three-runway system environmental impact assessment report ... · mcl/p132/eia/15-002 and described...

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

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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

Interdepartmental Landscape Technical Group) [11-23];

� 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

viminalis, Cassia surattensis, Bauhinia spp., Roystonea regia, Casuarina equisetifolia, Calliandra

haematocephala, Lagerstroemia indica, Lantana montevidensis, Agave americana, and Hibiscus

spp. Much of the planting is relatively young and can be relatively easily replaced to a similar

state; however semi-mature tree species do exist throughout the area. Given the quality of the

LR, relative maturity of particular species and ability to accommodate some change, the

sensitivity is considered Low.


projects.

CLK/LR4a - Roadside Vegetation – Amenity Planting

15.5.4.8 A planting theme has been implemented for amenity planting throughout the commercial areas

and associated airport facilities alongside major roads and access routes of Chek Lap Kok.

Amenity areas consist of low hedges defining planting areas with large grassed areas,

groundcovers, small shrubs, ornamental palms and small semi mature trees. Species identified

include Ixora stricta, Albizia lebbeck, Casuarina equisetifolia, Acacia confusa, Acacia mangium,

Cassia siamea, Dalbergia odorifera, Grevillea robusta, Leucaena leucocephala, Delonix regia,

Lagerstroemia speciosa, Litsea glutinosa, Macaranga tanarius, Melia azedarach, Phoenix

roebelenii, Plumeria rubra, Roystonea regia, Calliandra haematocephala, Duranta repens 'Golden

Leaves', Bougainvillea spp., Cycas revoluta, Chrysalidocarpus lutescens, Ravenala

madagascariensis, Archontophoenix alexandrae, Acacia auriculiformis, Hibiscus tiliaceus, Ficus

microcarpa 'Golden Yellow', Ficus benjamina, Bauhinia spp., Cocos nucifera, and Nerium spp.

Planting arrangements are featured on roundabouts, traffic islands, median strips and along

pedestrian footways. Much of the planting is relatively young and can be relatively easily replaced

to a similar state; however semi-mature tree species do exist throughout the area. Given the

quality of the LR, relative maturity of particular species and ability to accommodate some change,

the sensitivity is considered Medium.


15-25


15.5.4.9 It is anticipated that the construction of infrastructure associated with HKBCF, located adjacent to

Airport Road, would result in loss of approximately 2 ha of existing roadside vegetation. The

existing landscape resource is approximately 57 ha. Similarly construction of HKLR along the

Chek Lap Kok South Road would result in loss of approximately 2 ha of existing roadside

vegetation. After the implementation of the approved committed projects, the area of this

landscape resource would be reduced to approximately 53 ha for this resource. However,

landscape and visual mitigation measures, including amenity roadside planting and screen

planting will be implemented under those projects.

CLK/LR4b - Roadside Vegetation on Modified Slopes

15.5.4.10 Vegetation is predominantly located on slopes at the Airport North Interchange. Both self-seeded

and planted native and exotic woodland species such as Hibiscus tiliaceus, Pinus elliottii,

Leucaena leucocephala, Thevetia peruviana, Bauhinia spp., Acacia confusa, Acacia mangium,

Nerium spp., and Agave americana occupy the engineered slopes around the highway

infrastructure. The sensitivity of this vegetation is considered Low as it is predominantly

incidental, of common species and of low quality.


projects.

CLK/LR5 - Natural Coastline

15.5.4.12 The natural coastline features at a variety of locations on both the south eastern point of Chek

Lap Kok and Lantau Island accommodating a varying degree of human disturbance. An almost

continuous band of natural coastline exists to the west of Tung Chung Bay to Sha Lo Wan

interrupted briefly by piers and jetties. The Southern coastline of Scenic Hill adjoins the

designated Green Belt under the current OZP (No. S/I-CLK/12). Natural coastline also features

along the eastern edge of Tung Chung Bay and the north eastern tip of Chek Lap Kok. Due to the

quality and natural status, its regional importance, and low tolerance to change, the sensitivity

given is High.

15.5.4.13 The existing landscape resource is approximately 9,950 linear metres. After the implementation

of the approved committed projects, a loss of approximately 1,650 linear metres of coastal waters

will occur resulting in 8,300 linear metres for this resource.

CLK/LR6 – Amenity / Compensatory Planting on HKBCF/HKLR

15.5.4.14 Following the completion of HKLR and HKBCF programmed for 2016 (ref. Government Contract

Nos. HY/2011/03 and HY/2011/09) this resource will comprise of amenity roadside planting and

landscaped areas / environmental buffers including hydroseeding and peripheral planting. Given

the recent instalment of the landscape treatment and relative ease of replacement there is a high

ability for this landscape resource to accommodate change. Sensitivity: Low.

15.5.4.15 After the implementation of the committed and approved projects the entire existing resource

grassland / scrub on coastal edge, encompassing 6 ha, would be lost.


15-26


CLK/LR7 - Streams

15.5.4.16 A number of small streams have been identified within and around the villages of Tin Sam, Kau

Liu and San Tau. The streams originate and fall within the vegetated hillsides of Lantau North

Country Park. The streams are seasonal or of very low base flow. Given the natural landscape

status and local importance the sensitivity given is Medium.


projects.

CLK/LR8 - Agricultural Land

15.5.4.18 Agricultural land within the villages of San Tau is comprised of various areas of active and

inactive agricultural land with farms and fish ponds. Though this LR accommodates a degree of

human disturbance, semi-mature tree species do exist throughout the area, the sensitivity is

considered Medium.


projects.

CLK/LR9 - Natural Rocky and Sandy Shore with Mangrove/Mudflat

15.5.4.20 This is a stretch of natural shoreline containing natural rocks, mudflats, mangroves and dense

coastal vegetation. The LR includes the San Tau Beach which holds Site of Special Scientific

Interest (SSSI) status largely due to the ecological value with rare seagrass species. Mangrove

species include Aegiceras corniculatum, and Avicennia marina. Given the natural landscape

status, rarity, regional importance and quality of the LR, the sensitivity to change is considered

High.


projects.

CLK/LR10a - Coastal Woodland and Scrubland on North Lantau

15.5.4.22 This is woodland and scrubland that covers the coastal hillsides on Lantau Island facing towards

Chek Lap Kok. This LR falls within the designated Lantau North Country Park. Dominant species

comprise Mallotus paniculatus, Thevetia peruviana, Acacia confusa, Macaranga tanarius,

Bauhinia spp., Celtis sinensis, Acacia mangium, Calliandra haematocephala, Dicranopteris

linearis, Rhodomyrtus tomentosa, and Pinus elliottii. Given the relatively natural landscape status,

regional importance, and low tolerance to change, the sensitivity is considered High.


projects.

CLK/LR10b - Coastal Woodland and Scrubland on Scenic Hill

15.5.4.24 This is the various forms of vegetation that cover the slopes of Scenic Hill. This area is

designated Green Belt under the current OZP (No. S/I-CLK/12). Dominant species comprise

Mallotus paniculatus, Thevetia peruviana, Acacia confusa, Macaranga tanarius, Bauhinia spp.,


15-27


Celtis sinensis, Acacia mangium, Calliandra haematocephala, Dicranopteris linearis,

Rhodomyrtus tomentosa, and Pinus elliottii. Given the relatively natural landscape status,

regional importance and low tolerance to change, the sensitivity is considered High.

15.5.4.25 The existing landscape resource is approximately 21 ha. After the implementation of the

approved committed projects, a loss of approximately 2 ha of coastal woodland and scrubland of

Scenic hill will occur resulting in an area of 19 ha for this resource.

CLK/LR11 - Amenity Planting in Urban Park

15.5.4.26 Amenity planting within the public parks of Tung Chung features a selection of species such as

Hibiscus tiliaceus, Livistona chinensis, Bauhinia spp., Calliandra haematocephala, Melaleuca

cajuputi subsp. Cumingiana, Lagerstroemia speciosa, Pongamia pinnata, Acacia auriculiformis,

Ixora spp., Schefflera arboricola, Asparagus densiflorus 'Sprengeri', Ficus microcarpa 'Golden

Yellow', and Rhododendron spp. Much of the planting is relatively young and can be relatively

easily replaced to a similar state; however semi-mature tree species do exist throughout the area.

Given the quality of the LR, relative maturity of particular species and ability to accommodate

some change, the sensitivity is considered Medium.


projects.

CLK/LR12 – Grassland / Scrub on Vacant Land

15.5.4.28 Vacant lots are currently in existence on Chek Lap Kok and in Tung Chung. These areas are

generally devoid of LRs and accommodate temporary land use including open storage and car

parking. These spaces are generally covered in self-seeded vegetation comprising of low

growing opportunistic scrub and grass species, with occasional residual ornamental plants from

previous uses. Species include Lantana camara, Leucaena leucocephala, Roystonea regia,

Chrysalidocarpus lutescens, Wedelia trilobata, Chloris spp., Melinis spp., and Cerbera manghas.

The sensitivity of this vegetation is considered Low as it is predominantly of common species and

low quality.


projects.

CLK/LR13 – Artificial / Man–made Coastline

15.5.4.30 An artificial coastline of approximately 17,000 m surrounds the majority of Chek Lap Kok and

Tung Chung. This engineered coastline consists of loose quarried armour rock which forms the

edge of the land formation where it meets the North Lantau coastal waters. Given this resource

has no natural landscape status or regional importance and accommodates a high tolerance to

change, the sensitivity is Low.

15.5.4.31 The existing landscape resource is approximately 17,000 linear metres. After the implementation

of the approved committed projects, artificial / man–made coastline will increase to 24,000 linear

metres for this resource.


15-28


SC/LR1 - Natural Rocky Coastline of Sha Chau Islands

15.5.4.32 The remote Sha Chau islands both present natural rocky coastlines of approximately 1,250 m.

Sheung Sha Chau Island (north of Sha Chau Island) features a continuous rocky coastline

around the circumference of the island, totalling approximately 900 m, which is briefly interrupted

by the existing Sha Chau jetty to the east. The rocky coastline of Sheung Sha Chau Island is

peppered with large boulders with occasional rocky outcrops appearing just off the coastal edge.

Sha Chau Island is located approximately 250 m south of Sheung Sha Chau Island. The

landscape study area captures the northern most portion of the island where rocky coastlines are

present around the small knolls and rocky outcrops. The sensitivity given is High.


projects.

SC/LR2 - Natural Vegetation on Sha Chau Islands

15.5.4.34 Both islands are heavily covered with naturally established and opportunistic vegetation. Sheung

Sha Chau Island topography stems from a singular landform consisting of two distinguished hills

rising steadily from the coastline to approximately +50 mPD. The entire island is heavily covered

with vegetation. The northern portion of Sha Chau Island features two vegetated knolls less than

+20 mPD separated by a low elevated area vegetated to the shoreline. The northern portion of

the island is separated from the main landform by a large sandbar which becomes submerged at

high tide. Vegetation on the Sha Chau islands includes 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. The sensitivity given is High.


projects.

SC/LR3 - Coastal Waters of Sha Chau Islands

15.5.4.36 This resource comprises the coastal waters surrounding Sha Chau islands. These waters were

designated as the SCLKC Marine Park in 1996 by the Agriculture, Fisheries and Conservation

Department (AFCD). The Marine Park 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 sensitivity

given is High.


projects.

SC/LR4 – Natural Sandy Coastline of Sha Chau Island

15.5.4.38 Approximately 600 m of sandy coastline feature around the northern portion of Sha Chau Island.

These areas are particularly present on the east and western shorelines between the two knolls

featuring on this area of the island. In addition, a large sandbar (approximately 140 linear metres)

also connects the northern portion to the main landform of the island which becomes submerged


15-29


for a short period of time at high tide. Any changes to this LR would likely be irreversible therefore

the sensitivity given is High.


projects.

15.5.4.40 The sensitivities for the LRs identified for Chek Lap Kok and Sha Chau islands are summarised in

Table 15.2 below.

Table 15.2: Landscape Resources

Ref.

ID. Description

Sensitivity to Change (Low, Medium, High)

CLK/LR1 Coastal waters of North Lantau

Baseline: approx. 12,000 ha High

CLK/LR2 Grass / turf areas around runways and verges

Baseline: 260 ha Low

CLK/LR3 Landscaped areas around existing airport buildings

Baseline: 4.5 ha Low

CLK/LR4a Roadside vegetation – Amenity Planting

Baseline: 53 ha Medium

CLK/LR4b Roadside vegetation on modified slopes

Baseline : 5 ha Low

CLK/LR5 Natural coastline

Baseline: 8,300 lm High

CLK/LR6 Amenity / compensatory planting on HKBCF / HKLR

Baseline: 40 ha Low

CLK/LR7 Stream

Baseline: 1,100 lm Medium

CLK/LR8 Agricultural land


CLK/LR9 Natural rocky and sandy shore with mangrove / mudflat

Baseline: 3 ha High

CLK/LR10a Coastal woodland and scrubland on North Lantau

Baseline: 50 ha High

CLK/LR10b Coastal woodland and scrubland on Scenic Hill


CLK/LR11 Amenity planting in urban park


CLK/LR12 Grassland / scrub on vacant land


CLK/LR13 Artificial / man-made coastline

Baseline: 17,000 m Low

SC/LR1 Natural rocky coastline of Sha Chau islands

Baseline: 1,250 lm High

SC/LR2 Natural vegetation on Sha Chau islands


SC/LR3 Coastal waters of Sha Chau islands High


15-30


Ref.

ID. Description


Baseline: 165 ha

SC/LR4 Natural sandy coastline of Sha Chau Island

Baseline: 600 m High

15.5.5 Landscape Character Areas

15.5.5.1 Several LCAs have been identified within the study area based on the ‘Landscape Value Map of

Hong Kong’ study. These areas, and their sensitivity to change, are described below. The

locations of the LCAs are indicated on Drawings MCL/P132/EIA/15-004 and MCL/P132/EIA/15-

008. Photo-views illustrating the LCAs within the study area are illustrated in Drawings

MCL/P132/EIA/15-006 and MCL/P132/EIA/15-009. For ease of reference and co-ordination

between text, tables and drawings each LCA is given an identity number. The below listed LCA’s

represent the baseline condition after completion of the approved committed projects.

CLK/LCA1 - Airport Landscape

15.5.5.2 This extensive LCA consists of a flat, open and an expansive reclaimed landscape comprising

airport runways, taxiways, grass verges, and the terminal complex. The landscape also contains

a significant number of associated low and medium-rise out-buildings, offices and related facilities

surrounding the airport and its complex, all connected by roads and highways. Other than grass,

vegetation is limited to ornamental tree and shrub planting along access roads and areas around

buildings. The result is a landscape characterised by its visual openness and expansive large

scale, airport activity and artificial character. Sensitivity: Low.

15.5.5.3 After the implementation of the approved committed projects, a loss of approximately 3 ha of

airport landscape will occur resulting in an area of 1,100 ha for this character area.

CLK/LCA2- Inshore Water Landscape

15.5.5.4 These are areas of coastal water to the north, east and west of Chek Lap Kok. The character

area is partially enclosed by surrounding landmasses including Lantau Island and the south west

coast of the New Territories, as well as Lung Kwu Chau and the Sha Chau islands which create a

limited sense of enclosure or containment. While the landscape is characterised predominantly by

the horizontality and muted hues of the coastal waters, the landscape also includes ferry traffic as

well as other waterborne recreational and commercial activity. The result is a largely open and

natural landscape which is interspersed human features and activities. Sensitivity: High.


inshore water landscape will occur resulting in an area of approximately 12,000 ha for this

character area.

CLK/LCA3 - Strait Landscape

15.5.5.6 This area of inshore coastal waters is framed by artificial seawall of Chek Lap Kok to the north

and the natural coastline of Sha Lo Wan and Tung Chung to the south. The landscape is

characterised predominantly by the surrounding landforms and the neutral tones of the sheltered

coastal waters. These features produce a natural marine landscape with a distinct sense of


15-31


enclosure, characterised by the coastal edge and features of marine activities. The natural rocky

and sandy shore with mangrove / mudflat of San Tau (CLK/LR9) holds SSSI status largely due to

the ecological value with rare seagrass species. As a consequence of the artificial northern edge

of the landscape, the planned presence of the HKLR within the LCA and narrow linear shape, the

character area has some ability to accommodate change without compromising its existing

nature. Sensitivity: Medium.


strait landscape will occur resulting in an area of 170 ha for this character area.

CLK/LCA4a - Coastal Upland and Hillside Landscape – Sha Lo Wan

15.5.5.8 This landscape area is located on the northern slopes of Sha Lo Wan, east of Tung Chung. The

upland landscape of Sha Lo Wan consists of hillsides, knolls, ridges and spurs and is covered in

scrub and grassy vegetation with occasional rocky outcrops. Woodland is found on the lower

slopes where seasonal rocky streams travel down the hillsides. This portion of the LR falls within

the Lantau North Country Park boundary and abuts the SSSI of San Tau beach. Due to the

location, the landscape contains few human features other than footpaths and power lines, and

possesses a remote character. The hillside landscape offers significant views from Lantau Island.

At the base, the hillsides accommodate rocky coasts, sandy bays or cliffs. Given the regional

importance, the quality of the LCA and low tolerance to accommodate change the sensitivity

given is High.


coastal upland and hillside landscape – Sha Lo Wan will occur resulting in an area of 35 ha for

this character area.

CLK/LCA4b - Coastal Upland and Hillside Landscape – Scenic Hill

15.5.5.10 This landscape area encompasses the last remaining area of natural hillside of the original Chek

Lap Kok. The upland landscape of Scenic Hill consists of hillsides, knolls, ridges and spurs and is

covered in scrub and grassy vegetation with occasional rocky outcrops. Scrubland is found on the

lower slopes to the south where natural rocky coastline can be found whereas to the north coastal

woodland exists. At the peak of Scenic Hill a viewing pavilion allows for distant sightlines and

panoramic views of Chek Lap Kok and Tung Chung. This area is designated Green Belt under

the current OZP (No. S/I-CLK/12). Sensitivity: High.


coastal upland and hillside landscape – Scenic Hill will occur resulting in an area of 24 ha for this

character area.

CLK/LCA5 - Mixed Modern Comprehensive Development Landscape

15.5.5.12 The built area of Tung Chung supports an urban landscape developed systematically in recent

years. Located primarily on reclaimed land, the landscape is defined by its combination of land

uses including open spaces, an assembly of commercial, retail and residential towers linked by

roads and highway infrastructure also serving Chek Lap Kok. The landscape is characterised by

the predominance of man-made resources and by its varied character of man-made and natural


15-32


features of often differing forms, scales and colours. The result is a somewhat incoherent

landscape in various stages of development and establishment. Sensitivity: Low.

15.5.5.13 This LCA is not anticipated to be impacted by the implementation of the approved committed

projects.

CLK/LCA6 - Rural Coastal Plain Landscape

15.5.5.14 This flat lowland vegetated landscape sits between the predominant hillsides of Lantau Island and

the inshore waters around Tung Chung Bay. Descending towards the bay, the landscape shows

signs of land formation from the sea over time as a result of various degrees of human

occupation. The natural rocky and sandy shore with mangrove / mudflat of San Tau (CLK/LR9)

holds SSSI status largely due to the ecological value with rare seagrass species. Small villages

are scattered within the fabric of the landscape set back from the coastal edge, connected by

winding lanes sided by thickets of vegetation. A handful of rock bedded streams flow from the

higher ground within shallow valleys, before entering the sea primarily via fabricated outlets.

Sensitivity: High.


projects.

CLK/LCA7 - Transportation Corridor Landscape

15.5.5.16 The landscape extends along the transportation corridor on the eastern edge of Chek Lap Kok

and includes the infrastructure associated with HKBCF which extends along the south coast of

Chek Lap Kok. The primary features are the railway, highway and local roads. This linear

landscape includes flyovers, roundabouts, signage gantries, traffic islands, and footbridges as

well as miscellaneous roadside land uses. Between the roads and railway are landscaped

embankments with semi-mature vegetation including trees and shrubs. Sensitivity: Low.

15.5.5.17 After the implementation of the approved committed projects, an increase of approximately 60 ha

of transportation corridor landscape will occur resulting in an area of 225 ha for this character

area.

CLK/LCA8 - On-going Major Development Landscape

15.5.5.18 Located to the east of Terminal 2 (T2), on the site of the temporary golf course planned to be

decommissioned due to the future NCD development, this LCA is surrounded by various airport

facilities and infrastructure. At the time of the 3RS construction, this will be a transitional

landscape awaiting or undergoing construction and redevelopment. The land will be

characterised by flat, low-lying topography, stripped of significant vegetation or significant built

structures and will include major construction activity such as cranes or other construction

machinery involved in the construction of the NCD development . As this landscape has an

indeterminate status with on-going disturbance, the landscape will have a desolate and transient

character and a Low sensitivity to change.


projects.


15-33


SC/LCA1 - Island Landscape

15.5.5.20 Lying offshore from the main landmass of Hong Kong, the Sha Chau islands are located in the

north Lantau waters within the SCLKC Marine Park, and forms part of the Lung Kwu Chau, Tree

Island and Sha Chau SSSI. The islands are rocky and steep in nature and are entirely covered in

shrub and grass vegetation. Sheung Sha Chau Island contains no human features or access

apart from the connection to the Sha Chau jetty. Sha Chau Island, located 250 m south of

Sheung Sha Chau Island, contains a handful of human features. These include a Tin Hau

Temple, an Approach Surveillance Radar and a Secondary Surveillance Radar for air traffic

control. Isolated and exposed, the island landscape is particularly notable for its remote

character. Sensitivity: High.


projects.

SC/LCA2 - Sha Chau Islands Inshore Water Landscape

15.5.5.22 These are areas of coastal waters surrounding the Sha Chau islands. The Sha Chau jetty (on

Sheung Sha Chau Island) may be visited by fuel tankers servicing the airport. The character area

of the landscape is sheltered by the adjacent islands and rocky outcrops. The landscape is

characterized by its isolated location and muted hues of the coastal waters. Due to its Marine

Park status, the limited number of marine vessels visiting the area (due to restrictions on marine

traffic) heightens the impression of an isolated setting with few human interruptions. Sensitivity:

High.


projects.

15.5.5.24 The sensitivities for the LCAs identified for Chek Lap Kok and Sha Chau islands are summarised

in Table 15.3 below.

Table 15.3: Landscape Character Areas

Ref.

ID. Description


CLK/LCA1 Airport landscape

Baseline: 1,100 ha Low

CLK/LCA2 Inshore water landscape

Baseline: Coastal waters of North Lantau (Approx. 12,000 ha) High

CLK/LCA3 Strait landscape


CLK/LCA4A Coastal upland and hillside landscape – Sha Lo Wan


CLK/LCA4B Coastal upland and hillside landscape – Scenic Hill


CLK/LCA5 Mixed modern comprehensive development landscape

Baseline: 30 ha Low

CLK/LCA6 Rural coastal plain landscape



15-34


Ref.

ID. Description


CLK/LCA7 Transportation corridor landscape


CLK/LCA8 On-going major development landscape

Baseline: 13 ha Low

SC/LCA1 Island landscape


SC/LCA2 Sha Chau islands inshore water landscape


15.5.6 Broad Brush Tree Survey

15.5.6.1 A broad tree survey was undertaken within the project site boundary of the 3RS. The survey

includes tree group survey data and tree group plans recording approximate numbers of trees

(with estimated stem diameter over 95 mm diameter at 1.3 m above ground) and is illustrated on

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. As certain

details of the project are yet to be confirmed, a broad assessment has been made on the

potential impacts on the trees.

15.5.6.2 The tree group survey was primarily focused to the southern and eastern regions of Chek Lap

Kok due to the absence of trees within the airside zones of HKIA. No rare or endangered species

and no “Old and Valuable Trees” (OVTs) as defined under ETWB TC(W) 29/2004 or listed in the

LCSD OVT Register were identified within the survey area, although the absence of such species

cannot be absolutely confirmed in a broad brush survey. Due to the broad nature of this survey

potential OVTs or “Important Trees” as defined by ETWB TC(W) 10/2013 have not been

identified. The dominant species surveyed were Acacia auriculiformis, Acacia confusa, Albizia

lebbeck, Bauhinia purpurea, Casuarina equisetifolia, Cerbera manghas, Erythrina variegata, and

Hibiscus tiliaceus. It is noted that some areas of trees may be affected due to the evolving site

conditions associated with HKLR and HKBCF and may not exist at the commencement of the

construction phase of the 3RS.

15.5.6.3 There are no trees occupying Sheung Sha Chau Island which is the only island in the Sha Chau

islands that would be affected by the works associated with the 3RS, namely the submarine fuel

pipeline daylighting point. None of the existing trees on the other island in the Sha Chau islands

are anticipated to be affected by the works associated with the 3RS.

15.5.7 Summary of Tree Impacts

15.5.7.1 The tree groups anticipated to be affected by the 3RS are TG002, TG003, TG004, TG005

TG006, TG006A, TG006C, TG006D, TG007, TG010A, TG011, TG016, TG017, TG018, TG019,

TG019A, TG020 TG022, TG023, TG024, TG025, TG030 and TG033.

15.5.7.2 The design of the 3RS has been considered to minimise the number of trees affected. It is

estimated that approximately 2,000 trees would be affected by the 3RS. This is a preliminary

estimate. The accurate number of trees affected by the works (number of trees felled or

transplanted) and the number of compensatory trees required will be determined by a detailed


15-35


tree survey at detail design stage. Tree preservation and compensatory tree planting will be

carried out in accordance with ETWB TC(W) No. 10/2013 Tree Preservation.

15.5.8 Zone of Visual Influence (ZVI)

15.5.8.1 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 10 km from the proposed project, since any potential

VSRs beyond this would suffer negligible impacts due to their distant location. 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.

15.5.8.2 Given the predominant waterfront location and the medium to low rise of the proposed

development, the ZVI has been mapped based on the exposure of the proposed development on

surrounding environment and is shown in Drawing MCL/P132/EIA/15-010. In accordance with

GN 8/2010 the ZVI may contain areas which are fully visible, partly visible, and non-visible from

the project. Areas of visual shadow may occur within the ZVI due to intervening topography,

dense vegetation and man-made structures.

15.5.8.3 The extensive scale of the development in an open location allows for a wide visual envelope and

ZVI within the region generally bound by the mountainous topography of Lantau and the New

Territories. The visual envelope extends south across Tung Chung and through areas of North

and South Lantau Country Parks where it is defined by the predominant ridgelines of Lantau

Island to the south and east. To the southwest the visual envelope includes the coastal

settlement of Tai O and extends west as far as the maritime boundary of HKSAR. To the east the

visual envelope extends along Urmston Road sea channel past the north-east tip of Lantau Island

as far as Tsuen Wan (which is more than 10 km from the project boundary). To the north the

visual envelope is defined by the ridgelines of Tai Lam Country Park, the coastal areas of Tuen

Mun, Castle Peak and Lung Kwu Tau.

15.5.8.4 The ZVI includes almost all of the areas described above, but does not include the eastern

portion of Urmston Road sea channel that is beyond 10 km from the project site, as illustrated in

Drawing MCL/P132/EIA/15-010.

15.5.9 Visually Sensitive Receivers (VSRs)

15.5.9.1 Within the ZVI for the 3RS, a number of key VSRs have been identified. These VSRs are

mapped in Drawing MCL/P132/EIA/15-010 and listed in Table 15.4.

15.5.9.2 For ease of reference, each VSR is given an identity number, which is used in the text tables and

drawings.


15-36


Table 15.4: Key Visually Sensitive Receivers (VSRs)

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)


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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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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REC-24 Visitors to Tai Ho Good No Few Few High High

REC-25 Visitors to proposed NCD hotels and commercial facilities


REC-26 Recreational users of future Tung Chung West Development


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)


T-5 Passengers / Drivers of the proposed Hong Kong Link Road HKLR


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


T-8 Passengers / Drivers of Vehicles along Lung Mun Road


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


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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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.


15-40


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.


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


- Storage of existing topsoil for reinstatement works

- Materials stockpiling



- Site clearance works involving the removal of existing vegetation

- Construction of temporary site access


- 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


15-45




- 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


Intermediate

CLK/LR3

Landscaped areas around existing airport buildings

Construction



- Construction of airport infrastructure (landside roads, airside perimeter roads, airside tunnels, and APM / BHS and associated tunnel ventilation buildings)





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



Operation


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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existing vegetation



- Construction of on-site office and working areas







vegetation


- 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

- Semi mature: Macaranga tanarius, Melia azedarach, Phoenix roebelenii, Plumeria rubra, and Roystonea regia


Operation





Operation


Intermediate

CLK/LR4b

Roadside vegetation on modified slopes

Construction




- 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


- Vegetation anticipated to be affected predominantly includes a stand of semi mature Pinus elliottii trees and Leucaena leucocephala which occurs extensively along

Small


15-47




ventilation buildings)





this edge and is an invasive introduced species.


Operation



Operation


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




Construction

- Loss of approximately 6 ha* of grassland / scrub on vacant land


- Anticipated species of various stages of maturity to be impacted include Lantana

Small


15-48







camara, Leucaena leucocephala, Roystonea regia, Chrysalidocarpus lutescens, Wedelia trilobata, Chloris spp., Melinis spp., and Cerbera manghas.

- These are areas supporting opportunistic and self-seeded vegetation comprising of common or invasive species


Operation



Operation


Small

CLK/LR13

Artificial / man-made coastline

Construction




- Haulage off-site of excavated materials



- Presence of temporary construction plants, structures, construction machinery, marine vessels and construction vehicle traffic


- 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



Operation

Same as described for construction phase

Small


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SC/LR1

Natural rocky coastline of Sha Chau islands

Construction





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


Small

SC/LR2

Natural vegetation on Sha Chau islands

Construction





Construction

- Loss of approximately 0.05 ha* of natural vegetation


- 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


Small

Operation

- Presence of submarine fuel pipeline daylighting point;

- Loss of vegetation

Operation


Small


15-50




SC/LR3 Coastal waters of Sha Chau islands

None None None

SC/LR4 Natural sandy coastline of Sha Chau Island

None None None


Construction



- Haulage off-site of excavated materials


- Materials stockpiling


- Construction of on site office and working areas

- Construction of T2 expansion

- Construction of new passenger concourse




- Expansion of the Midfield freighter apron on the existing airport island;


- Construction night lighting

- Presence of temporary construction plants, structures, construction machinery, marine vessels and construction vehicle traffic


- Installation of airport utilities

Construction

- Presence of construction works and associated machinery and equipment will change visual amenity

Small


15-51




Operation



- Presence of new passenger concourse


- Additional operational night lighting

- Maintenance of third runway and associated structures


Operation

- Increase area of landscape character

- Increase in airport related traffic

Small


Construction


- Presence of marine traffic, including but not limited to construction vessels, barges, plants



- Construction night lighting


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


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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CLK/LCA5 Mixed modern comprehensive development landscape

None None None

CLK/LCA6 Rural coastal plain landscape None None None


None None None

CLK/LCA8 On-going Major Development Landscape

Construction




- Construction of on-site office and working areas



Construction

- Presence of construction equipment and machinery

Small

Operation



Operation


Negligible


Construction





Construction

- Loss of approximately 0.05 ha* of natural vegetation


- 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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- 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.



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


15-54


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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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


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


15-56


ID

No.


Landscape Measure

Visual Measure

Funding 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).



OM4 Use appropriate building materials and colours in built structures to create cohesive visual mass.



OM5 Lighting units to be directional and minimise unnecessary light spill and glare.


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.


OM8 Streetscape (e.g. paving, signage, street furniture,

✓ ✓ AAHK Design Engineer AAHK AAHK


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ID

No.


Landscape Measure

Visual Measure

Funding 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.


OM10 Aesthetic improvement planting of viaduct structure through greening of structure to mitigate visual impact of viaduct form.


OM11 Sensitive design of footbridges, noise barriers and enclosures with greening (screen planting/climbers/planters) and chromatic measures.


*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

Slopes (CLK/LR4b), Natural Rocky Coastline of Sha Chau islands (SC/LR1) , Artificial / man-

made coastline (CLK/LR13) and Natural Vegetation on Sha Chau islands (SC/LR2) would

experience impacts of Slight significance during the construction phase of the 3RS before the

implementation of mitigation measures.


15.6.5.6 Inshore Water Landscape (CLK/LCA2) would experience an impact significance of Substantial

significance due to highly visible marine construction activity and the loss of 650 ha of the

character area.

15.6.5.7 Due to the construction of the daylighting point for the fuel pipelines, Island Landscape

(SC/LCA1) would suffer a loss of approximately 30 m of natural coastline and 0.5 ha of natural

vegetation, resulting in an impact of Slight significance. Due to the presence of marine

construction traffic in the surrounding waters, Sha Chau islands Inshore Water Landscape

(SC/LCA2) would suffer an impact of Slight significance.

15.6.5.8 During construction and before implementation of mitigation measures, On-going Major

Development Landscape (CLK/LCA8) would experience impacts of Slight significance due to the

construction of airport infrastructure (landside roads and APM / BHS and associated tunnel

ventilation buildings)

15.6.5.9 It is predicted that all other LRs and LCAs that are not described above will experience impacts of

insubstantial significance or are not anticipated to be affected by the 3RS.

Operation Phase before Mitigation

15.6.5.10 In the operation 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

15.6.5.11 The prediction of the significance of landscape impacts before mitigation on landscape resources

during the operation phase are the same as described for the construction phase.



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15.6.5.12 During operation and before implementation of mitigation measures, Inshore Water Landscape

(CLK/LCA2) would continue to experience an impact significance of Substantial after the loss of

650ha of inshore water landscape.

15.6.5.13 During operation and before implementation of mitigation measures, Island Landscape

(SC/LCA1) would continue to experience an impact significance of Slight after the loss of natural

coastline and vegetation and the presence of the submarine fuel pipeline daylighting point.

15.6.5.14 It is predicted that all other LRs and LCAs that are not described above will experience impacts of

insubstantial significance or are not anticipated to be affected by the 3RS.

Construction Phase after Mitigation

15.6.5.15 In the construction phase, after the implementation of the proposed mitigation measures, there

will be adverse residual landscape impacts as summarised below and identified in Table 15.8.

15.6.5.16 Although implementation of the recommended mitigation measures should slightly reduce the

magnitude of the residual landscape impacts during the construction phase, this will not be

sufficient to reduce the overall significance thresholds described above for the before mitigation

scenario.

Landscape Resources

15.6.5.17 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.

15.6.5.18 Roadside vegetation – amenity planting (CLK/LR4a) located along the existing roadside verges

and landscape buffers would experience impacts of Moderate significance after the

implementation of mitigation measures during the construction phase.

15.6.5.19 Grass / Turf areas around runways and verges (CLK/LR2), Roadside Vegetation on Modified

Slopes (CLK/LR4b), Natural Rocky Coastline of Sha Chau islands (SC/LR1) and Natural

Vegetation on Sha Chau islands (SC/LR2) would experience residual impacts of Slight

significance during the construction phase of the 3RS.


15.6.5.20 Inshore Water Landscape (CLK/LCA2) would experience a residual impact significance of

Substantial significance due to highly visible marine construction activity and the loss of 650 ha

of the character area.

15.6.5.21 After mitigation measures have been implemented the construction of the daylighting point for the

fuel pipeline, Island Landscape (SC/LCA1) would continue to suffer a loss of approximately 30 m

of natural coastline and 0.5 ha of natural vegetation, resulting in an impact of Slight significance.

Due to the presence of marine construction traffic in the surrounding waters, Sha Chau islands

Inshore Water Landscape (SC/LCA2) would suffer an impact of Slight significance.

15.6.5.22 After mitigation measures, On-going Major Development Landscape (CLK/LCA8) would continue

to experience impacts of Slight significance due to the construction of airport infrastructure

(landside roads and APM / BHS and associated tunnel ventilation buildings).


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15.6.5.23 It is predicted that all other LRs and LCAs that are not described above will experience residual

impacts of insubstantial significance or are not anticipated to be affected by the 3RS.

Operation Phase after Mitigation

15.6.5.24 In the operation phase, after the implementation of the proposed mitigation measures, there will

be some adverse residual landscape impacts as summarised below and identified in Table 15.8.

15.6.5.25 Implementation of the recommended mitigation measures will reduce the magnitude of the

residual landscape impacts during the operation phase, and in some cases this will be sufficient

to reduce the overall significance thresholds described above for the before mitigation scenario.

Landscape Resources

15.6.5.26 For the Coastal waters of North Lantau (CLK/LR1) the substantial residual impacts experienced

during the construction phase after the implementation of mitigation measures due to the loss of

650 ha of the resource would remain Substantial at Day 1 and Year 10 of the operation phase,

as loss of 650 ha of coastal waters cannot be mitigated.

15.6.5.27 The residual impacts on Natural Rocky Coastline of Sha Chau islands (SC/LR1) after mitigation

are predicted to remain as Slight at Day 1 and Year 10 of the operation phase due to the

irreversible change to the resource.

15.6.5.28 The residual impacts on Roadside Vegetation – Amenity Planting (CLK/LR4a) located along the

existing roadside verges and landscape buffers would be reduced due to the implementation of

mitigation measures such as compensatory planting. Residual impacts after mitigation at Day 1

are predicted to be Slight and would reduce further to Insubstantial at Year 10 after the

establishment and maturity of the compensatory planting.


15.6.5.29 The Inshore Water Landscape (CLK/LCA2) would experience a residual impact of Substantial

significance at Day 1 and Year 10 due to the loss of 650 ha of inshore water, which cannot be

effectively mitigated.

15.6.5.30 It is predicted that all other LRs and LCAs that are not described above will experience residual

impacts of insubstantial significance or are not anticipated to be affected by the 3RS.


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Table 15.8: Significance of Landscape Impacts in Construction and Operation Phases (Adverse Impacts unless otherwise stated)

Id. No. Landscape Resource /

Landscape Character

Sensitivity to Change during Construction and Operation Phases (Low, Medium, High)

Magnitude of Change before Mitigation (None, Negligible, Small, Intermediate, Large)

Impact Significance Threshold BEFORE Mitigation

(None, Insubstantial, Slight, Moderate, Substantial)

Recommended Mitigation Measures

Residual Impact Significance Threshold AFTER Mitigation


Construction Operation

Construction Operation Construction Operation DAY 1 YEAR 10

Landscape Resources

CLK/LR1 Coastal waters of North Lantau

High Large Large Substantial Substantial CM1 Substantial Substantial Substantial

CLK/LR2

Grass / turf areas around runways and verges

Low Intermediate Intermediate Slight Slight CM1

Slight Insubstantial Insubstantial

CLK/LR3

Landscaped areas around existing airport buildings

Low Negligible Negligible Insubstantial Insubstantial CM1, CM8 -9, OM6-9

Insubstantial Insubstantial Insubstantial

CLK/LR4a

Roadside Vegetation – Amenity Planting

Medium Intermediate Intermediate Moderate Moderate CM1, CM8 -9, OM6-9

Moderate Slight Insubstantial

CLK/LR4b Roadside vegetation on modified slopes

Low Small Small Slight Slight CM1, CM8 -9, OM6-9


CLK/LR5 Natural coastline

High None None None None N/A None None None

CLK/LR6

Amenity / compensatory planting on HKBCF/HKLR

Low None None None None N/A None None None

CLK/LR7 Streams Medium None None None None N/A None None None

CLK/LR8 Agricultural land

Medium None None None None N/A None None None


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Landscape Character










CLK/LR9

Natural rocky and sandy shore with mangrove / mudflat


CLK/LR10a

Coastal woodland and scrubland on North Lantau


CLK/LR10b

Coastal woodland and scrubland on Scenic Hill


CLK/LR11 Amenity planting in urban park


CLK/LR12 Grassland/scrub on vacant land

Low Small Small Insubstantial Insubstantial CM1, OM6 Insubstantial Insubstantial Insubstantial

CLK/LR13 Artificial / man-made coastline

Low Small Small Insubstantial Insubstantial CM1,OM6 Insubstantial Insubstantial Insubstantial

SC/LR1

Natural rocky coastline of Sha Chau islands

High Small Small Slight Slight CM1 Slight Slight Slight

SC/LR2

Natural vegetation on Sha Chau islands

High Small Small Slight Slight CM1, CM8-9, OM7


SC/LR3 Coastal waters of Sha Chau islands



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Landscape Character










SC/LR4

Natural sandy coastline of Sha Chau Island




Low Small Small Insubstantial Insubstantial CM1, OM6, OM8-9



High Large Large Substantial Substantial CM1 Substantial Substantial Substantial

CLK/LCA3 Strait landscape


CLK/LCA4A

Coastal upland and hillside landscape – Sha Lo Wan


CLK/LCA4B

Coastal upland and hillside landscape – Scenic Hill


CLK/LCA5

Mixed modern comprehensive development landscape


CLK/LCA6 Rural coastal plain landscape





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Landscape Character










CLK/LCA8

On-Going Major Development Landscape

Low Small Negligible Slight Insubstantial CM1 Slight Insubstantial Insubstantial


High Small Small Slight Slight CM1, CM8-9, OM6


SC/LCA2

Sha Chau islands inshore water landscape

High Small None Slight None CM1 Slight None None


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15.7 Visual Impacts Assessment

15.7.1 Potential Sources of Visual Impacts

15.7.1.1 The sources of visual impacts of the project during construction and operation phases have been

described in Section 15.6.1.

15.7.2 Visual Change Before Mitigation in the Construction and Operation Phase

15.7.2.1 The magnitude of visual change resulting from the construction and operation phases of the 3RS

is presented in Table 15.9.

15.7.3 Proposed Landscape and Visual Mitigation Measures

15.7.3.1 The proposed landscape and visual mitigation measures for impacts from the construction and

operation phases are described previously in Table 15.6 and Table 15.7, together with the

associated funding, implementation, management and maintenance agencies and the proposed

implementation programme. Please refer to Drawings MCL/P132/EIA/15-028.1 to

MCL/P132/EIA/15-028.6 for the landscape and visual mitigation arrangement plan.

15.7.4 Viewpoints

15.7.4.1 The viewpoints were selected as representative examples of the visual impacts of the project.

Viewpoints have been selected to provide close, medium and long range views of the project.

The locations of the viewpoint locations are indicated in Drawing MCL/P132/EIA/15-010. The

photomontages showing the proposed development at ‘Existing Baseline Conditions’ in June

2013, ‘Planned Baseline Conditions in 2016 before commencement of the 3RS’ (with committed

and approved projects: HKBCF, HKLR, the Southern Connection of the TM-CLKL 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)),

‘Day 1 of completed works without mitigation measures’, ‘Day 1 of the completed works with

mitigation measures’ and ‘Year 10 of the completed works with mitigation measures’ are

illustrated in Drawings MCL/P132/EIA/15-017.1 to MCL/P132/EIA/15-026.2.

� VP1 - Viewpoint from Castle Peak. This viewpoint was selected as representative of views

from potential recreational VSRs (Hikers along Castle Peak, REC-16) as it provides direct and

panoramic views of the development site and represents a highly sensitive VSR group. The

viewpoint is located at a viewing pavilion along one of the hiking trails around Castle Peak and

provides an elevation of approximately +580 mPD.

� VP2 - Viewpoint from Miami Beach Towers. This viewpoint was selected as representative

of views from potential residential VSRs (Residents along south coast of Tuen Mun, RES-4)

as it represents a large group of highly sensitive receivers who have direct and panoramic

views of the development. The viewpoint is located at the residential development of Miami

Beach Towers.

� VP3 - Viewpoint from Marriott Hotel. This viewpoint was selected as representative of views

from potential recreational VSRs (Visitors to Marriott Hotel, REC-2) as it represents a large


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group of highly sensitive receivers who have direct and panoramic close range views of the

development. The viewpoint is located from a northeast facing vantage point within the

Marriott Hotel.

� VP4 - Viewpoint from Caribbean Coast. This viewpoint was selected as representative of

views from potential residential VSRs (Residents of Tung Chung, RES-3) as it represents a

large group of highly sensitive receivers who are closest to the development. The viewpoint is

located at the residential development of Caribbean Coast.

� VP5 - Viewpoint from Ngong Ping 360. This viewpoint was selected as representative of

views from potential recreational VSRs (Passengers of Cable Car of Ngong Ping 360, REC-5)

as it represents a large group of highly sensitive receivers who have elevated and panoramic

views of the development. The viewpoint is located within one of the Ngong Ping 360 Cable

Cars and provides a transient view at an elevation ranging from approximately +60 mPD to

+580 mPD.

� VP6 - Viewpoint from Lantau Hiking Trail. This viewpoint was selected as representative of

views from potential recreational VSRs (Hikers of Lantau North Country Park, REC-9) as it

provides direct and panoramic views of the development and represents a highly sensitive

VSR group. The viewpoint is located along Wong Lung Hang Country Trails in Lantau North

Country Park and provides an elevation of approximately +500 mPD.

� VP7 - Viewpoint from Golden Beach. This viewpoint was selected as representative of views

from potential recreational VSRs (Recreational Users of Golden Beach, REC-22) as it


VSR group. Golden Beach is the largest public beach in Tuen Mun with a total area of

78,500 m² and a length of 545 m. The viewpoint is located on Golden Beach.

� VP8 - Viewpoint from St. Stephens Tai O Family Buildings. This viewpoint was selected as

representative of views from potential residential VSRs (Residents of Villages of Tai O, RES-

1), as it provides partial views of the development and represents a highly sensitive VSR

group. Tai O is a fishing town, partly located on an island of the same name, on the western

side of Lantau Island in Hong Kong. The viewpoint is located at a viewing pavilion in Kau Shan

Tei within Tai O.

� VP9 - Viewpoint from potential recreational users of future Tung Chung East

Development. This viewpoint was selected as representative of views from future potential

recreational VSRs (Recreational users of future of Tung Chung East REC-11), as it provides

partial views of the development and represents a highly sensitive VSR group.

� VP10 – Viewpoint from Fu Shan in Tai O. This viewpoint was selected as representative of

views from potential recreational VSRs (Hikers from Tung Chung to Tai O, REC-23) as it


VSR group. Fu Shan Country Trail starts from the access next to Hung Shing Temple in Shek

Tsai Po Street and passes the peak of Fu Shan before reaching Kau San Tei, rising to a

height of 105 mPD.

15.7.4.2 Viewpoints from VSRs (RES10 Residents of Sham Shek Tsuen, RES17 Residents of Pak Mong

Village, RES19 Residents of San Shek Wan Village and REC24 Visitors to Tai Ho) located in

recognised villages along Lantau’s north coast are not included in the photomontages because


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views of the project site from these locations are partially to completely obscured by the

surrounding topography and existing vegetation, as is demonstrated in Drawings

MCL/P132/EIA/15-030.1 to MCL/P132/EIA/15-030.4.

15.7.4.3 The MTR Siu Ho Wan Depot, O-16 Workers at Siu Ho Wan MTR Depot, is not accessible to the

public and the view would be obstructed by the HKBCF development, therefore it is an

insignificant viewpoint and is not included as such.

15.7.4.4 The view from Sunny Bay MTR Station has not been included as a viewpoint as it entirely

obstructed by intervening topography and is therefore not suitable as a viewpoint.

308875/ENL/ENL/03/07/D March 2014 P:\Hong Kong\ENL\PROJECTS\308875 3rd runway\03 Deliverables\07 Final EIA Report\Ch 15 - LVIA.doc

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Table 15.9: Magnitude of Visual Change during the Construction and Operation Phases before Mitigation

VSR ID

Key VSR

Compatibility of the Project with the Visual Backdrop

(High/Medium/Low)

Duration and Frequency of Impacts

(Temporary/Permanent & Intermittent/Continuous)

Scale of Development (Large/Medium/Small) & Reversibility of Change (Yes/No)

Degree of Visibility of Source(s) of Visual Impact (Full, Partial, Obscured) & Distance Between VSR & Nearest Source(s) of Impact

Potential Blockage of Existing View (Full/Partial/Slight/Negligible)

Magnitude of Visual Change BEFORE Mitigation

Construction Operation Construction Operation Construction Operation Construction Operation

Residential VSRs

RES-1 Residents of Villages of Tai O

Low Permanent, Continuous

Permanent, Continuous

Large, No Obscured, ~6,600m

Obscured, ~6,600m

Negligible Negligible Small Negligible

RES-2 Residents of Villages of Sha Lo Wan




Obscured, ~2,500m


RES-3

Residents of Tung Chung including, Tung Chung Crescent, Seaview Crescent, Caribbean Coast, Area 53 to Area 56



Large, No Full, ~900m Full, ~900m Negligible Negligible Intermediate Small

RES-4 Residents along south coast of Tuen Mun

Medium Permanent, Continuous


Large, No Full, ~6,200m Full, ~6,200m Negligible Negligible Intermediate Small

RES-5 Residents of Hong Kong Gold Coast




RES-6 Residents of Siu Lam Medium Permanent, Continuous



RES-7 Proposed residents of Tung Chung East

Low N/A Permanent, Continuous

Large, No N/A Full, ~2,500m N/A Negligible N/A Small

RES-8 Residents of Lung Kwu Tan

High Permanent, Continuous


Large, No Partial, ~6,500m Partial, ~6,500m Negligible Negligible Negligible Negligible

RES-9

Residents of planned Tung Chung West future development

including Area 39


Large, No N/A Full, ~1,500m N/A Negligible N/A Small

RES-10 Residents of Sham Shek Tsuen




Obscured, ~2,000m


RES-11 Residents of Sai Tso Wan Village




Obscured, ~3,500m



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VSR ID

Key VSR


(High/Medium/Low)











Large, No Obscured, ~400m Obscured, ~400m Negligible Negligible Negligible Negligible

RES-13 Residents of Shek Lau Po and Mok Ka Village




Obscured, ~1,900m

Negligible Negligible Negligible Negligible

RES-14 Residents of Tung Hing Village




Obscured, ~1,700m


RES-15 Residents of Sheung Ling Pei Village




Obscured, ~1,500m


RES-16 Residents of Ma Wan New Village




Obscured, ~1,400m


RES-17 Residents of Pak Mong Village




Obscured, ~3,200m


RES-18 Residents of Ngau Kwu Long Village




Obscured, ~4,000m


RES-19 Residents of San Shek Wan Village




Obscured, ~1,900m


RES-20 Residents of Yat Tung Estate



Large, No Partial, ~900m Partial, ~900m Negligible Negligible Small Small

RES-21 Residents of Tai Ho San Tsuen




Obscured, ~5,500m


Recreational VSRs

REC-1 Visitors to AsiaWorld-Expo

Low Permanent,

Intermittent

Permanent,

Intermittent Large, No Partial, 0m* Partial, 0m* Negligible Negligible Intermediate Small

REC-2 Visitors to Hong Kong SkyCity Marriott Hotel



Large, No Partial, 0m* Partial, 0m* Negligible Negligible Intermediate Small


Low Permanent,

Intermittent

Permanent,

Intermittent Large, No Partial , 0m* Partial , 0m* Negligible Negligible Intermediate Small


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VSR ID

Key VSR


(High/Medium/Low)








REC-4 Visitors to Regal Hotel Low Permanent, Continuous


Large, No Partial, 0m* Partial, 0m* Negligible Negligible Intermediate Small

REC-5 Passengers of Cable Cars of Ngong Ping 360



Large, No Full, ~ 0-3,600m Full, ~ 0-3,600m Negligible Negligible Intermediate Small

REC-6 Hikers of Nei Lak Shan

Low Permanent,

Intermittent

Permanent,

Intermittent Large, No Full, ~3,000m Full,~3,000m Negligible Negligible Intermediate Small

REC-7 Hikers of Fung Wong Shan (Lantau Peak)

Low Permanent,

Intermittent

Permanent,

Intermittent Large, No Full, ~4,500m Full, ~4,500m Negligible Negligible Intermediate Small

REC-8 Hikers of Tai Tung Shan (Sunset Peak)

Low Permanent,

Intermittent

Permanent,


REC-9 Hikers of Lantau North Country Park

Low Permanent,

Intermittent

Permanent,


REC-10 Hikers of Lantau South Country Park

Low Permanent,

Intermittent

Permanent,

Intermittent Large, No

Full, ~600-10,000m

Full, ~600-10,000m

Negligible Negligible Intermediate Small


Low N/A Permanent,

Intermittent Large, No N/A Partial, ~600m N/A Negligible N/A Small

REC-12 Hikers of Scenic Hill Low Permanent,

Intermittent

Permanent,

Intermittent Large, No Full, 0m* Full, 0m* Negligible Negligible Intermediate Small

REC-13

Passengers / Drivers of recreational marine craft in north Lantau waters and Urmston Road



Large, No Full, ~0-10,000m Full, ~0-10,000m Partial Partial Large Inter-mediate

REC-14

Passengers / Drivers of recreational marine craft in Castle Peak Bay



Large, No Full, ~6,200m Full, ~6,200m Negligible Negligible Negligible Negligible


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VSR ID

Key VSR


(High/Medium/Low)








REC-15 Recreational users of Butterfly Beach




REC-16 Hikers of Castle Peak High Permanent,

Intermittent

Permanent,

Intermittent Large, No Full, ~6,500m Full, ~6,500m Negligible Negligible Small Small





Obscured, ~1,200m


REC-18 Recreational users of Man Tung Road Park




REC-19 Hikers of Tai Lam Country Park

Medium Permanent,

Intermittent

Permanent,

Intermittent Large, No Full, ~8,000m Full, ~8,000m Negligible Negligible Small Small


Low Permanent,

Continuous

Permanent,

Continuous Large, No N/A Partial, ~7,500m N/A Negligible N/A Negligible

REC-21 Recreational users of Sha Chau

High Permanent,

Continuous

Permanent,

Continuous t Large, No Full, ~1,300m Full, ~1,300m Slight Slight Large

Intermediate

REC-22 Recreational users of Golden Beach




REC-23 Hikers from Tung Chung to Tai O

Low Permanent,

Intermittent

Permanent,


Partial, ~200 – 5,200m

Partial,~200 – 5,200m


REC-24 Visitors to Tai Ho Low Permanent,

Intermittent

Permanent,


Obscured, ~4,200m

Obscured, ~4,200m



Low Permanent,

Continuous

Permanent,

Continuous Large, No N/A Partial, 0m* N/A Negligible N/A Negligible


Low N/A Permanent, Intermittent

Large, No N/A Partial, ~400m N/A Negligible N/A Negligible

REC-27 Users of Proposed Low Permanent, Permanent, Large, No Partial, ~5,500m Partial, ~5,500m Slight Slight Negligible Negligible


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VSR ID

Key VSR


(High/Medium/Low)








Columbarium Developments for Tsuen Wan

Intermittent Intermittent

Travelling VSRs

T-1

Passengers / Drivers of Vehicles and MTR along North Lantau Highway

Low Permanent,

Intermittent

Permanent,

Intermittent Large, No Full, ~0-10,000m Full, ~0-10,000m Negligible Negligible Small Negligible

T-2

Passengers / Drivers of Vehicles and MTR along Cheong Wing Road

Low Permanent,

Intermittent

Permanent,

Intermittent Large, No Full, ~10m Full, ~10m Negligible Negligible Intermediate Small

T-3 Passengers of commercial aircraft

Low Permanent,

Intermittent

Permanent,

Intermittent Large, No Full, ~0-10,000m Full, ~0-10,000m Negligible Negligible Intermediate Small

T-4

Passengers / Drivers of the proposed Tuen Mun-Chek Lap Kok Link (TMCLKL)

Medium Permanent,

Intermittent

Permanent,

Intermittent Large, No Full, ~2,000m Full, ~2,000m Negligible Negligible Small Negligible

T-5 Passengers / Drivers of the proposed Hong Kong Link Road HKLR



Large, No Full, ~0-10,000m Full, ~0-10,000m Negligible Negligible Intermediate Small




Large, No Full, ~0-10,000m Full, ~0-10,000m Slight Slight Intermediate Small

T-7

Passengers / Drivers of Vehicles along castle peak road and Tuen Mun Road

Medium Permanent,

Intermittent

Permanent,


Obscured, ~7,900m

Obscured, ~7,900m



High Permanent,

Intermittent

Permanent,


Obscured, ~4,000m

Obscured, ~4,000m


T-9 Passengers / Drivers Medium Permanent, Permanent, Large, No Obscured, ~700m Obscured, ~700m Negligible Negligible Small Negligible


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VSR ID

Key VSR


(High/Medium/Low)








of Vehicles at planned Hong Kong Boundary Crossing Facilities

Intermittent Intermittent


Low Permanent,

Intermittent

Permanent,


Obscured, ~1,300m

Obscured, ~1,300m


T-11 Ferry Passengers from Tung Chung to Tai O



Large, No Full, ~100 – 5,200m

Full, ~100 – 5,200m


T-12 Ferry Passengers at Public Pier in Tung Chung




T-13 Ferry Passengers at Public Pier in Tuen Mun




Occupational VSRs

O-1 Workers / Staff of Asia World Expo

Low Permanent,

Intermittent

Permanent,


O-2 Workers of Hong Kong SkyCity Marriott Hotel

Low Permanent,

Intermittent

Permanent,


O-3 Workers / Staff of Chek Lap Kok Facilities

Low Permanent,

Intermittent

Permanent,



Low Permanent,

Intermittent

Permanent,



Low Permanent,

Intermittent

Permanent,


O-6 Workers of Regal Hotel

Low Permanent,

Intermittent

Permanent,



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VSR ID

Key VSR


(High/Medium/Low)








O-7 Workers / Staff of Pillar Point

High Permanent,

Intermittent

Permanent,

Intermittent Large, No Partial, ~3,500m Partial , ~3,500m Negligible Negligible Small Negligible

O-8 Workers of EcoPark High Permanent,

Intermittent

Permanent,

Intermittent Large, No Partial, ~3,500m Partial, ~3,500m Negligible Negligible Small Negligible

O-9

Workers on commercial aircraft on and around Chek Lap Kok

Low Permanent,

Intermittent

Permanent,

Intermittent Large, No Full, 0 -10,000m* Full, 0 -10,000m* Slight Slight Intermediate Small

O-10

Workers of planned Lantau Logistic Park (LLP) at the possible LLP extension

Low N/A Permanent,

Intermittent Large, No N/A

Obscured, ~3,200m

N/A Negligible N/A Negligible

O-11 Workers of Cathay Pacific City

Low Permanent,

Intermittent

Permanent,

Intermittent Large, No Partial, 0m* Partial, 0m* Negligible Negligible Small Negligible

O-12 Workers of Castle Peak Power Station

High Permanent,

Intermittent

Permanent,

Intermittent Large, No Partial, ~4,000m Partial, ~4,000m Negligible Negligible Small Negligible

O-13 Workers of Siu Ho Wan

Low Permanent,

Intermittent

Permanent,


Obscured, ~5,400m

Obscured, ~5,400m


O-14 Workers at HKBCF Medium Permanent,

Intermittent

Permanent,

Intermittent Large, No Obscured, ~300m Obscured, ~300m Negligible Negligible Small Negligible


Low N/A Permanent,

Continuous Large, No N/A Obscured, 0m* N/A Slight N/A Small

O-16 Workers of Siu Ho Wan MTR Depot

Low Permanent, Intermittent

Permanent, Intermittent


Obscured, ~4,000m


O-17

Future workers of potential commercial development in Tung Chung East


Large, No N/A Obscured, ~2,500m

N/A Negligible N/A Small


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VSR ID

Key VSR


(High/Medium/Low)








O-18

Future workers of potential commercial development in Tung Chung West


Large, No N/A Obscured, ~1,500m

N/A Negligible N/A Small

Note: (1) 0* denotes VSR within project site boundary (refer to Section 15.3.1)

(2) The closet viewing distance has been used to rate the worst case scenario

(3) ‘Permanent’ duration measurement refers to entire construction/operation phase


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15.7.5 Prediction of Significance of Visual Impacts

15.7.5.1 An assessment of the significance of the potential visual impacts during the construction and

operation phases, before and after mitigation, is briefly described, and listed in detail in Table

15.10 (All impacts are adverse unless otherwise stated). This 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 would be implemented, and that the full effect of the soft landscape

mitigation measures would be realised after 10 years.

15.7.6 Impacts during the Construction and Operation Phase before Mitigation

15.7.6.1 Due to the low rise nature of the 3RS the magnitude of visual change to the majority of the VSRs

is perceived to be ‘Small’ or ‘Negligible’ before mitigation measures. Many of the VSRs are a long

distance away and enjoy good quality views of the sea, mountains and offshore islands and

alternative views are available. The impact upon each VSR is described in greater detail below.

The magnitude of impacts experienced by VSRs is generally greater in the construction phase

than in the operation phase for most VSRs due to the presence of the construction activities and

temporary disturbance to the landscape.

15.7.6.2 Photomontages illustrating the existing views (including approved committed projects) and

operation phase impacts before and after (Day 1 and Year 10) the implementation of mitigation

measure are provided in Drawings MCL/P132/EIA/15-017.1 to MCL/P132/EIA/15-026.2 and

locations are illustrated on Drawing MCL/P132/EIA/15-010. Mitigation measures are described in

more detail in Table 15.6 and Table 15.7.

Residential VSRs

15.7.6.3 RES3: These VSRs will have permanent and continuous full views towards the source of visual

impact at distances of at least 900 m. In the construction phase, the resultant magnitude of visual

change is ‘Intermediate’, and this combined with their ‘High’ sensitivity results in an impact

considered to be of Moderate significance. In the operation phase, the predicted magnitude of

visual change is predicted to reduce from ‘Intermediate’ to ‘Small’ resulting in an impact

considered to be of Slight significance. A photomontage illustrating the impacts during the

operation phase before mitigation for RES3 is provided in Drawing MCL/P132/EIA/15-020.1.

15.7.6.4 RES4, RES5, & RES6: These VSRs will have permanent and continuous full views towards the

source of visual impact at distances ranging from 6,200 m to 8,700 m. In the construction phase,

the resultant magnitude of visual change is ‘Intermediate’, and this combined with their ‘High’

sensitivity results in an impact considered to be of Moderate significance. In the operation

phase, the predicted magnitude of visual change is predicted to reduce from ‘Intermediate’ to

‘Small’ resulting in an impact considered to be of Slight significance. A photomontage illustrating

the impacts during the operation phase before mitigation for RES4 is provided in Drawing

MCL/P132/EIA/15-018.1.

15.7.6.5 RES7 & RES9: These VSRs will have permanent and continuous full views towards the source of

visual impact at distances ranging from 1,500 m to 2,500 m. In the construction phase, the VSRs

will not yet exist and therefore there will be no subsequent impacts. In the operation phase, due

to visual obstruction by intervening topographical and vegetation features and/or existing


15-77


buildings / structures and other such factors as stated in Table 15.9, the predicted magnitude of

visual change is predicted to be ‘Small’, and this combined with their ‘High’ sensitivity results in

an impact considered to be of Slight significance. A photomontage illustrating the impacts during

the operation phase before mitigation for RES7 is provided in Drawing MCL/P132/EIA/15-025.1.

15.7.6.6 RES20: These VSRs will have permanent and continuous partial views towards the source of

visual impact at distances of at least 900 m. In the construction phase, due to visual obstruction

by intervening topographical and vegetation features and/or existing buildings / structures and

other such factors as stated in Table 15.9, the resultant magnitude of visual change is ‘Small’,

and this combined with their ‘High’ sensitivity results in an impact considered to be of Slight

significance. In the operation phase, the predicted magnitude of visual change is predicted to

remain as ‘Small’ resulting in an impact considered to be of Slight significance.

15.7.6.7 RES1, RES2, RES10, RES11, & RES-19: These VSRs will have permanent and continuous

obscured views towards the source of visual impact at distances of at least 1,900 m. In the

construction phase, due to visual obstruction by intervening topographical and vegetation

features and/or existing buildings / structures and other such factors as stated in Table 15.9, the

resultant magnitude of visual change is ‘Small’, and this combined with their ‘High’ sensitivity

results in an impact considered to be of Slight significance. In the operation phase, the predicted

magnitude of visual change is predicted to reduce from ‘Small’ to ‘Negligible’ resulting in an

impact considered to be of Insubstantial significance. A photomontage illustrating the impacts

during the operation phase before mitigation for RES1 is provided in Drawing MCL/P132/EIA/15-

024.1.

15.7.6.8 RES12, RES13, RES14, RES15, RES16, RES17, RES18, RES21: These VSRs will have

permanent and continuous views towards the source of visual impact at distances between

400 m to 5,500 m. Residents would largely experience obscure degrees of visibility due to visual

obstruction by topographical and vegetation features and/or existing buildings / structures. In the

construction phase, the resultant magnitude of visual change is ‘Negligible’, and this combined

with their ‘High’ sensitivity results in an impact considered to be of Insubstantial significance. In

the operation phase, the predicted magnitude of visual change is predicted to remain as

‘Negligible’ resulting in an impact considered to be of Insubstantial significance.

15.7.6.9 RES8: These VSRs will have permanent and continuous partial views towards the source of

visual impact at distances of at least 6,500 m. Land formation within the north Lantau waters will

be more compatible against the existing visual backdrop of Tung Chung and Chek Lap Kok from

this position and therefore the compatibility of the project when compared to this visual backdrop

is high. In the construction phase, the resultant magnitude of visual change is ‘Negligible’, and

this combined with their ‘High’ sensitivity results in an impact considered to be of Insubstantial


remain as ‘Negligible’ resulting in an impact considered to be of Insubstantial significance. Recreational VSRs

15.7.6.10 REC13: These VSRs will have permanent and continuous full views towards the source of visual

impact at distances from immediately beside the source of impact (0 m) to the extent of the north

Lantau coastal waters (10,000 m). Land formation within the north Lantau waters will generally be

seen against the existing visual backdrop of Tung Chung and Chek Lap Kok and therefore the

compatibility of the project when compared to this visual backdrop is medium. In the construction


15-78


phase, the resultant magnitude of visual change is ‘Large’, and this combined with their ‘High’

sensitivity results in an impact considered to be of Substantial significance. In the operation

phase, the predicted magnitude of visual change is predicted to reduce to ‘Intermediate’ resulting

in an impact considered to be of Moderate significance.


impact at distances of at least 1,300 m. Land formation within the north Lantau waters will be

more compatible against the existing visual backdrop of Tung Chung and Chek Lap Kok from this

position and therefore the compatibility of the project when compared to this visual backdrop is

high. In the construction phase, the resultant magnitude of visual change is ‘Large’, and this

combined with their ‘High’ sensitivity and ‘Very Few’ numbers results in an impact considered to

be of Substantial significance. In the operation phase, the predicted magnitude of visual change

is predicted to reduce from ‘Large’ to ‘Intermediate’ resulting in an impact considered to be of

Moderate significance.

15.7.6.12 REC12: These VSRs will have permanent and intermittent full views towards the source of visual

impact at distances from immediately beside the source of impact (0 m). In the construction

phase, the resultant magnitude of visual change is ‘Intermediate’, and this combined with their

‘High’ sensitivity results in an impact considered to be of Moderate significance. In the operation


‘Small’ resulting in an impact considered to be of Slight significance.

15.7.6.13 REC6, REC7, REC8, REC9 & REC10: These VSRs will have permanent and intermittent full

views towards the source of visual impacts at distances from immediately beside the source of

impact (0 m) to the extent of the Lantau South Country Park (10,000 m). In the construction




‘Small’ resulting in an impact considered to be of Slight significance. Photomontages illustrating

the impacts during the operation phase before mitigation for REC6, REC7, REC8 & REC10 is

provided in Drawing MCL/P132/EIA/15-021.1

15.7.6.14 REC1: These VSRs will have permanent and intermittent partial views towards the source of

visual impact at distances immediately beside the source of impact (0 m). In the construction


‘Medium’ sensitivity results in an impact considered to be of Moderate significance. In the

operation phase, the predicted magnitude of visual change is predicted to reduce from

‘Intermediate’ to ‘Small’ resulting in an impact considered to be of Slight significance.






‘Small’ resulting in an impact considered to be of Slight significance.

15.7.6.16 REC2 & REC4: These VSRs will have permanent and continuous partial views towards the

source of visual impact at distances immediately beside the source of impact (0 m). In the

construction phase, the resultant magnitude of visual change is ‘Intermediate’, and this combined


15-79


with their ‘High’ sensitivity results in an impact considered to be of Moderate significance. In the

operation phase, the predicted magnitude of visual change is predicted to reduce from

‘Intermediate’ to ‘Small’ resulting in an impact considered to be of Slight significance. A

photomontage illustrating the impacts during the operation phase before mitigation for REC2 is

provided in Drawing MCL/P132/EIA/15-019.1


impact at distances immediately beside the source of impact (0 m to 3,600 m). In the construction




‘Small’ resulting in an impact considered to be of Slight significance. A photomontage illustrating

the impacts during the operation phase before mitigation for REC5 is provided in Drawing

MCL/P132/EIA/15-021.1


visual impact at distances of at least 600 m. In the construction phase, the VSRs will not yet exist

and therefore there will be no subsequent impacts. In the operation phase, due to visual

obstruction by intervening topographical and vegetation features and/or existing buildings /

structures and other such factors as stated in Table 15.9, the predicted magnitude of visual

change is predicted to be ‘Small’, and this combined with their ‘High’ sensitivity results in an

impact considered to be of Slight significance.

15.7.6.19 REC16 & REC19: These VSRs will have permanent and intermittent full views towards the

source of visual impact at distances ranging from 6,500 m to 8,000 m. In the construction phase,

the resultant magnitude of visual change is ‘Small’, and this combined with their ‘High’ sensitivity

results in an impact considered to be of Slight significance. In the operation phase, the predicted

magnitude of visual change is predicted to remain as ‘Small’ resulting in an impact considered to

be of Slight significance. A photomontage illustrating the impacts during the operation phase

before mitigation for REC16 is provided in Drawing MCL/P132/EIA/15-017.2.

15.7.6.20 REC25: These VSRs will have permanent and continuous partial views towards the source of


phase, the VSRs will not yet exist and therefore there will be no subsequent impacts. In the

operation phase, due to visual obstruction by intervening existing buildings / structures and other

such factors as stated in Table 15.9, the predicted magnitude of visual change is predicted to be

‘Negligible’ and this with their ‘High’ sensitivity results in an impact considered to be of

Insubstantial significance.


visual impact at distances between 200 m to 5,200 m. In the construction phase, due to visual


structures and other such factors as stated in Table 15.9, the resultant magnitude of visual

change is ‘Small’, and this combined with their ‘High’ sensitivity and ‘Few’ numbers results in an

impact considered to be of Slight significance. In the operation phase, the predicted magnitude

of visual change is predicted to reduce from ‘Small’ to ‘Negligible’ resulting in an impact

considered to be of Insubstantial significance. A photomontage illustrating the impacts during

the operation phase before mitigation for REC23 is provided in Drawing MCL/P132/EIA/15-

026.1.


15-80


15.7.6.22 REC17 & REC18: These VSRs will have permanent and continuous obscured views towards the

source of visual impact. In the construction phase, due to visual obstruction by intervening

topographical and vegetation features and/or existing buildings / structures and other such factors

as stated in Table 15.9, the resultant magnitude of visual change is ‘Negligible’, and this

combined with their ‘High’ sensitivity results in an impact considered to be of Insubstantial

significance. In the operation phase, the predicted magnitude of visual change is predicted to be

‘Negligible’ resulting in an impact considered to be of Insubstantial significance.

15.7.6.23 REC20: These VSRs will have permanent and continuous partial views towards the source of

visual impact at distances of at least 7,500 m. In the construction phase, the VSRs will not yet

exist and therefore there will be no subsequent impacts. In the operation phase, due to visual



change is predicted to be ‘Negligible’ and this with their ‘High’ sensitivity results in an impact

considered to be of Insubstantial significance.

15.7.6.24 REC14, REC15 & REC22: These VSRs will have permanent and continuous full views towards

the source of visual impact at distances ranging from 5,500 m to 8,000 m. In the construction

phase, the resultant magnitude of visual change is ‘Negligible’, and this combined with their ‘High’

sensitivity results in an impact considered to be of Insubstantial significance. In the operation

phase, the predicted magnitude of visual change is predicted to remain as ‘Negligible’ resulting in

an impact considered to be of Insubstantial significance. A photomontage illustrating the impacts

during the operation phase before mitigation for REC22 is provided in Drawing

MCL/P132/EIA/15-023.1.

15.7.6.25 REC24: These VSRs will have permanent and intermittent obscure views towards the source of

visual impact at distances of at least 4,200 m. VSRs would experience obscure degrees of

visibility due to visual obstruction by topographical and vegetation features and/or existing

buildings / structures. In the construction phase, the resultant magnitude of visual change is

‘Negligible’, and this combined with their ‘High’ sensitivity results in an impact considered to be of

Insubstantial significance. In the operation phase, the predicted magnitude of visual change is

predicted to remain as ‘Negligible’ resulting in an impact considered to be of Insubstantial

significance.


visual impact at distances of at least 5,500 m. VSRs would experience slight degrees of visibility

due to visual obstruction by topographical and vegetation features and/or existing buildings /

structures. In the construction phase, the resultant magnitude of visual change is ‘Negligible’, and

this combined with their ‘Low’ sensitivity results in an impact considered to be of Insubstantial


remain as ‘Negligible’ resulting in an impact considered to be of Insubstantial significance.


visual impact at distances of at least 400 m. In the construction phase, the VSRs will not yet exist

and therefore there will be no subsequent impacts. In the operation phase, due to visual



change is predicted to be ‘Negligible’ and this with their ‘High’ sensitivity results in an impact



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Travelling VSRs

15.7.6.28 T2: These VSRs will have permanent and intermittent full views towards the source of visual

impact at distances of at least 10 m. In the construction phase, the resultant magnitude of visual

change is ‘Intermediate’, and this combined with their ‘Medium’ sensitivity results in an impact

considered to be of Moderate significance. In the operation phase, the predicted magnitude of

visual change is predicted to reduce from ‘Intermediate’ to ‘Small’ resulting in an impact

considered to be of Slight significance.

15.7.6.29 T3, T5 & T6: These VSRs will have permanent and continuous / intermittent views towards the

source of visual impact at distances from immediately beside the source of impact (0 m) to the

extent of the north Lantau coastal waters (10,000 m). In the construction phase, the resultant

magnitude of visual change is ‘Intermediate’, and this combined with their ‘Medium’ sensitivity

results in an impact considered to be of Moderate significance. In the operation phase, the

predicted magnitude of visual change is predicted to reduce from ‘Intermediate’ to ‘Small’

resulting in an impact considered to be of Slight significance.

15.7.6.30 T9: These VSRs will have permanent and intermittent obscured views towards the source of

visual impact at distances of at least 700 m. In the construction phase, due to visual obstruction


other such factors as stated in Table 15.9, the resultant magnitude of visual change is ‘Small’,

and this combined with their ‘Medium’ sensitivity results in an impact considered to be of Slight


reduce from ‘Small’ to ‘Negligible’ resulting in an impact considered to be of Insubstantial

significance.

15.7.6.31 T11: These VSRs will have permanent and continuous full views towards the source of visual

impact at distances of at least 100 m. In the construction phase, due to visual obstruction by

intervening topographical and vegetation features and/or existing buildings / structures and other

such factors as stated in Table 15.9, the resultant magnitude of visual change is ‘Small’, and this

combined with their ‘Medium’ sensitivity results in an impact considered to be of Slight



significance.

15.7.6.32 T1 & T4: These VSRs will have permanent and intermittent full views towards the source of visual

impact at distances from immediately beside the source of impact (0 m) to the extent of the ZVI

(10,000 m). In the construction phase, due to visual obstruction by intervening topographical and

vegetation features and/or existing buildings / structures and other such factors as stated in Table

15.9, the resultant magnitude of visual change is ‘Small’, and this combined with their ‘Medium’

sensitivity results in an impact considered to be of Slight significance. In the operation phase, the

predicted magnitude of visual change is predicted to reduce to ‘Negligible’ resulting in an impact


15.7.6.33 T7, T8 & T10: These VSRs will have permanent and intermittent views towards the source of

visual impact at distances of at least 1,300 m. VSRs would experience obscure degrees of

visibility due to visual obstruction by topographical and vegetation features and/or existing

buildings / structures. In the construction phase, due to visual obstruction by intervening

topographical and vegetation features and/or existing buildings / structures and other such factors


15-82


as stated in Table 15.9, the resultant magnitude of visual change is ‘Negligible’, and this

combined with their ‘Medium’ sensitivity results in an impact considered to be of Insubstantial



15.7.6.34 T12: These VSRs will have permanent and continuous views towards the source of visual impact

at distances of at least 200 m. VSRs would experience obscure degrees of visibility due to visual

obstruction by topographical and vegetation features and/or existing buildings / structures. In the

construction phase, the resultant magnitude of visual change is ‘Negligible’, and this combined

with their ‘Medium’ sensitivity results in an impact considered to be of Insubstantial significance.

In the operation phase, the predicted magnitude of visual change is predicted to remain as

‘Negligible’ resulting in a reduced impact considered to be of Insubstantial significance.

15.7.6.35 T13: These VSRs will have permanent and continuous full views towards the source of visual

impact at distances of at least 5,000 m. Land formation within the north Lantau waters will be

seen against the existing visual backdrop of Tung Chung and Chek Lap Kok and therefore the

compatibility of the project when compared to this visual backdrop is medium. In the construction

phase, the resultant magnitude of visual change is ‘Negligible’, and this combined with their

‘Medium’ sensitivity results in an impact considered to be of Insubstantial significance. In the

operation phase, the predicted magnitude of visual change is predicted to remain as ‘Negligible’

resulting in an impact considered to be of Insubstantial significance.

Occupational VSRs

15.7.6.36 O1, O2, O3, O4, O5 & O6: These VSRs will have permanent and intermittent partial views

towards the source of visual impact at distances at distances from immediately beside the source

of impact (0 m). In the construction phase, the resultant magnitude of visual change is

‘Intermediate’, and this combined with their ‘Low’ sensitivity results in an impact considered to be

of Slight significance. In the operation phase, the predicted magnitude of visual change is

predicted to reduce from ‘Intermediate’ to ‘Small’ resulting in an impact considered to be of

Insubstantial significance.

15.7.6.37 O9: This VSR will have permanent and intermittent full views towards the source of visual impact

at distances from immediately beside the source of impact (0 m). In the construction phase, the

resultant magnitude of visual change is ‘Intermediate’, and this combined with their ‘Low’

sensitivity results in an impact considered to be of Slight significance. In the operation phase,

the predicted magnitude of visual change is predicted to reduce from ‘Intermediate’ to ‘Small’


15.7.6.38 O15: This VSR will have permanent and continuous obscured views towards the source of visual


phase, the VSRs will not yet exist and therefore there will be no subsequent impacts. In the

operation phase, due to visual obstruction by intervening existing buildings / structures and other


combined with their ‘Low’ sensitivity results in an impact considered to be of Insubstantial

significance.

15.7.6.39 O11: This VSR will have permanent and intermittent partial views towards the source of visual



15-83


phase, the resultant magnitude of visual change is ‘Small’, and this combined with their ‘Low’

sensitivity results in an impact considered to be of Slight significance. In the operation phase,

the predicted magnitude of visual change is predicted to reduce from ‘Small’ to ‘Negligible’


15.7.6.40 O14: This VSR will have permanent and intermittent obscured views towards the source of visual

impact at distances of at least 300 m. In the construction phase, due to visual obstruction by



combined with their ‘Low’ sensitivity results in an impact considered to be of Slight



significance.


impact at distances of at least 3,200 m. In the construction phase, the VSRs will not yet exist and

therefore there will be no subsequent impacts. During operation, due to visual obstruction by


such factors as stated in Table 15.9, the resultant magnitude of visual change is ‘Negligible’, and


significance.


impact at distances of at least 5,400 m. In the construction phase, due to visual obstruction by


such factors as stated in Table 15.9, the resultant magnitude of visual change is ‘Negligible’, and




15.7.6.43 O12: This VSR will have permanent and intermittent partial views towards the source of visual

impact at distances of at least 4,000 m. In the construction phase, the resultant magnitude of

visual change is ‘Small’, and this combined with their ‘Low’ sensitivity results in an impact

considered to be of Insubstantial significance. In the operation phase, the predicted magnitude

of visual change is predicted to reduce from ‘Small’ to ‘Negligible’ resulting in an impact


15.7.6.44 O7 & O8: These VSRs will have permanent and intermittent partial views towards the source of

visual impact at distances of at least 3,500 m. In the construction phase, the resultant magnitude

of visual change is ‘Small’, and this combined with their ‘Low’ sensitivity results in an impact

considered to be of Slight significance. In the operation phase, the predicted magnitude of visual

change is predicted to reduce from ‘Small’ to ‘Negligible’ resulting in an impact considered to be

of Insubstantial significance.

15.7.6.45 O16: These VSRs will have permanent and intermittent obscured views towards the source of

visual impact at distances of at least 3,800 m. In the construction phase, due to visual obstruction


other such factors as stated in Table 15.9, the resultant magnitude of visual change is

‘Negligible’, and this combined with their ‘Low’ sensitivity results in an impact considered to be of


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Insubstantial significance. In the operation phase, the predicted magnitude of visual change is

predicted to remain as ‘Negligible’ resulting in an impact considered to be of Insubstantial

significance.

15.7.6.46 O17 & O18: These VSRs will have permanent and continuous obscured views towards the

source of visual impact at distances of at least 1,500 m. In the construction phase, the VSRs will

not yet exist and therefore there will be no subsequent impacts. In the operation phase, due to

visual obstruction by intervening topographical and vegetation features and/or existing buildings /


change is ‘Small’ resulting in an impact considered to be of Slight significance.

15.7.7 Residual Impacts during the Construction Phase after Mitigation


magnitude of the residual visual impacts during the construction phase, this will not be sufficient

to reduce the overall significance thresholds described above for the before mitigation scenario.

15.7.8 Residual Impacts during the Operation Phase after Mitigation


residual impacts in the operation phase between Day 1 and Year 10, this will not be sufficient to

reduce the overall significance thresholds.

15.7.8.2 The most predominant visual impact of the 3RS is from new land formation accommodating the

third runway. Expansion of T2 and new associated infrastructure is unlikely to significantly alter

the existing views towards the site due to its isolated locations and high compatibility to

surrounding airport activities and structures. The proposed 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 unitizing the roof into east / west orientated strips that breaks

down both the sale of the roof plain and provides a strong directional orientation. The intended

effect will create a series of light ‘feathers’ gently resting on a series of supports. VSRs located

within Tung Chung and Lantau Island would generally experience residual visual impacts of

Slight or Insubstantial significance during the operation phase after mitigation. VSRs located

north of the project will view the site at large distances against an existing visual backdrop

featuring Tung Chung and existing airport facilities, therefore it is anticipated that these VSRs

would also generally experience residual visual impacts of Slight or Insubstantial significance

after the implementation of mitigation measures during the operation phase.

15.7.8.3 The greatest visual impact in the operation phase will be experienced by REC13, Passengers /

Drivers of recreational marine craft in north Lantau waters and Urmston Road and REC21,

Recreational users of Sha Chau. REC13 will have permanent and intermittent full views towards

the source of visual impact at distances from immediately beside the source of impact (0m) to the

extent of the Lantau Country Parks (10,000 m). In the operation phase, the predicted magnitude

of visual change is predicted to be ‘Intermediate’ resulting in an impact considered to be of

Moderate significance. REC21 will have permanent and continuous full views towards the source

of impact at distances of at least 1,300 m. In the operation phase, the predicated magnitude of

visual change is anticipated to be ‘Intermediate’ resulting in an impact considered to be of

Moderate significance.


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Table 15.10: Significance of Visual Impacts in the Construction and Operation Phases

VSR Type

Key Visually Sensitive Receiver (VSR)

Magnitude of Visual Change before Mitigation

(None, Negligible, Small, Intermediate, Large)

Receptor Sensitivity & Number

(Low, Medium, High) (Very Few, Few, Many, Very Many)







& ID. Construction Operation Construction Operation Construction Operation DAY 1 YEAR 10

Residential VSRs

RES-1 Residents of Villages of Tai O

Small Negligible High, Many High, Many Slight Insubstantial CM1-7, CM10 OM1-11


RES-2 Residents of Villages of Sha Lo Wan

Small Negligible High, Few High, Few Slight Insubstantial CM1-7, CM10 OM1-11


RES-3

Residents of Tung Chung including, Tung Chung Crescent, Seaview Crescent, Caribbean Coast, Area 53 to Area 56

Intermediate Small High, Very Many

High, Very Many

Moderate Slight CM1-7, CM10, OM1-11

Moderate Slight Slight

RES-4 Residents along south coast of Tuen Mun

Intermediate Small High, Very Many

High, Very Many

Moderate Slight CM1-7, CM10, OM1-11


RES-5 Residents of Hong Kong Gold Coast

Intermediate Small High, Many High, Many Moderate Slight CM1-7, CM10, OM1-11


RES-6 Residents of Siu Lam Intermediate Small High, Many High, Many Moderate Slight CM1-7, CM10, OM1-11


RES-7 Proposed residents of Tung Chung East

N/A Small N/A High, Very Many

N/A Slight OM1-11 N/A Slight Slight

RES-8 Residents of Lung Kwu Tan

Negligible Negligible High, Many High, Many Insubstantial Insubstantial CM1-7, CM10, OM1-11



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VSR Type













RES-9

Residents of planned Tung Chung West future development including Area 39

N/A Small N/A High, Very Many


RES-10 Residents of Sham Shek Tsuen

Small Negligible High, Few High, Few Slight Insubstantial CM1-7, CM10, OM1-11


RES-11 Residents of Sai Tso Wan Village

Small Negligible High, Very Few

High, Very Few

Slight Insubstantial CM1-7, CM10, OM1-11



Negligible Negligible High, Few High, Few Insubstantial Insubstantial CM1-7, CM10, OM1-11


RES-13 Residents of Shek Lau Po and Mok Ka Village



RES-14 Residents of Tung Hing Village

Negligible Negligible High, Very Few

High, Very Few

Insubstantial Insubstantial CM1-7, CM10, OM1-11


RES-15 Residents of Sheung Ling Pei Village



RES-16 Residents of Ma Wan New Village



RES-17 Residents of Pak Mong Village




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VSR Type













RES-18 Residents of Ngau Kwu Long Village



RES-19 Residents of San Shek Wan Village



RES-20 Residents of Yat Tung Estate

Small Small High, Very Many

High, Very Many

Slight Slight CM1-7, CM10 OM1-11

Slight Slight Slight

RES-21 Residents in Tai Ho San Tsuen



Recreational VSRs

REC-1 Visitors to AsiaWorld-Expo Intermediate Small Medium, Many

Medium, Many

Moderate Slight CM1-7, CM10 OM1-11


REC-2 Visitors to Hong Kong SkyCity Marriott Hotel

Intermediate Small High, Many High, Many Moderate Slight CM1-7, CM10 OM1-11





REC-4 Visitors to Regal Hotel Intermediate Small High, Many High, Many Moderate Slight CM1-7, CM10 OM1-11


REC-5 Passengers of Cable Cars of Ngong Ping 360




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VSR Type













REC-6 Hikers of Nei Lak Shan Intermediate Small High, Few High, Few Moderate Slight CM1-7, CM10 OM1-11


REC-7 Hikers of Fung Wong Shan (Lantau Peak)

Intermediate Small High, Few High, Few Moderate Slight CM1-7, CM10 OM1-11


REC-8 Hikers of Tai Tung Shan (Sunset Peak)



REC-9 Hikers of Lantau North Country Park



REC-10 Hikers of Lantau South Country Park




N/A Small N/A High, Many N/A Slight OM1-11 N/A Slight Slight

REC-12 Hikers of Scenic Hill Intermediate Small High, Few High, Few Moderate Slight CM1-7, CM10 OM1-11


REC-13

Passengers/Drivers of recreational marine craft in north Lantau waters and Urmston Road

Large Inter-mediate

High, Few High, Few Substantial Moderate CM1-7, CM10 OM1-11

Substantial Moderate Moderate

REC-14 Passengers/Drivers of recreational marine craft in Castle Peak Bay

Negligible Negligible High, Many High, Many Insubstantial Insubstantial CM1-7, CM10 OM1-11



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VSR Type













REC-15 Recreational users of Butterfly Beach



REC-16 Hikers of Castle Peak Small Small High, Few High, Few Slight Slight CM1-7, CM10, OM1-11





REC-18 Recreational users of Man Tung Road Park



REC-19 Hikers of Tai Lam Country Park

Small Small High, Few High, Few Slight Slight CM1-7, CM10, OM1-11



N/A Negligible N/A High, Many N/A Insubstantial CM10 OM1-11

N/A Insubstantial Insubstantial

REC-21 Recreational users of Sha Chau islands

Large Intermediate

High, Very Few

High, Very Few

Substantial Moderate CM1-7, CM10 OM1-11

Substantial Moderate Moderate

REC-22 Recreational users of Golden Beach



REC-23 Hikers from Tung Chung to Tai O




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VSR Type













REC-24 Visitors to Tai Ho Negligible Negligible High, Few High, Few Insubstantial Insubstantial CM1-7, CM10, OM1-11



N/A Negligible N/A High, Many N/A Insubstantial CM1-7, CM10 OM1-11



N/A Negligible N/A High, Many N/A Insubstantial OM1-11 N/A Insubstantial Insubstantial

REC-27

Users of Proposed Columbarium Developments for Tsuen Wan

Negligible Negligible Low, Very Few

Low, Very Few

Insubstantial Insubstantial CM1-7, CM10 OM1-11


Travelling VSRs

T-1 Passengers / Drivers of Vehicles and MTR along North Lantau Highway

Small Negligible Medium, Very Many

Medium, Very Many



T-2 Passengers / Drivers of Vehicles and MTR along Cheong Wing Road

Intermediate Small Medium, Very Many

Medium, Very Many



T-3 Passengers of commercial aircraft


Medium, Very Many



T-4

Passengers / Drivers of the proposed Tuen Mun-Chek Lap Kok Link (TMCLKL)


Medium, Very Many




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VSR Type













T-5 Passengers / Drivers of the proposed Hong Kong Link Road (HKLR)


Medium, Very Many




Intermediate Small Medium, Many

Medium, Many



T-7 Passengers / Drivers of Vehicles along castle peak road and Tuen Mun Road

Negligible Negligible Medium, Very Many

Medium, Very Many




Negligible Negligible Medium, Many

Medium, Many



T-9 Passengers / Drivers of Vehicles at planned HKBCF


Medium, Very Many





Medium, Many



T-11 Ferry Passengers from Tung Chung to Tai O

Small Negligible Medium, Few Medium, Few



T-12 Ferry Passengers at Public Pier in Tung Chung


Medium, Many



T-13 Ferry Passengers at Public Pier in Tuen Mun


Medium, Many



Occupational VSRs


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VSR Type













O-1 Workers / Staff of Asia World Expo

Intermediate Small Low, Many Low, Many Slight Insubstantial CM1-7, CM10 OM1-11


O-2 Workers / Staff of Hong Kong SkyCity Marriott Hotel



O-3 Workers / Staff of Chek Lap Kok Facilities




Intermediate Small Low, Few Low, Few Slight Insubstantial CM1-7, CM10 OM1-11



Intermediate Small Low, Very Many

Low, Very Many

Slight Insubstantial CM1-7, CM10 OM1-11


O-6 Workers of Regal Hotel Intermediate Small Low, Many Low, Many Slight Insubstantial CM1-7, CM10 OM1-11


O-7 Workers / Staff of Pillar Point

Small Negligible Low, Few Low, Few Slight Insubstantial CM1-7, CM10, OM1-11


O-8 Workers of EcoPark Small Negligible Low, Few Low, Few Slight Insubstantial CM1-7, CM10, OM1-11


O-9 Workers on commercial aircraft on and around Chek Lap Kok




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VSR Type













O-10 Workers of planned Lantau Logistic Park (LLP) at the possible LLP extension

N/A Negligible N/A Low, Many N/A Insubstantial CM10 OM1-11


O-11 Workers of Cathay Pacific City

Small Negligible Low, Many Low, Many Slight Insubstantial CM1-7, CM10, OM1-11


O-12 Workers of Castle Peak Power Station

Small Negligible Low, Few Low, Few Insubstantial Insubstantial CM1-7, CM10, OM1-11


O-13 Workers of Siu Ho Wan Negligible Negligible Low, Few Low, Few Insubstantial Insubstantial CM1-7, CM10 OM1-11


O-14 Workers at HKBCF Small Negligible Low, Many Low, Many Slight Insubstantial CM1-7, CM10, OM1-11



N/A Small N/A Low, Many N/A Insubstantial OM1-11 N/A Insubstantial Insubstantial

O-16 Workers of Siu Ho Wan MTR Depot

Negligible Negligible Low, Few Low, Few Insubstantial Insubstantial CM1-7, CM10, OM1-11


O-17 Future workers of potential commercial development in Tung Chung East

N/A Small N/A Low, Very Many


O-18 Future workers of potential commercial development in Tung Chung West

N/A Small N/A Low, Very Many



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15.8 Cumulative Impacts

15.8.1 General

15.8.1.1 The landscape and visual impacts generated by the 3RS are also assessed in the context of the

impacts associated with the concurrent projects as described in Section 15.4.6 and illustrated on

Drawing MCL/P132/EIA/15-011. (Note that cumulative impacts of already committed projects

that will be completed by 2016 form part of the landscape and visual baseline are not included in

the cumulative assessment, namely HKLR, HKBCF, Southern Connection of the TM-CLKL and

public rental housing development at Tung Chung (Area 56))

15.8.1.2 The major projects which are concurrent with the 3RS include Northern Connection of TM-CLKL,

Tung Chung New Town Extension Study, Lantau Logistics Park (LLP), Leisure and Entertainment

Node at Sunny Bay, Intermodal Transfer Terminus (ITT) (on HKIA), North Commercial District

(NCD) (on HKIA), the New Contaminated Mud Marine Disposal Facility at East Sha Chau and

Airport East, the proposed public housing development at Tung Chung West (Area 39), Organic

Waste Treatment Facilities at Siu Ho Wan, and the proposed residential development at Tung

Chung (Area 54).

15.8.2 Cumulative Landscape Impacts

15.8.2.1 The only concurrent projects that fall within the landscape study area of the 3RS are NCD and

ITT. NCD would occupy the vacant site of the decommissioned SkyCity Nine Eagles Golf Course

(CLK/LCA8 On-Going Major Development Landscape), and thus there would be no additional

adverse impacts from the NCD. ITT would occupy the current site of the SkyPier which has no

landscape resources, so there would be no additional impact on landscape resources or

landscape character resulting from ITT.

15.8.3 Cumulative Visual Impacts

15.8.3.1 Within the ZVI of the 3RS, the listed concurrent projects would create additional visual impacts on

the VSRs identified in this LVIA.

15.8.3.2 The projects involving land formation along the coastline would cause visual impacts to adjacent

VSRs including those VSRs identified in this LVIA. The degree of visual impact will vary greatly

between VSRs, based primarily on the relative proximity of the VSR to the source of the impact,

however it may be concluded in general terms that the cumulative visual impacts resulting from

the concurrent reclamation projects would be greater than the impacts resulting from the 3RS

alone. This is because the reclamation projects will generally be closer to the VSRs than the 3RS,

and thus the visual impacts from those reclamation projects will tend to be greater than those

resulting from the 3RS. The overall effect of the reclamations will be to change the landscape and

visual character of the north Lantau coastline from one of rural fringe and transportation corridor

to a more urbanized character.

15.8.3.3 Within the airport island, NCD and ITT will create some visual change. ITT will modify existing

SkyPier facilities with little visual change in character. NCD would have a maximum building

height of approx. 53 mPD and would be designed to sit comfortably within the airport landscape.

There would be no significant adverse visual impact caused by NCD greater than what has


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already been identified for the construction of the 3RS. In fact, the presence of a well-designed

and landscaped NCD may provide a net positive visual impact to the Landscape Character

(CLK/LCA8, Ongoing Major Development Landscape).

15.8.3.4 The New Contaminated Mud Marine Disposal Facility at East Sha Chau and Airport East would

have no long term impact on the visual context of the area as the facility would result in no

physical presence other than sea traffic during the disposal period.

15.9 Environmental Monitoring and Audit

15.9.1 Construction Phase

Monitoring of Design, Construction and Establishment Works

15.9.1.1 The design, implementation and maintenance of landscape and visual mitigation measures (refer

to Table 15.6 and Table 15.7) shall be checked to ensure that they are fully realised and that any

potential conflicts between the proposed landscape measures and any other project works and

operational requirements are resolved at the earliest possible date and without compromise to the

intention of the mitigation measures.

Design of Landscape and Visual Mitigation Measures

15.9.1.2 The detailed design of the landscape and visual mitigation measures shall be undertaken so as to

ensure compliance with the measures described in Section 15.6.4.

Site Supervision of Landscape Works

15.9.1.3 The implementation of the landscape works during the construction phase and establishment

works shall be inspected through the site audit program.

15.9.2 Operation Phase

Monitoring of Landscape Establishment

15.9.2.1 All landscape and visual mitigation measures shall be monitored during the landscape

establishment period to check that intended mitigation effects are realised.

15.10 Conclusion

15.10.1 Landscape Impacts

15.10.1.1 The principle landscape impacts will be on the Coastal waters of North Lantau. The physical

impact upon the Coastal waters of North Lantau is ‘Substantial’ in relation to the entire resource

as a whole; however the impact upon the Coastal waters of North Lantau would remain

Substantial during the operation phase as the loss of 650 ha of coastal waters cannot be

mitigated.

15.10.1.2 It is anticipated all other LRs and LCAs that have not been described above after the construction

phase would largely be restored to their pre-construction state. Mitigation measures including


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compensatory tree, shrub and groundcover planting would minimise the residual impacts on the

airport landscape. The reduction of construction period to a practical minimum and the immediate

grassing and treatment of disturbed areas would help restore the landscape to its pre-

construction quality. With the implementation of mitigation measures, the residual impact has

been assessed as Slight and Insubstantial.

15.10.1.3 It is anticipated that the majority of trees affected by the 3RS will be young to semi-mature trees

of common species and will either be felled or transplanted if suitable. No OVTs are located

within the project site boundary. To mitigate the loss of the existing trees and to restore the

landscape to its existing condition, compensatory tree planting is proposed according to the

relevant Technical Circulars.

15.10.2 Visual Impacts

15.10.2.1 The primary visual impacts of the 3RS would result from the construction of a 650 ha land

formation north of HKIA. The 3RS would likely have minimal residual visual impacts as the major

geomorphic features of the North Lantau and Tuen Mun Region, such as the ridge lines of Castle

Peak, Lantau Island and Tai Lam Country Park would remain intact thus preserving the overall

landscape character of area. The implementation of operation phase mitigation measures such

as the sensitive design of the airport buildings and facilities in terms of scale, height, visual

weight, lighting, materials and colours as well as greening measures such as screening, green

walls and green roofs will help reduce the residual impacts of the new T2 expansion and

associated facilities.

15.10.2.2 The presence of the 3RS would have Slight and Insubstantial residual visual impacts on the

surrounding VSRs as the form and character will be consistent with that of the existing HKIA. The

greatest visual impacts will be experienced by REC13 (Passengers / Drivers of recreational

marine craft users in north Lantau waters and Urmston Road) who are transient in nature, and

REC21 (Recreational users of Sha Chau islands) who are very few in number, and are predicted

to experience a Moderate impact significance.

15.10.3 Overall Conclusion

15.10.3.1 It is unavoidable that a development of this scale will have impacts on the environment, which are

identified and addressed in this EIA with the aim of avoiding (where practicable) and at the very

least, minimising such impacts to within acceptable levels. Nevertheless, there are opportunities,

at the project’s design, construction and operation stages, for incorporating positive

environmental aspects into the project. Among others, these include providing flexibility for

avoiding night time use of the southern runway and enabling further environmental efficiencies to

be incorporated into the new airport buildings and facilities.

15.10.3.2 As described above, there is one landscape impact caused by the 3RS that is considered to be of

substantial significance, namely that experienced by CLK/LR1 Coastal Waters of North Lantau,

and two visual impacts, considered to be of moderate significance, namely that experienced by

REC13 Passengers / Drivers of recreational marine craft users in north Lantau waters and

Urmston Road and REC21 Recreational users of Sha Chau islands.

15.10.3.3 Furthermore, although CLK/LR1 Coastal Waters of North Lantau is considered to suffer

substantial impact, the loss is the absolute minimum necessary for the creation of the 3RS and


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there will remain, even after the impact, a significant large area (much larger than the impacted

area) of CLK/LR1 Coastal Waters of North Lantau that will be unaffected by 3RS and that will be

available in the operation phase as an ongoing landscape resource.

15.10.3.4 Taking this into account and since despite the very large scale of the development, only one

sensitive receiver suffers substantial impact and only two suffer moderate impacts and all other

sensitive receivers identified in this chapter suffer slight, insubstantial or no impacts, it is therefore

considered that in accordance to the criteria and guidelines for evaluating and assessing impacts

as stated in Annex 10 and 18 of the EIAO-TM, the overall residual landscape and visual impacts

of the proposed 3RS are marginally acceptable with mitigation during the construction and

operation phases.

three-runway system environmental impact assessment report ... · mcl/p132/eia/15-002 and described...

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