Columbarium Developments for Tsuen Wan
Good Yes Very Few Very Few Low Low
Travelling VSRs
T-1 Passengers / Drivers of Vehicles and MTR along North Lantau Highway
Good No Very Many Very Many Medium Medium
T-2 Passengers / Drivers of Vehicles and MTR along Cheong Wing Road
Good Yes Very Many Very Many Medium Medium
T-3 Passengers of commercial aircraft Good Yes Very Many Very Many Medium Medium
T-4 Passengers / Drivers of the proposed Tuen Mun-Chek Lap Kok Link (TMCLKL)
Good Yes Very Many Very Many Medium Medium
T-5 Passengers / Drivers of the proposed Hong Kong Link Road HKLR
Good Yes Very Many Very Many Medium Medium
T-6 Passengers of Ferry’s in north Lantau waters and Urmston Road
Good Yes Many Many Medium Medium
T-7 Passengers / Drivers of Vehicles along castle peak road and Tuen Mun Road
Good Yes Very Many Very Many Medium Medium
T-8 Passengers / Drivers of Vehicles along Lung Mun Road
Good Yes Many Many Medium Medium
T-9 Passengers / Drivers of Vehicles at planned Hong Kong Boundary Crossing Facilities
Good No Very Many Very Many Medium Medium
T-10 Passengers / Drivers of vehicles along Tung Chung road
Good Yes Many Many Medium Medium
T-11 Ferry Passengers from Tung Chung to Tai O Good Yes Few Few Medium Medium
T-12 Ferry Passengers at Public Pier in Tung Chung Fair No Many Many Medium Medium
T-13 Ferry Passengers at Public Pier in Tuen Mun Good Yes Many Many Medium Medium
Occupational VSRs
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VSR ID. Key VSR Value and Quality of Existing View (Poor, Fair , Good)
Availability of Alternative Views (Yes, No)
Number of Individuals (Very Few, Few, Many, Very Many)
Sensitivity to Change (Low, Medium, High)
Construction Operation Construction Operation
O-1 Workers / Staff of Asia World Expo Poor No Many Many Low Low
O-2 Workers of Hong Kong SkyCity Marriott Hotel Fair No Many Many Low Low
O-3 Workers / Staff of Chek Lap Kok Facilities Fair Yes Many Many Low Low
O-4 Workers / Staff of Hong Kong Aircraft Engineering LTD.
Fair Yes Few Few Low Low
O-5 Workers / Staff of Hong Kong Passenger Terminal
Fair No Very Many Very Many Low Low
O-6 Workers of Regal Hotel Fair No Many Many Low Low
O-7 Workers / Staff of Pillar Point Fair Yes Few Few Low Low
O-8 Workers of EcoPark Good Yes Few Few Low Low
O-9 Workers on commercial aircraft on and around Chek Lap Kok
Fair Yes Many Many Low Low
O-10 Workers of planned Lantau Logistic Park (LLP) at the possible LLP extension
Good Yes N/A Many N/A Low
O-11 Workers of Cathay Pacific City Good No Many Many Low Low
O-12 Workers of Castle Peak Power Station Fair Yes Few Few Low Low
O-13 Workers of Siu Ho Wan Good Yes Few Few Low Low
O-14 Workers at HKBCF Fair Yes Many Many Low Low
O-15 Workers of proposed NCD hotels and commercial facilities
Fair Yes N/A Many N/A Low
O-16 Workers of Siu Ho Wan MTR Depot Good No Few Few Low Low
O-17 Future workers of potential commercial development in Tung Chung East
Fair Yes N/A Very Many Low Low
O-18 Future workers of potential commercial development in Tung Chung West
Fair Yes N/A Very Many Low Low
Note: ‘Duration and Frequency of Views’ and ‘Degree of Visibility’ have been taken into account in assessing the magnitude of change in view experience by the VSRs and cannot be double counted in determining the sensitivity of the VSR.
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15.6 Landscape Impact Assessment
15.6.1 Potential Sources of Impacts
15.6.1.1 The nature and scope of the works has been described in Section 15.3 and indicated in Drawing
MCL/P132/EIA/15-001.1 and MCL/P132/EIA/15-001.2.
15.6.1.2 The 3RS would create varying levels of landscape and visual impacts on the surrounding areas
during the construction phase. Potential impacts would result from the following sources:
� Construction of proposed land formation and exposed fill and sediment;
� Site clearance works involving the removal of existing vegetation;
� Construction of temporary site access;
� Haulage off-site of excavated materials;
� Storage of existing topsoil for reinstatement works;
� Materials stockpiling;
� Dust and construction debris;
� Laying of 11 kV submarine cable;
� Daylighting point of submarine fuel pipeline;
� Construction of on-site offices and working areas;
� Construction of T2 expansion;
� Construction of airport infrastructure (landside roads, airside perimeter roads, airside tunnels
and APM / BHS and associated tunnel ventilation buildings);
� Construction of associated airport buildings;
� Construction of new passenger concourse;
� Construction of temporary parking areas;
� Expansion of the Midfield freighter apron on the existing airport island;
� Loss of vegetation;
� Temporary road works and traffic management;
� Construction night lighting;
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� Presence of temporary construction plants, platforms, structures, construction machinery,
marine vessels and construction vehicle traffic;
� Presence of other related construction activities; and
� Installation of airport utilities.
15.6.1.3 The 3RS would create varying levels of landscape and visual impacts on the surrounding areas
during the operation phase. Potential impacts would result from the following sources:
� Presence of land formation;
� Presence of new associated airport buildings and facilities;
� Presence of new passenger concourse;
� Presence of T2 expansion building;
� Presence of new associated airport infrastructure;
� Presence of additional air traffic;
� Presence of submarine fuel pipeline daylighting point on Sheung Sha Chau Island, assumed
to be location at the north side of the AFRF bridge;
� Additional operational vehicular and air traffic;
� Additional operational night lighting; and
� Maintenance of third runway and associated structures.
15.6.2 Landscape Change Before Mitigation in Construction Phase
15.6.2.1 The magnitude of change, before implementation of mitigation measures, on the landscape
resources and landscape character areas that would occur in the construction phase are
summarised below and tabulated in Table 15.5. All impacts are adverse unless otherwise stated.
Landscape Resources
15.6.2.2 The construction of the land formation and presence of associated marine traffic before mitigation
would result in a permanent and irreversible loss of approximately 650 ha of coastal waters
(CLK/LR1). This magnitude of change is considered to be Large.
15.6.2.3 Due to the construction of T2 expansion building and the associated infrastructural works around
T2 and existing cargo buildings, roadside vegetation – amenity planting (CLK/LR4a) would likely
suffer a predicted loss of approximately 15 ha, resulting in an Intermediate magnitude of change.
15.6.2.4 Construction activities associated with new airport infrastructure and airport facilities including the
T2 expansion building would result in a reversible loss of approximately 50 ha of grass / turf areas
around runways and verges (CLK/LR2) resulting in an Intermediate magnitude of change.
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15.6.2.5 Site clearance and temporary site access to the land formation would result in a reversible loss of
roadside vegetation on modified slopes (CLK/LR4b) of approximately 0.2 ha resulting in a
magnitude of change considered Small.
15.6.2.6 Grassland / scrub on vacant land (CLK/LR12), would suffer a permanent loss of approximately
6 ha of its resource due to expansion of T2 and construction of the associated infrastructure
resulting in a magnitude of change considered to be Small.
15.6.2.7 Artificial / Man-made Coastline (CLK/LR13), would suffer a permanent loss of approximately
6,000 linear meters of its resource due to the construction of the proposed land formation for the
proposed third runway resulting in a magnitude of change considered to be Small.
15.6.2.8 The construction activities associated with the submarine fuel pipelines would impact both natural
rocky coastline of Sha Chau islands (SC/LR1) and natural vegetation on Sha Chau islands
(SC/LR2). The daylighting point of the submarine fuel pipelines would result in a permanent and
irreversible loss of approximately 30 m of natural rocky coastline and a reversible loss of
approximately 0.05 ha of natural vegetation resulting in a magnitude of change considered to be
Small.
15.6.2.9 Site clearance and temporary site access to the land formation would result in a reversible loss of
landscape areas around buildings (CLK/LR3) of approximately 0.1 ha resulting in a magnitude of
change considered Negligible.
15.6.2.10 It is anticipated that the LRs that have not been described above will experience a magnitude of
change considered as None as they will not be affected by the 3RS and the associated sources
of impact and thus will experience no change.
Landscape Character Areas
15.6.2.11 The construction of the land formation and presence of associated marine traffic before mitigation
would result in a permanent and irreversible loss of approximately 650 ha of inshore water
landscape (CLK/LCA2), with wide visibility of associated marine construction vessels. The
magnitude of change is considered to be Large.
15.6.2.12 The On-going Major Development Landscape (CLK/LCA8) would experience a magnitude of
change of Small due to the expansion of T2 and construction of the associated airport
infrastructure.
15.6.2.13 Construction activities associated with the new airport infrastructure and airport facilities including
the T2 expansion building would impact the existing airport landscape (CLK/LCA1) with a
magnitude of change considered to be Small.
15.6.2.14 The construction activities associated with the submarine fuel pipelines would impact both island
landscape (SC/LCA1) and Sha Chau islands inshore water landscape (SC/LCA2). The
daylighting point of the submarine fuel pipelines in the area of the Sha Chau islands would result
in an irreversible loss of approximately 30 m of natural rocky coastline affecting the island
landscape. An increase in marine traffic within the Sha Chau islands inshore water landscape
during construction would also impact the inshore water landscape (SC/LCA2). Both LCA’s would
suffer a magnitude of change considered Small.
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15.6.2.15 It is anticipated that the LCA’s that have not been described above will experience a magnitude of
change considered None as they will not be affected by the 3RS and associated sources of
impact and thus experience no discernible magnitude of change.
15.6.3 Landscape Change Before Mitigation in Operation Phase
15.6.3.1 The magnitude of change, before implementation of mitigation measures, on the landscape
resources and landscape character areas that would occur in the operation phase are described
below and tabulated in Table 15.5. All impacts are adverse unless otherwise stated.
Landscape Resources
15.6.3.2 The magnitude of change before mitigation, on the landscape resources in the operation phase
are the same as described for the construction phase.
Landscape Character Areas
15.6.3.3 The presence of the land formation would result in a permanent and irreversible loss of
approximately 650 ha of inshore water landscape (CLK/LCA2). The magnitude of change is
considered to be Large.
15.6.3.4 The presence of the land formation, new airport infrastructure and airport facilities including the
T2 expansion building and passenger concourse would likely impact the existing airport
landscape (CLK/LCA1) with a magnitude of change considered to be Small. Although the LCA
will experience an increase in airport related traffic and an overall increased landscape character
extent, the presence of the new airport facilities and airport infrastructure is highly compatible with
the existing landscape character.
15.6.3.5 The presence of the submarine fuel pipeline daylighting point would impact island landscape
(SC/LCA1). The daylighting point of the submarine fuel pipeline in the area of the Sha Chau
islands would result in an irreversible loss of approximately 30 m of natural rocky coastline
affecting the island landscape. Therefore it is considered SC/LCA1 would suffer a magnitude of
change considered to be Small.
15.6.3.6 The presence of associated airport infrastructure would likely impact the On-going Major
Development landscape (CLK/LCA8) with a magnitude of change considered to be Negligible.
15.6.3.7 It is anticipated that the LCA’s, that have not been described above, will experience a magnitude
of change considered None as they will not be affected by the 3RS and associated sources of
impact and thus experience no magnitude of change before the implementation of mitigation
measures.
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Table 15.5: Magnitude of Landscape Change during the Construction and Operation Phases before Mitigation
ID No. Landscape Resources/ Landscape Character Areas
Source of Impact Description of Impacts Magnitude of Change before Mitigation
CLK/LR1
Coastal waters of North Lantau
Construction
- Construction of proposed land formation and exposed fill and sediment
- Presence of temporary construction plants, platforms, structures, construction machinery, marine vessels and construction vehicle traffic
- Laying of 11 kV submarine cable
- Daylighting point of submarine fuel pipeline
- Dust and construction debris
Construction
- Loss of approximately 650 ha of coastal waters
- Baseline area is entire north Lantau waters
- Increased marine traffic
Large
Operation
- Presence of land formation
Operation
- Same as described for construction phase
Large
CLK/LR2
Grass/turf areas around runways and verges
Construction
- Construction of proposed land formation and exposed fill and sediment
- Storage of existing topsoil for reinstatement works
- Materials stockpiling
- Daylighting point of submarine fuel pipeline
- Presence of temporary construction plants, platforms, structures, construction machinery, marine vessels and construction vehicle traffic
- Site clearance works involving the removal of existing vegetation
- Construction of temporary site access
- Dust and construction debris
- Construction of on-site offices and working areas
- Construction of airport infrastructure (landside roads, airside perimeter roads and airside tunnels)
- Construction of associated airport buildings
Construction
- Loss of approximately 50 ha of Grass / turf areas around runways and verges
- Baseline vegetation coverage is 260 ha
Intermediate
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ID No. Landscape Resources/ Landscape Character Areas
Source of Impact Description of Impacts Magnitude of Change before Mitigation
- Construction of temporary parking areas
- Expansion of the Midfield freighter apron on the existing airport island;
- Temporary road works and traffic management
- Presence of other related construction activities
Operation
- Presence of new associated airport buildings and facilities
- Presence of T2 expansion building
- Presence of new passenger concourse
- Presence of new associated airport infrastructure
- Additional operational vehicular traffic
Operation
- Same as described for construction phase
Intermediate
CLK/LR3
Landscaped areas around existing airport buildings
Construction
- Site clearance works involving the removal of existing vegetation
- Dust and construction debris
- Construction of airport infrastructure (landside roads, airside perimeter roads, airside tunnels, and APM / BHS and associated tunnel ventilation buildings)
- Storage of existing topsoil for reinstatement works
- Construction of associated airport buildings
- Temporary road works and traffic management
- Presence of other related construction activities
Construction
- Loss of approximately 0.1 ha* of vegetation around existing buildings
- Baseline vegetation coverage is 4.5 ha
- This area may contain young to semi mature species including Callistemon viminalis, Casuarina equisetifolia, Calliandra haematocephala, Hibiscus spp., as well as opportunistic and invasive vegetation of common species including Leucaena leucocephala.
- No OVTs are located within the affected area
Negligible
Operation
- Presence of new associated airport infrastructure
- Additional operational vehicular traffic
Operation
- Same as described for construction phase
Negligible
CLK/LR4a Roadside Vegetation – Amenity Planting
Construction
- Site clearance works involving the removal of
Construction
- Loss of approximately 15 ha* of roadside
Intermediate
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ID No. Landscape Resources/ Landscape Character Areas
Source of Impact Description of Impacts Magnitude of Change before Mitigation
existing vegetation
- Construction of temporary site access
- Dust and construction debris
- Construction of on-site office and working areas
- Construction of airport infrastructure (landside roads, airside perimeter roads, airside tunnels, and APM / BHS and associated tunnel ventilation buildings)
- Construction of associated airport buildings
- Construction of temporary parking areas
- Storage of existing topsoil for reinstatement works
- Temporary road works and traffic management
- Presence of other related construction activities
vegetation
- Baseline vegetation coverage is 53 ha
- Species anticipated to be affected include semi mature to mature Acacia auriculiformis Albizia lebbeck, Casuarina equisetifolia
- Young to mature: Acacia confusa, Acacia mangium, and Hibiscus tiliaceus
- Young to semi mature: Bauhinia purpurea, Cassia siamea, Dalbergia odorifera, Ficus benjamina, Ficus microcarpa, Grevillea robusta,and the invasive species Leucaena leucocephala
- Young: Delonix regia, Lagerstroemia speciosa, and Litsea glutinosa
- Presence of new associated airport buildings and facilities
- Presence of T2 expansion building
- Presence of new associated airport infrastructure
- Additional operational vehicular traffic
Operation
- Same as described for construction phase
Intermediate
CLK/LR4b
Roadside vegetation on modified slopes
Construction
- Site clearance works involving the removal of existing vegetation
- Construction of temporary site access
- Dust and construction debris
- Construction of airport infrastructure (landside roads, airside perimeter roads, airside tunnels, and APM / BHS and associated tunnel
Construction
- Loss of approximately 0.2 ha* of roadside vegetation on modified slopes
- Baseline vegetation coverage is 5 ha
- Vegetation anticipated to be affected predominantly includes a stand of semi mature Pinus elliottii trees and Leucaena leucocephala which occurs extensively along
Small
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Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report
ID No. Landscape Resources/ Landscape Character Areas
Source of Impact Description of Impacts Magnitude of Change before Mitigation
ventilation buildings)
- Construction of associated airport buildings
- Storage of existing topsoil for reinstatement works
- Temporary road works and traffic management
- Presence of other related construction activities
this edge and is an invasive introduced species.
- No OVTs are located within the affected area
Operation
- Presence of new associated airport infrastructure
- Additional operational vehicular traffic
Operation
- Same as described for construction phase
Small
CLK/LR5 Natural coastline None None None
CLK/LR6 Amenity / Compensatory planting on HKBCF / HKLR
None None None
CLK/LR7 Streams None None None
CLK/LR8 Agricultural land None None None
CLK/LR9 Natural rocky and sandy shore with mangrove / mudflat
None None None
CLK/LR10a Coastal woodland and scrubland on North Lantau
None None None
CLK/LR10b Coastal woodland and scrubland on Scenic Hill
None None None
CLK/LR11 Amenity planting in urban park None None None
CLK/LR12 Grassland / scrub on vacant land
Construction
- Site clearance works involving the removal of existing vegetation
- Construction of temporary site access
- Dust and construction debris
Construction
- Loss of approximately 6 ha* of grassland / scrub on vacant land
- Baseline vegetation coverage is 130 ha
- Anticipated species of various stages of maturity to be impacted include Lantana
Small
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ID No. Landscape Resources/ Landscape Character Areas
Source of Impact Description of Impacts Magnitude of Change before Mitigation
- Construction of airport infrastructure (landside roads, airside perimeter roads, airside tunnels, and APM / BHS and associated tunnel ventilation buildings)
- Temporary road works and traffic management
- Presence of other related construction activities
- These are areas supporting opportunistic and self-seeded vegetation comprising of common or invasive species
- No OVTs are located within the affected area
Operation
- Presence of new associated airport infrastructure
- Additional operational vehicular traffic
Operation
- Same as described for construction phase
Small
CLK/LR13
Artificial / man-made coastline
Construction
- Construction of proposed land formation and exposed fill and sediment
- Site clearance works involving the removal of existing vegetation
- Construction of temporary site access
- Haulage off-site of excavated materials
- Laying of 11 kV submarine cable
- Construction of airport infrastructure (landside roads, airside perimeter roads, airside tunnels, and APM / BHS and associated tunnel ventilation buildings)
- Presence of temporary construction plants, structures, construction machinery, marine vessels and construction vehicle traffic
- Presence of other related construction activities
- Installation of airport utilities
Construction
- Loss of approximately 6,000 m of artificial / man-made coastline
- Baseline artificial / man-made coastline is 17,000 m
Small
Operation
- Presence of land formation
- Presence of new associated airport infrastructure
Operation
Same as described for construction phase
Small
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Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report
ID No. Landscape Resources/ Landscape Character Areas
Source of Impact Description of Impacts Magnitude of Change before Mitigation
SC/LR1
Natural rocky coastline of Sha Chau islands
Construction
- Daylighting point of submarine fuel pipeline
- Dust and construction debris
- Construction of temporary site access
- Presence of other related construction activities
Construction
- Loss of approximately 30 m* of natural rocky coastline
- Baseline natural rocky coastline is 1,250 linear metres
Small
Operation
- Presence of submarine fuel pipeline daylighting point
Operation
- Same as described for construction phase
Small
SC/LR2
Natural vegetation on Sha Chau islands
Construction
- Site clearance works involving the removal of existing vegetation
- Daylighting point of submarine fuel pipeline
- Dust and construction debris
- Presence of other related construction activities
Construction
- Loss of approximately 0.05 ha* of natural vegetation
- Baseline vegetation coverage is 10 ha
- Anticipated species of various stages of maturity to be impacted include Hibiscus tiliaceus, Phoenix hanceana, Scaevola taccada, Pandanus tectorius, Ficus superba var. japonica, Wedelia chinensis, Gordonia axillaris, Schefflera heptaphylla, Dicranopteris linearis, Litsea glutinosa, Lantana camara, Casuarina equisetifolia, Bridelia tomentosa, Terminalia catappa, Cerbera manghas, Rhaphiolepis indica, Cassytha filiformis, and Alpinia zerumbet. These are of common species found on Hong Kong’s existing island habitats
- No OVTs are located within the affected area
Small
Operation
- Presence of submarine fuel pipeline daylighting point;
- Loss of vegetation
Operation
- Same as described for construction phase
Small
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Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report
ID No. Landscape Resources/ Landscape Character Areas
Source of Impact Description of Impacts Magnitude of Change before Mitigation
SC/LR3 Coastal waters of Sha Chau islands
None None None
SC/LR4 Natural sandy coastline of Sha Chau Island
None None None
CLK/LCA1 Airport landscape
Construction
- Site clearance works involving the removal of existing vegetation
- Construction of temporary site access
- Haulage off-site of excavated materials
- Storage of existing topsoil for reinstatement works
- Materials stockpiling
- Dust and construction debris
- Construction of on site office and working areas
- Construction of T2 expansion
- Construction of new passenger concourse
- Construction of airport infrastructure (landside roads, airside perimeter roads, airside tunnels, and APM / BHS and associated tunnel ventilation buildings)
- Construction of associated airport buildings
- Construction of temporary parking areas
- Expansion of the Midfield freighter apron on the existing airport island;
- Temporary road works and traffic management
- Construction night lighting
- Presence of temporary construction plants, structures, construction machinery, marine vessels and construction vehicle traffic
- Presence of other related construction activities
- Installation of airport utilities
Construction
- Presence of construction works and associated machinery and equipment will change visual amenity
Small
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Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report
ID No. Landscape Resources/ Landscape Character Areas
Source of Impact Description of Impacts Magnitude of Change before Mitigation
Operation
- Presence of land formation
- Presence of new associated airport buildings and facilities
- Presence of new passenger concourse
- Presence of T2 expansion building
- Additional operational night lighting
- Maintenance of third runway and associated structures
- Presence of new associated airport infrastructure
Operation
- Increase area of landscape character
- Increase in airport related traffic
Small
CLK/LCA2 Inshore water landscape
Construction
- Construction of proposed land formation and exposed fill and sediment
- Presence of marine traffic, including but not limited to construction vessels, barges, plants
- Dust and construction debris
- Laying of 11 kV submarine cable
- Construction night lighting
- Presence of other related construction activities
Construction
- Loss of approximately 650 ha of coastal water
- Baseline coastal waters is approximately 2,080 ha of the entire north Lantau coastal waters
- Increased marine traffic
- Presence of marine construction machinery
Large
Operation
- Presence of land formation
Operation
- Loss of 650 ha of coastal waters
- Even without construction activity, presence of large land formation will change landscape character
Large
CLK/LCA3 Strait landscape None None None
CLK/LCA4A Coastal upland and hillside landscape – Sha Lo Wan
None None None
CLK/LCA4B Coastal upland and hillside landscape – Scenic Hill
None None None
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Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report
ID No. Landscape Resources/ Landscape Character Areas
Source of Impact Description of Impacts Magnitude of Change before Mitigation
CLK/LCA5 Mixed modern comprehensive development landscape
- Construction of airport infrastructure (landside roads, airside perimeter roads, airside tunnels, and APM / BHS and associated tunnel ventilation buildings)
- Construction of on-site office and working areas
- Temporary road works and traffic management
- Presence of other related construction activities
Construction
- Presence of construction equipment and machinery
Small
Operation
- Presence of new associated airport infrastructure
- Additional operational vehicular traffic
Operation
- Presence of new associated airport infrastructure
Negligible
SC/LCA1 Island landscape
Construction
- Daylighting point of submarine fuel pipeline
- Construction of temporary site access
- Presence of temporary construction plants, platforms, structures, construction machinery, marine vessels and construction vehicle traffic
- Site clearance works involving the removal of existing vegetation
Construction
- Loss of approximately 0.05 ha* of natural vegetation
- Baseline vegetation coverage is 10 ha
- Loss of approximately 30 m* of natural coastline
- Baseline natural rocky coastline is 1,250 linear metres
Small
Operation
- Presence of submarine fuel pipeline daylighting point
Operation
- Loss of vegetation and natural coastline
- Presence of submarine fuel pipeline
Small
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Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report
ID No. Landscape Resources/ Landscape Character Areas
Source of Impact Description of Impacts Magnitude of Change before Mitigation
- Loss of vegetation daylighting point
SC/LCA2
Sha Chau islands inshore water landscape
Construction
- Presence of marine traffic, including but not limited to construction vessels, barges.
- Presence of temporary construction plants, platforms, structures, construction machinery, marine vessels and construction vehicle traffic
- Dust and construction debris
Construction
- Presence of marine traffic, including but not limited to construction vessels, barges, plant will change landscape character
Small
Operation
- None
Operation
None
None
* Assumptions have been made due to lack of detailed design information at this stage
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Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report
15.6.4 Landscape & Visual Mitigation Measures
Review of Planning Principles and Architectural Design
15.6.4.1 The development of the 3RS reflects the need for a third runway as outlined in the Hong Kong
International Airport Master Plan 2030 (MP2030). The master plan states that in terms of the
alignment of the third runway, the National Air Traffic Services (NATS) has investigated a total of
15 alignment options with regard to operational safety, obstacle clearances, environmental
issues, Pearl River Delta airspace issues, air traffic control procedures, runway usability and
capacity. NATS concluded that the best alignment for a third runway would be parallel to and
north of the existing two runways. Eighteen airport layout options were evaluated against the
following five major criteria (a) airfield efficiency; (b) passenger convenience; (c) cargo operations
efficiency;(d) surface access; and (e) environmental impact. The final recommended airport
layout featured in the MP2030 is a northward expansion of the airport facility.
15.6.4.2 The third runway concourse (TRC) is based upon the aspects of the design and planning of the
existing T1. The TRC responds to the MP2030 studies and traffic forecasts. The TRC objectives
also include the enhancement of passenger experience and their expectations of a world class
airport, maximisation of commercial opportunities for revenue generation and safeguards future
growth potentials, has a terminal-like facility that is safe, secure, user-friendly, energy efficient,
easy to maintain and cost, creates a unique sense of place and is iconic for Hong Kong and a
building which is architecturally outstanding. Architecturally, the geometry of the roof is based on
a sphere which creates an “undulating” effect inside the TRC concourse from the east to the west
with a constant curvature visually in all directions. There are two types of façade under
consideration that correspond to functional, architectural and performance needs. The first type
includes the glazed façade areas which are mostly seen on arrivals, departures and mezzanine
levels. Glazed areas in these levels can enhance passenger’s experience and improve daylight
performance. The second type includes the solid areas which are mostly seen on apron level
where functions such as ramp accommodation and plant rooms are developed.
15.6.4.3 The objectives of the T2 expansion are to respond to the MP2030 studies and traffic forecasts by
providing an airport terminal that facilitates a simple, direct and efficient flow for air passengers
and baggage. The architectural theme for the expanded T2 building is based on a feather
concept with a design to provide not only an elegant reference point, but also provides a way of
unitising the roof into east / west orientated strips that breaks down both the sale of the roof plane
and provides a strong directional orientation. The intended effect will create a series of light
‘feathers’ gently resting on a series of supports.
15.6.4.4 The architectural design measures described above are intended to enhance the visual quality of
the new development. These shall be adopted during the detailed design, and will be built as part
of the construction works so that they are in place at the date of commissioning of the 3RS.
15.6.4.5 Minimisation of the land formation footprint has been adopted during the planning and design
stage of the 3RS.
15.6.4.6 Although stripping and storing of topsoil during the construction phase is not listed as a mitigation
measure, it is considered good site practice and should be implemented where practical.
15.6.4.7 In addition, a number of landscape and visual mitigation measures are identified below to further
mitigate adverse impacts and enhance beneficial impacts.
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Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report
Proposed Landscape and Visual Mitigation Measures
15.6.4.8 The proposed landscape and visual mitigation measures for potential impacts generated during
the construction and operation phases are described below in Table 15.6 and Table 15.7 and
Drawing MCL/P132/EIA/15-028.1 to MCL/P132/EIA/15-028.6, together with the associated
funding, implementation, management and maintenance agencies.
Table 15.6: Proposed Construction Phase Landscape and Visual Mitigation Measures
Note: AAHK stands for Airport Authority Hong Kong
Table 15.7: Proposed Operation Phase Landscape and Visual Mitigation Measures
ID
No.
Landscape and Visual Mitigation Measure
Landscape Measure
Visual Measure
Funding Agency
Implementation Agency
Management
Agency
Maintenance
Agency
OM1* Sensitive landscape design of land formation edge by incorporating different angles of gradient and the use of a
✓ AAHK Design Engineer AAHK AAHK
ID No.
Landscape and Visual Mitigation Measure Landscape measure
Visual measure
Funding Agency
Implementation Agency
CM1 The construction area and contractor’s temporary works areas should be minimised to avoid impacts on adjacent landscape.
✓ ✓ AAHK Contractor
CM2 Reduction of construction period to practical minimum. ✓ AAHK Contractor
CM3 Phasing of the construction stage to reduce visual impacts during the construction phase.
✓ AAHK Contractor
CM4 Construction traffic (land and sea) including construction plants, construction vessels and barges should be kept to a practical minimum.
✓ AAHK Contractor
CM5 Erection of decorative mesh screens or construction hoardings around works areas in visually unobtrusive colours.
✓ AAHK Contractor
CM6 Avoidance of excessive height and bulk of site buildings and structures.
✓ AAHK Design Engineer
CM7 Control of night-time lighting by hooding all lights and through minimisation of night working periods.
✓ AAHK Contractor
CM8 All existing trees shall be carefully protected during construction. Detailed Tree Protection Specification shall be provided in the Contract Specification. Under this specification, the Contractor shall be required to submit, for approval, a detailed working method statement for the protection of trees prior to undertaking any works adjacent to all retained trees, including trees in contractor’s works areas.
✓ AAHK Contractor
CM9 Trees unavoidably affected by the works shall be transplanted where practical. A detailed Tree Transplanting Specification shall be provided in the Contract Specification, if applicable. Sufficient time for necessary tree root and crown preparation periods shall be allowed in the project programme.
✓ AAHK Contractor
CM10 Land formation works shall be followed with advanced hydroseeding around taxiways and runways as soon as practical.
✓ ✓ AAHK Contractor
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Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report
ID
No.
Landscape and Visual Mitigation Measure
Landscape Measure
Visual Measure
Funding Agency
Implementation Agency
Management
Agency
Maintenance
Agency
range of armour rock sizes placed randomly in a riprap approach for an irregular appearance. Planting of native coastal plants shall be incorporated.
OM2 All above ground structures, including, APM / BHS tunnel ventilation buildings, emergency and firemen’s’ accesses etc. shall be, either fully integrated with the planned buildings, or sensitively designed in a manner that responds to the existing and planned urban context, and minimises potential adverse landscape and visual impacts.
✓ AAHK Design Engineer Building
Operator Building Operator
OM3 Sensitive design of buildings and structures in terms of scale, height and bulk (visual weight).
✓ AAHK Design Engineer Building
Operator Building Operator
OM4 Use appropriate building materials and colours in built structures to create cohesive visual mass.
✓ AAHK Design Engineer Building
Operator Building Operator
OM5 Lighting units to be directional and minimise unnecessary light spill and glare.
✓ AAHK Design Engineer AAHK AAHK
OM6 Greening measures, including vertical greening, green roofs, road verge planting and peripheral screen planting shall be implemented.
✓ ✓ AAHK Contractor AAHK AAHK
OM7 Compensatory tree planting for all felled trees shall be provided to the satisfaction of relevant Government departments. Required numbers and locations of compensatory trees shall be determined and agreed separately with Government during the Tree Felling Application process under the relevant technical circulars.
✓ ✓ AAHK Contractor AAHK AAHK
OM8 Streetscape (e.g. paving, signage, street furniture,
✓ ✓ AAHK Design Engineer AAHK AAHK
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Expansion of Hong Kong International Airport into a Three-Runway System Environmental Impact Assessment Report
ID
No.
Landscape and Visual Mitigation Measure
Landscape Measure
Visual Measure
Funding Agency
Implementation Agency
Management
Agency
Maintenance
Agency
lighting etc.) shall be sensitively designed in a manner that responds to the existing and planned urban context, and minimises potential adverse landscape and visual impacts.
OM9 All streetscape areas and hard and soft landscape areas disturbed during construction shall be reinstated to equal or better quality (due to implementation of screen planting, road verge planting etc.), to the satisfaction of the relevant Government departments.
✓ ✓ AAHK Contractor AAHK AAHK
OM10 Aesthetic improvement planting of viaduct structure through greening of structure to mitigate visual impact of viaduct form.
✓ AAHK Design Engineer AAHK AAHK
OM11 Sensitive design of footbridges, noise barriers and enclosures with greening (screen planting/climbers/planters) and chromatic measures.
✓ AAHK Design Engineer AAHK AAHK
*A conceptual section illustrating the mitigation measure OM1 is presented in Drawing MCL/P132/EIA/15-029
Note: AAHK stands for Airport Authority Hong Kong
Programme of Implementation of Landscape and Visual Mitigation Measures
15.6.4.9 The construction phase measures listed above shall be adopted from the commencement of
construction and shall be in place throughout the entire construction period. The operation phase
measures listed above shall be adopted during the detailed design, and be built as part of the
construction works so that they are in place at the date of commissioning of the 3RS. However, it
should be noted that the full effect of the soft landscape mitigation measures would not be
appreciated for several years.
15.6.5 Prediction of Significance of Landscape Impacts
15.6.5.1 The potential significance of the landscape impacts during the construction and operation phases,
before and after mitigation, are provided below in Table 15.8 and mapped in Drawings
MCL/P132/EIA/15-012.1 to MCL/P132/EIA/15-015. This assessment follows the methodology
outlined in Section 15.4 above and assumes that the appropriate mitigation measures identified
in Table 15.6 and Table 15.7 above will be implemented, and that the full effect of the soft
landscape mitigation measures will be realised after 10 years. Photomontages of the proposed
development before and after mitigation are illustrated in MCL/P132/EIA/15-017.1 to
MCL/P132/EIA/15-026.2 inclusive.
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Construction Phase before Mitigation
15.6.5.2 In the construction phase, before the implementation of the proposed mitigation measures, there
will be some adverse landscape impacts as summarised below and identified in Table 15.8.
Landscape Resources
15.6.5.3 Coastal waters of North Lantau (CLK/LR1) would experience impacts of Substantial significance
due to a loss of 650 ha of coastal waters due to construction of the new land formation.
15.6.5.4 Roadside vegetation – amenity planting (CLK/LR4a) located along the existing roadside verges
and landscape buffers would experience reversible impacts of Moderate significance before the
implementation of mitigation measures during the construction phase.
15.6.5.5 Grass / Turf areas around runways and verges (CLK/LR2), Roadside Vegetation on Modified