5 LANDSCAPE AND VISUAL IMPACT ASSESSMENT

5.1 Introduction

5.1.1 The aim of this section of the report is to outline the landscape baseline conditions, planning and development control framework, and the Visually Sensitive Receivers (VSR’s). It identifies the impacts that would occur during the construction of the KCR Spur Line between Sheung Shui and Lok Ma Chau Project; and its operational phase, recommends mitigation measures and identifies residual effects apparent after mitigation. This section also outlines any cumulative impacts that could be attributed to the Project.

5.2 Standards and Legislation

5.2.1 The methodology for undertaking the landscape and visual impact assessment is in general accordance with Annex 18 of the Technical Memorandum to the Environmental Impact Assessment Ordinance (EIAO). The main elements of the assessment are given below.

5.2.2 The Landscape and Visual Impacts are considered as follows:

· Landscape impact assessment shall assess the source and magnitude of developmental effects on the existing landscape elements, character and quality in the context of the site and its environs; and,

· Visual impact assessment shall assess the source and magnitude of effects caused by the proposed development on the existing views, visual amenity, character and quality of the visually sensitive receivers within the context of the site and its environs.

5.2.3 These are evaluated in accordance with Annex 10 of the Technical Memorandum to the EIAO.

5.3 Landscape Impact Assessment Methodology

5.3.1 The assessment of the potential impacts of a proposed scheme on the existing landscape comprises two distinct sections:

· baseline survey; and,

· Potential landscape impacts assessment.

5.3.2 A baseline survey of the existing landscape character and quality has been undertaken from site inspections and desktop surveys. Landscape elements considered include:

· local topography;

· woodland extent and type;

· other vegetation types;

· built form;

· patterns of settlement;

· land use;

· scenic spots;

· details of local materials, styles, streetscapes, etc.;

· prominent watercourses; and,

· Cultural and religious identity.

5.3.3 Confirmed developments either within the study area or adjacent to it are also considered. The baseline survey will form the basis of the landscape context by describing broadly homogenous units of similar character. The landscape character is rated into low, medium or high depending not only on the quality of elements present but also their sensitivity to change and local or regional importance. The quality of the landscape is not only related to its visual amenity.

5.3.4 The assessment of the potential landscape impacts of the proposals will result from:

· identification of the sources of impact, and their magnitude, that would be generated during construction and operation of the scheme; and,

· Identification of the principal landscape impacts, primarily in consideration of the degree of change to the baseline conditions. The impacts are considered systematically in terms of the landscape elements, the site and its context.

5.3.5 The overall landscape impact is a product of the following factors:

· the landscape character and its quality;

· source, nature and magnitude of potential impacts;

· the degree of change caused by each of the impacts to the existing landscape;

· tolerance of the landscape to absorb the change;

· significance of this change in consideration of the local and regional areas and other developments;

· cumulative effects on the landscape of this and neighbouring proposals; and,

· Identification of plant species of significant value which should be conserved.

5.3.6 The impact is derived from the degree or magnitude of change which the proposals will cause to the existing landscape context and it's ability to tolerate the change, i.e. its quality and sensitivity. The significance threshold is derived from the following matrix:

Magnitude of Change caused by proposals	High	Moderate Impact	Moderate / Significant Impact	Significant Impact
	Moderate	Slight / Moderate Impact	Moderate Impact	Moderate / Significant Impact
	Low	Slight Impact	Slight / Moderate Impact	Moderate Impact
	No change resulting in a Neutral Impact	Low	Moderate	High
	Sensitivity / Quality of Landscape

5.3.7 The above matrix will apply in the assessment of the majority of situations, however, in certain cases a deviation from this may occur, e.g. the impact may be so major that a significant impact may occur to a low quality element.

5.3.8 The degree of impact is considered as follows:

Negative / Beneficial Impacts
Significant: 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 the existing landscape quality	Neutral impact: no discernible change in the existing landscape quality.

Landscape Planning Review

5.3.9 A review of the existing planning studies and documents will be undertaken as part of the assessment to gain an insight into the planned role of the site, its context and to help determine the projects fit into the wider existing and future landscape context. The review is taken from Sheung Shui to Lok Ma Chau. This review considered Outline Zoning Plan numbers S/NE-KTN/3 – Kwu Tung South and S/YL-ST/2 – San Tin, and the Recommended Outline Development Plan (RODP) for the Kwu Tung North SGA, June 1999 which will replace the S/NE-KTN/3 – Kwu Tung North.

Tree Survey Methodology

5.3.10 To minimise conflicts with existing vegetation a full tree survey has been completed in accordance with WBTC 24/94. This will allow the fine tuning of the proposed detail design for the proposed scheme and ensure that any significant trees, will where possible, be protected during both the design and construction periods. The methodology and scope including the programme for the tree survey and felling application is subject to the approval of the relevant authorities primarily LCSD and AFCD, and private owners where appropriate.

Visual Impact Assessment Methodology

5.3.11 The assessment of the potential visual impact of the scheme comprises two distinct parts:

· Baseline survey; and,

· Visual impact assessment.

5.3.12 The baseline survey of all views towards the proposals is undertaken by identifying:

· The visual envelope or visual zone within which the proposed development may be contained either wholly or partially within views. This must also include indirect effects such as offsite construction activities; and,

· The visually sensitive receivers (VSR's) within the visual envelope whose views will be affected by the scheme. The potential receivers are considered as three groups:

a) Views from residences - the most sensitive of receivers due to the high potential of intrusion on the visual amenity and quality of life,

b) View from workplaces - less sensitive than above due to visual amenity being less important within the work environment, and;

c) Views from public areas - including all areas apart from the above, e.g., public parks, recreation grounds, footpaths, roads, cultural sites, etc. Sensitivity of this group depends on the transitory nature of the receiver, e.g. sitting in a park or travelling on a highway. Also considered is the degree of view or glimpsed views.

5.3.13 However the assessment of sensitivity has also been based on the quality and extent of the existing view. Therefore a view from a residential property which would normally be considered the most sensitive view may be less so if for example it is degraded by existing development or partially screened by intervening visual obstacles such as existing vegetation.

5.3.14 The location and direction of it’s view relative to the scheme also influences the sensitivity of each group. Typical viewpoints from within each of the visually sensitive groups are identified and their views described. Both present and future visually sensitive receivers will be considered.

5.3.15 The baseline survey will form the basis of the visual character and quality of the site. The assessment of the potential visual impacts will result from:

· identification of the sources of visual impacts, and their magnitude, that would be generated during construction and operation of the scheme; and,

· Identification of the principal visual impacts primarily in consideration of the degree of change to the baseline conditions.

5.3.16 The impact assessment will relate to the typical viewpoints within the visual receiver group, as identified previously, and their existing and potential views subsequent to the scheme development. The visual impact will result from consideration of the following:

· character of existing view;

· quality of existing view;

· context and location of the visually sensitive receiver;

· number of receivers at the visual receiver group;

· visual receiver group sensitivity;

· degree of change to existing views;

· other views available to visual receiver group;

· the cumulative effects on views of this and other neighbouring developments, and;

· the viewing distance between the visually sensitive receiver and the visible part of the proposed scheme.

5.3.17 The degree of visual impact is rated in a similar fashion to the landscape impact, i.e. substantial, moderate, slight and negligible. The impacts may be beneficial or adverse.

5.3.18 The impact is derived from the degree or magnitude of change which the proposals will cause to the existing landscape context and it's ability to tolerate the change, i.e. its quality and sensitivity. The significance threshold is derived from the following matrix:

Magnitude of Change caused by proposals	High	Moderate Impact	Moderate / Significant Impact	Significant Impact
	Moderate	Slight / Moderate Impact	Moderate Impact	Moderate / Significant Impact
	Low	Slight Impact	Slight / Moderate Impact	Moderate Impact
	No change resulting in a Neutral Impact	Low	Moderate	High
	Sensitivity / Quality of The Existing View

5.3.19 The above matrix will apply in the assessment of the majority of situations, however, in certain cases a deviation from this may occur, e.g. the impact may be so major that a significant impact may occur to a low quality element.

5.3.20 The degree of impact is considered as follows:

Negative / Beneficial Impacts
Significant: 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 the existing landscape quality	Neutral impact: no discernible change in the existing landscape quality.

The Residual Impacts

5.3.21 The Residual impacts are those, which remain after the proposed mitigation measures, have been implemented. This has been assessed both during the construction period and during the design year which is often taken to be 10 to 15 years after the proposed scheme has been opened to normal operation when the soft landscape mitigation measures are deemed to have reached a level of maturity which allows them to perform their original design objectives.

5.3.22 The level of impact is derived from the degree or magnitude of change which the proposals will cause to the view which would have existed during this period if the proposed scheme had not been constructed and its ability to tolerate change, i.e. its quality and sensitivity taking into account the beneficial effects of the proposed mitigation. The significance threshold is derived from the following matrix:

Magnitude of Change caused by proposals	High	Moderate Impact	Moderate / Significant Impact	Significant Impact
	Moderate	Slight / Moderate Impact	Moderate Impact	Moderate / Significant Impact
	Low	Slight Impact	Slight / Moderate Impact	Moderate Impact
	No change resulting in a Neutral Impact	Low	Moderate	High
	Sensitivity / Quality of Landscape or View which would have existed had the Scheme not been constructed

5.3.23 The above matrix will apply in the assessment of the majority of situations, however, in certain cases a deviation from this may occur, e.g. the impact may be so major that a significant impact may occur to a low quality element.

5.3.24 The degree of impact is considered as follows:

Negative / Beneficial Impacts
Significant: 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 the existing landscape quality	Neutral impact: no discernible change in the existing landscape quality.

5.3.25 An overall assessment is also made of the residual landscape and visual impacts attributable to the proposed scheme. The degree of residual impact is considered as follows:

Beneficial	Acceptable	Acceptable with mitigation	Unacceptable	Undetermined
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.	There will be no significant effects on the landscape and no significant visual effects caused by the appearance of the project, or no interference with key views.	There some adverse effects, but these can be eliminated, reduced or offset to a large extent by specific measures.	The adverse affects are considered too excessive and are would not be reduced to an acceptable level by mitigation.	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.

5.4 Mitigation Measures

5.4.1 The identification of the landscape and visual impacts will highlight those sources of conflict requiring design solutions or modifications to reduce the impacts, and, if possible, blend the development and associated activities in with the surrounding landscape. These mitigation measures should take into account factors including:

· woodland, tree and shrub planting of new or disturbed slopes, amenity strips and areas, central reservations and adjacent to any new structures;

· consideration of the contouring of new slopes in order to blend them in with the existing topography;

· earth mounding and screening, structural or vegetated;

· highlighting unacceptable impacts and considering alternative scheme proposals;

· treatment of structural forms;

· hard landscape, furniture and other landscape; and,

· significant landscape elements.

5.4.2 This will result in the formation of landscape mitigation proposals, which will alleviate the previously identified landscape and visual impacts as far as possible.

5.5 Existing Landscape Context and Landscape Impacts

Existing Landscape Context

5.5.1 The proposed Spur Line alignment is located in the northern New Territories of Hong Kong between the town of Sheung Shui and the border crossing at Lok Ma Chau (refer to Figure 5.1). There are several distinct landscape characters within the study area, the location of these are shown on Figures 5.3a b c. These include the high-rise urban areas of the Sheung Shui conurbation, the low lying agricultural areas of the River Beas plain including the Long Valley area, natural hilly areas, cottage developments, villages and the fish pond areas adjacent to Lok Ma Chau.

5.5.2 The proposed Spur Line arises from the existing KCR East Rail line north of Sheung Shui Station and south of Sheung Shui Sewage Treatment Works. It runs west beyond Sheung Shui into the plains of the River Beas, the Long Valley area. These plains primarily comprise agricultural fields, which are generally active, although some areas are unused and have reverted to rough grassland, together with several large fishponds. To the east of this plain is the River Beas, which flows from south to north. This is currently being improved under a separate study as part of the overall flood prevention programme of the New Territories and will be constructed as a wide concrete trapezoidal channel.

5.5.3 Beyond the River Beas the Spur Line would cross to the south of Ho Sheung Heung village and through an extensive area of cottage development including Tong Kok, Fung Kong and Tung Fong. Two temples are located in the south of Ho Sheung Heung. This is an area characterised by low-rise housing and light workshop/industrial activities interspersed with tree groups. Within this area the spur line passes to the north of the Dill’s Corner Camp, the former army base. Beyond the cottage areas to the south is the dual-3 Fanling Highway that forms a distinctive landscape character running east to west through the study area.

5.5.4 As the spur line proceeds through the cottage areas its turns slightly south to avoid the natural lower slopes of the Tit Hang hills. These hillsides are relatively undisturbed and comprise a mix of grass and scrub vegetation. The Chau Tau Grenade Range is located on the upper slopes. As it passes the hillside, the spur line runs through the cottage and agricultural area of Chau Tau. Along this section the spur line runs parallel to Fanling Highway, approximately 100m to the north.

5.5.5 Adjacent to the Fanling Highway / San Sham Road Interchange the spur line turns to the north to run parallel to, and east of, San Sham Road and the Lok Ma Chau Border Crossing facilities. This is an area comprising a mix of fishponds, although several are unused, have been filled and are now forming rough grassland. The border crossing to the west is a large area of hard standing and includes the kiosks and low-rise administration buildings. The crossing is currently undergoing extension to increase capacity requiring the construction of additional kiosks and waiting areas.

5.5.6 To the north of the border crossing, the spur line turns east, crossing San Sham Road and into an extensive area of fishponds south of the Shenzhen River. The spur line terminates at this point with the proposed Lok Ma Chau station. This will, it is proposed, be a four-storey building, approximately 27m high and will also contain border-crossing facilities with a double deck pedestrian bridge over the Shenzhen River to the Peoples Republic of China. A second station complex, Huanggang Station, will be constructed on the northern side of the river connected to the Lok Ma Chau Terminus by the proposed pedestrian link or footbridge across the Shenzhen River. Beyond the river is the large and visually prominent high-rise city of Shenzhen.

5.5.7 The existing landscape quality and sensitivity of the study area, which varies along the proposed Spur Line alignment, is shown on Figures 5.3a b c. The local hills of Tit Hang and Fung Kong Shan are of a high landscape quality and sensitivity due to their undisturbed and natural character. The fishpond areas to the west the Tit Hang hills are considered of high landscape quality, as they are highly sensitive to construction works of this type. The agricultural areas are of a medium to high quality due to their low level of disturbance and relatively open nature and as a landscape resource, although the canalisation of the River Beas will detract from the landscape quality of Long Valley. Cottage and village areas are generally considered as being of a medium quality due to the mixed level of disturbance presence of the local landscape features such as the temples at Ho Sheung Heung and the extent of mature tree groups. Areas of low quality landscape character include the conurbation of Sheung Shui, the road corridor along the Fanling Highway due to the high levels of disturbance and lack of landscape features, and the urban area north of the Shenzhen River due to the level of built development. Tables 5.1 and 5.2 give a brief description of the landscape resources and landscape character areas found within the study area.

Impacts on Landscape Character, Quality and Resources

5.5.8 The works include the construction of an elevated viaduct across the agricultural River Beas plain / Long Valley area. This is succeeded by an area of embankment, at grade and cutting through the central cottage areas around Tung Fong and agricultural area at Chau Tau. Beyond this point the spur line is on viaduct as it turns north and runs through the road corridor and open storage areas adjacent to San Sham Road, before proceeding over the fishponds at Lok Ma Chau. Past the border crossing it turns and passes over the road before terminating at the proposed Lok Ma Chau station on the Sam Po Shue fishponds. The pedestrian link across the Shenzhen River north of the station complex, which provides a physical connection to the proposed Huanggang Station, would have little perceivable impact on the landscape character and quality of the study area.

5.5.9 The nature of the scheme results in impacts generally being confined to areas adjacent to the alignment. Additionally, the overall avoidance of the natural hills results in earthworks being generally confined to the already disturbed cottage areas at Tung Fong. The most significant impacts will occur to the agricultural areas in the River Beas Plain / Long Valley area and Chau Tau, together with the fishpond areas at Lok Ma Chau and Sam Shue Po, however, the direct impacts on specific landscape elements have been minimised by the design of the viaduct alignment for the Spur Line. There would be a small loss to the existing Fung Shui woodlands near Lok Ma Chau Road (approximately 0.01 hectares), other woodlands within the study area would not be subject to losses due to the selection of a route alignment, which avoids contact with these culturally sensitive landscape resources. The location of these Fung Shui woodlands is shown in the ecology section of this report.

Impacts on Existing Landscape Resources

5.5.10 An important determinant of the landscape character within a Study Area, which is largely rural, is the type and extent of its landscape resources both natural and cultivated. These landscape resources are shown on Figure 5.2 a b . For the purposes of this assessment the landscape resources are represented by the existing land cover. The condition of these landscape resources is also important in determining the landscape quality of the Study Area and its sensitivity to change. Therefore the preservation and enhancement of these landscape resources is important to the successful integration of the proposals into the landscape of the Study Area. Table 5.1 below describes the abundance of a landscape resource within the Study Area, the loss of this resource due to the proposals and the predicted impact of this loss on the resource and the landscape character of the Study Area.

Impacts on Existing Trees Identified in the Tree Survey Report

Existing Trees

5.5.11 There are approximately 2922 trees within the Gazettal Boundary for the proposed scheme. These are mainly concentrated in the central and western sections of the Study Area .

Tree Retention

5.5.12 Generally any trees or tree groups on the fringes of the proposed track construction would be maintained where possible. The extensive construction of the embankments and viaduct structures would involve in some cases partial removal of tree groups. Where possible, the proposed earthwork slopes both in cutting and on embankment would be feathered at the edge of the slopes to allow trees to be retained. However, where it is not possible to retain trees it is recommended that these trees be felled or transplanted.

5.5.13 Approximately 909 of the trees surveyed would be retained under the current proposals, these include roadside trees not affected by the proposed realignment.

Tree Transplantation Proposals

5.5.14 In terms of assessing the feasibility of transplanting the trees, the following factors were taken into account:

· Trees were to have above average form, health and amenity value.

· Trees assessed as having a high or at least medium amenity value and predicted survival rate.

· Trees should be native or rare species.

· Ease of access - In some cases transplantation would be difficult and dangerous due to the physical characteristics of the site and the inaccessibility of their situations.

· The physical characteristics of the specimen trees - For example, the trees on steep slopes respond to the existing gradient with a higher proportion of roots on the downhill side and the rootball usually forms itself to the angle of slope. It is often difficult to find a similar location that is suitable for the transplantation of these trees. In addition, these trees often have an unbalanced crown that would make them unstable if transplanted to another location.

· Transplantation back onto a slope is often not practicable due to the difficulty of gaining safe access due to a combination of the nature of the slopes, the gradients involved and the stability of the machinery used.

· The survival rate of trees would be improved if a permanent location could be found immediately after being lifted as opposed to the use of a temporary holding nursery.

5.5.15 Taking all these factors into account the tree survey report recommends that approximately 119 trees could be transplanted. These are mainly trees surveyed individually and are accessible to the road. The tree survey report recommends that the trees identified as being appropriate for transplantation are relocated in locations identified by LCSD, HyD and /or AFCD. It is not recommended that the trees be transplanted to a temporary holding nursery for the duration of the railway construction contracts due to the potential damage that the trees will suffer if they are moved twice and the likely costs involved in setting up a holding nursery.

Tree Felling Proposals

5.5.16 The Tree Survey Report concludes that it would not be feasible to retain or transplant approximately 1894 of the existing trees for the following reasons:

· In some locations the scope of the proposed works and site formation precludes any opportunities to retain existing trees.

· The slopes are too steep to enable machinery access to transplant them.

· The necessary excavation and cutting into slopes, means it is technically unfeasible to retain the trees.

· The trees are of poor quality in terms of form or health, and approximately 45 trees were found to be dead.

· The tree if retained in a solitary position would become unstable and dangerous in windy conditions.

· Trees that are too large or mature to be transplanted successfully.

Table 5.1: Existing Landscape Resources and Predicted Impacts (Refer to Figures 5.2a-b)

Landscape Resource	Total Area of Landscape Resource in the Study Area (Ha)	Total Loss of Area (Ha)	% Loss within the Study Area (Ha)	Landscape Mitigation	Impact on Landscape Character resulting from the loss of the Existing Landscape Resources of the Study Area.
Fung Shui Woodland	17.81	0.01	0.06	Compensatory planting has not been proposed for this area due to the lack of available, limited by the proximity of the existing fishponds. These fishponds will be restored following the construction of the proposed viaduct.	The main area of woodland lost would result from the Lok Ma Chau Road widening required as part of the Spur Line proposals. This loss would not have a significant adverse impact on the landscape character of the Study Area as the existing Lok Ma Chau Road already severs this area of woodland. Also the area lost forms a small percentage of the total area of Feung Shui woodland. Therefore the Spur Line proposals would have a slight adverse impact on this resource within the Study Area.
Woodland (including secondary forest and plantation forest)	48.00	0.76	1.6	Approximately 12.0 hectares of compensatory woodland planting is proposed as part of the landscape and visual impact mitigation measures.	These areas form an important landscape and visual resource within the Study Area. However the loss of 1.6% of the existing resource would not have a significant impact on the landscape character of the Study Area particularly as a large proportion of the area lost is in the central section of the route alignment which now forms the site for the Kwu Tung North SGA. Therefore the Spur Line proposals would have a slight adverse impact on the existing resource however the implementation of the proposed landscape mitigation measures would lead to an overall moderate beneficial impact.
Orchard	10.91	2.46	22.5	Compensatory planting for the loss of this resource would not be appropriate due to the future landscape character of the Kwu Tung North SGA. Also the proposed planting lining the track has been designed to screen low and medium level views of the Spur Line proposals from the proposed SGA residential development.	The loss of these areas of orchard mainly situated in the central section of the proposed Spur Line alignment would not have a significant adverse impact on the future landscape character area which will be the site for the Kwu Tung North SGA. The landscape character of the SGA will be very different to that which currently exists. The landscape mitigation proposed for this area has been designed to screen the Spur Line in low and medium level views whilst visually integrating the form of the proposed earthworks and track in more elevated views from the proposed high rise residential development associated with the SGA. The Spur Line proposals would have a slight adverse to neutral impact on this resource within the Study Area.
Agricultural Land (Dry)	13.02	0.41	3.1	Compensatory mitigation measures would not be appropriate for this resource as the replacement of dry agricultural land in another location would not have a beneficial effect on the existing or future landscape of the Study Area.	Although the landscape character of Long Valley, where the majority of the usable agricultural land would be lost, is defined by it’s low lying and intricate field system, the proposed implementation of the ecological wetland mitigation measures would not have a significant impact on this landscape resource. The project limit for the wetland mitigation area would make use of the severed field network and so its impact on the perceived character of the remaining area of this landscape resource would not be of a significant level. The Spur Line proposals would have a slight adverse to neutral impact on this resource within the Study Area.
Agricultural Land (Wet)	28.31	0.85	0.2	Compensatory mitigation measures would not be appropriate for this resource as the replacement of wet agricultural land in another location would not have a beneficial effect on the existing or future landscape of the Study Area.	Although the landscape character of Long Valley, where the majority of the usable agricultural land would be lost, is defined by it’s low lying and intricate field system, the proposed implementation of the ecological wetland mitigation measures would not have a significant impact on this landscape resource. The project limit for the wetland mitigation area would make use of the severed field network and so its impact on the perceived character of the remaining area of this landscape resource would not be of a significant level. Therefore the Spur Line proposals would have a slight adverse impact on this resource within the Study Area.
Agricultural Land (not currently cultivated)	38.27	0.61	4.3	Compensatory mitigation measures would not be appropriate for this resource as the replacement of uncultivated agricultural land in another location would not have a beneficial effect on the existing or future landscape of the Study Area.	Although the landscape character of Long Valley, where the majority of the usable agricultural land would be lost, is defined by it’s low lying and intricate field system, the proposed implementation of the ecological wetland mitigation measures would not have a significant impact on this landscape resource. The project limit for the wetland mitigation area would make use of the severed field network and so its impact on the perceived character of the remaining area of this landscape resource would not be of a significant level. Therefore the Spur Line proposals would have a slight adverse to neutral impact on this resource within the Study Area.
Fishpond Areas	85.78	10.16	11.8	The existing fishponds within the Study Area affected by the Spur Line proposals would for a large part be restored following the construction period. In total approximately 75 hectares of fishpond areas would be restored.	The loss of approximately 12% of the fishponds in the study would not have a significant impact on the overall resource in terms of landscape character. A large part of the fish pond areas lost would be due to the proposed Lok Ma Chau Station complex, and although the loss of this area would represent the erosion of a limited resource in the HK SAR, the location of the area is contiguous with existing development and so its loss would not significantly affect the landscape character of this area. Therefore the Spur Line proposals would have a moderate adverse impact on this resource within the Study Area.
Marsh	5.17	0.01	0.2	Although a relatively large area of marsh land and reedbeds would be created as part of the ecological mitigation for Lok Ma Chau Station it would not be necessary from landscape impact perspective.	The marshland found within the Study Area does not represent a significant landscape resource in terms of its shaping landscape character. The Spur Line proposals would have a slight adverse impact on this resource within the Study Area.
Watercourses	8.05	0.01	0.1	Compensatory mitigation measures for the modest loss of this resource should focus on the improvement of the existing landscape character of the watercourses affected.	Many of the larger existing watercourses within the Study Area which influence its perceived landscape character have been modified by man, these include the retrained river channels to the east the River Beas, Shek Sheung River and Shenzhen River. Therefore any further modifications made as a result of the Spur Line proposals would have no significant impact on the existing resource. The Spur Line proposals would have a slight adverse impact on this resource within the Study Area.
Grass / Shrub Mosaic	54.27	0.07	0.1	Compensatory mitigation measures for the modest loss of this resource were not thought appropriate as the main area of loss would be adjacent to Tong Kok which forms part of the future Kwu Tung North SGA.	The main areas of this resource are situated on the hill slopes of the mountains to the north of the Study Area and would not be affected by the Spur Line proposals. The Spur Line proposals would have a slight adverse to neutral impact on this resource within the Study Area.

Table 5.2: Existing Landscape Character and Landscape Impacts (Refer to Figures 5.3a b c)

It should be noted that, with the exception of the area immediately north of the existing Sheung Shui Station, noise barriers were not considered necessary for the proposed scheme. The following table shows the predicted impact for the proposed scheme during the construction phase when the proposed landscape mitigation proposals have not been implemented and during the opening year of the operational phase when the proposed soft landscape mitigation measures have not reached a level of maturity by which they would perform their intended design role.

Landscape Character Unit LCU	Quality / Sensitivity	Main Impacts on Landscape Character Area	Significance Threshold
Major Urban Development MUD 1: Sheung Shui Sheung Shui is located at the eastern end of the study area and bounded by Fanling Highway to the south. The conurbation is dominated by a mix of low, medium and high-rise buildings in dense clusters separated by open space, amenity and unused areas. The southern areas are the more modern developments of the new town areas comprising the high-rise residential estates. Included within this unit is a former Temporary Housing Area, which is now under redevelopment and the Sheung Shui Sewage Treatment Works. The existing KCR line is a major feature of the area. The high level of disturbance and lack of key landscape features result in a landscape value of little significance.	Low	· Relatively minor disturbance to vegetative buffer along existing KCR line · Introduction of additional rail infrastructure within urban areas and adjacent to new developments · Introduction of proposed noise enclosure and barriers.	Significant adverse
MUD 2: Shenzhen Strategic Economic Zone This urban area forms the visible boundary to the HK SAR and the beginning of the Peoples Republic of China. The area is characterised by high rise commercial and residential development constructed of modern and brightly coloured materials such as steel and reflective glass. There is a striking visual and physical contrast formed by the juxtaposition between the flat fishpond areas to the south of the border and the brash high rise development of this zone. The high level of disturbance and lack of key landscape features has resulted in an area with a low level of perceived landscape quality.	Low	· Adverse construction impacts associated with the temporary jetty on the southern bank of the Shenzhen River west of the Lok Ma Chau Station Complex. · Construction of the proposed pedestrian link footbridge to Huanggang Station.	Slight adverse
Lowland Agricultural Areas L1 North of Sheung Shui A large area of active agriculture to the east of the study area. Tree groups, primarily comprising fruit species and concentrated around the sporadic housing. The occasional fishpond is also present. The relatively low level of disturbance, together with the area's intervisibility with surrounding landscape together with its role as a buffer adjacent to Sheung Shui has imbued this area with a relatively high sensitivity to change.	Moderate to High	· Area remote from works resulting in no impact	Neutral impact
L2 River Beas Plain / Long Valley and Fung Kong This is a large area located to the east of the study area in the lower lying areas adjacent to the River Beas and the villages of Fung Kong and Tong Kok. The field pattern is complex and mature with most of the fields being actively cultivated, although there are several areas, which are unused and have reverted to rough grassland. Several fishponds are present to the west. Tree vegetation is generally sparse and restricted to field boundaries, adjacent to local houses and, together with bamboo clumps, along the banks of the River Beas. The river is part of a separate strategy for flood alleviation in the New Territories. The retrained river channel when complete will be approximately 20m, trapezoidal section concrete channel with planted external embankments. This channel will detract from the overall character of the area. As part of the mitigation for the project areas of wetland will be created in several of the remnant meanders. The agricultural areas are of importance due to their relatively low level of disturbance, their role as a landscape buffer to Sheung Shui although the proposed channel detracts from the overall quality.	High	· Disturbance to field patterns and vegetation including trees · Introduction of the viaduct as a major element of the local landscape · Introduction of the proposed emergency vehicle access / escape staircase / assembly area adjacent to the River Beas retrained river channel.	Significant adverse
L3 North of Ki Lun Shan A small area to the south of Fanling Highway dominated by agriculture although several areas are unused and are being developed reducing their perceived landscape quality and sensitivity to further change.	Moderate	· Area remote from works resulting in no impact	Neutral Impact
L4 Chau Tau This is a smaller area located towards the west of the study area adjacent to the Fanling / San Sham Road Interchange. The area comprises fields, which are generally still cultivated and have a complex and mature field pattern. They form an important buffer between the local roads and the villages and are of importance due to their relatively undisturbed nature and sensitivity to change.	Moderate to high	· Disturbance to field patterns and vegetation including trees · Extensive earthworks for rail cutting section · Introduction of the proposed emergency vehicle access / escape staircase / assembly area north of Castle Peak Road.	Significant adverse
Natural Upland Areas NUA 1 Tai Shek Mo and Tung Kong Shan These areas are located to the east of the study area, north of the Spur Line and comprise of the natural slopes of Tai Shek Mo and Tung Kong Shan. The lower slopes are vegetated with trees with the upper levels dominated by scrub and grassland. The upland areas are of high quality and a major natural resource locally providing a major buffer to the sprawl around the villages of Tong Kok and Fong Kong. These areas also have an important role in forming the landscape setting for the valley and have a strong influence on the areas landscape character. Low levels of disturbance resulting in high sensitivity.	High	· Area remote from works resulting in no impact	Neutral Impact
NUA 2 Ki Lun Shan Located to the south of the spur line and Fanling Highway, this is an extensive are of the natural Ki Lun Shan hillside. Woodland belts fringe lower slopes with the upland areas dominated by shrub and grassland. The hill provides containment and is a landscape buffer to the Fanling Highway. Low levels of disturbance and natural character result in high quality and sensitivity.	High	· Area remote from works resulting in no impact	Neutral Impact
NUA 3 Lok Ma Chau Located to the north of the spur line this area comprises the hillsides of Lok Ma Chau and a lower knoll to the east. These are primarily natural slopes and important local landscape features providing a buffer to the cottage sprawl to the south and forming the landscape setting of this area. The lower slopes are vegetated with tree groups with the upper levels being characterised by scrub and grassland. The slopes are generally undisturbed and, despite the presence of the power lines, are of high quality and sensitivity to further change.	High	· Area unaffected by works resulting in no impact	Neutral Impact
Village Areas V1 Sheung Shui This cluster of villages is located at the eastern end of the study area and comprise the following: Man Hang Tsuen; Po Sheung Tsuen; Wai Lai Tsuen; Heung Yat Tsuen; Tai Yue Tsuen; Cheung Sum Tsuen; Ha Pak Tsuen; and, Sheung Pak Tsuen. These villages are definable as separate in terms of their landscape character and perceived landscape quality, although their proximity results in a visual coalescence forming what is perceived as a single settlement overall. The villages are low-rise and comprise generally modern village houses in a regimented layout orientated to the southwest. Liu Man Shek Tong (Ancestral Hall) is present to the north of the settlements. Tree planting is present.	Moderate	· Area largely remote from works resulting in no impact with the exception of the areas contiguous with the existing track to Lo Wu where there would be temporary adverse impacts from the relocation of existing facilities such as footpaths, cycle park, track side roads and footbridges crossing the proposed alignment. There would also be some temporary adverse impacts from the proposed temporary works area east of Cambridge Plaza.	Neutral Impact
V2 Tai Tau Leng A small village to the east of the study area comprising low-rise houses. Trees are present, primarily on the outskirts.	Moderate	· Area remote from works resulting in no impact	Neutral Impact
V3 Tsung Pak Long Located at the eastern end of the study area to the south of the spur line. The village primarily comprises modern houses; however, several traditional vernacular buildings and structures are present including the original village wall, which encloses a section of the village to the south. This results in a higher landscape quality and sensitivity.	High	· Area remote from works resulting in no impact	Neutral Impact
V4 Ho Sheung Heung A medium sized village with a more open layout located to the north of the spur line. In general, the houses are modern although two temples are also present to the south, together with several ruins of more traditional buildings and structures. The presence of the temples and the village’s proximity to the open expanse of Long Valley results in a high landscape quality and sensitivity to change. However the existing storage areas to the south east of the village have lead to erosion of both the landscape quality and its sensitivity to further change.	Moderate to High	· Area remote from works resulting in no impact	Neutral Impact
V5 Pun Uk Tsuen and Chau Tau Two small villages to the west of the study area comprising low-rise housing with clusters of trees.	Moderate	· Area remote from works resulting in no impact	Neutral Impact
Cottage Areas C1 Ho Heung Sheung This is located to the east of the Ho Heung Sheung village and comprises a broad mix of land use and development including open storage, sporadic agriculture, fish ponds, workshops and houses. Tree groups of primarily native and fruit trees are present. The perceived landscape quality and the areas sensitivity to further change would have been high due to features such as the fishponds and areas of mature fruit trees has been eroded by the presence of existing storage areas. Therefore this area has a medium level of perceived landscape quality and sensitivity to further change.	Moderate	· Disturbance to the higher quality fishponds in the southern part · Introduction of a viaduct as a major element in local landscape	Moderate adverse overall but significant adverse locally due to disturbance to the higher quality features
C2 Tung Fong This is a large area of cottage development central to the study area and comprises a mix of development and land uses including low-rise housing, open storage, workshops, small areas of agriculture, warehousing, graves and Dill’s Corner Camp. Remnant tree groups are present with species varying from native to fruit trees and with more ornamental amenity species. There are also areas of high-disturbance and platform formation reducing the overall landscape quality and the character areas sensitivity to further change.	Low	· Disturbance to the overall mixed development · Extensive earthworks to form cutting and embankment for the spur line · Introduction of the rail line as a major element in the landscape · Introduction of the proposed emergency vehicle access / escape staircase / assembly area north of Po Lau Road. · Disturbance to several tree groups · Areas contiguous with the proposed alignment where there would be temporary adverse impacts from the relocation of existing facilities such as footpaths and some temporary adverse impacts from the proposed temporary works areas. These would be located on the former military base at Dills Corner Camp.	Moderate adverse
C3 Chau Tau A large area adjacent to the villages of Chau Tau and Pun Uk Tsuen and comprises a mix of houses, workshops, several fishponds and small agricultural areas. Several areas also comprise orchards in the north. The relatively low level of disturbance compared to other cottage areas result in a medium quality	Moderate	· Area largely unaffected by works with the exception of the widening of Lok Ma Chau Road for emergency vehicle access and station access leading to the loss of roadside trees.	Slight adverse impact
Road Corridor and Linear Development RC1 Fanling Highway The road corridor, comprising the Fanling Highway, runs east west through the southern part of the study area. This is a dual-3 road and is generally vegetated along the roadside with a mix of trees, shrubs and grass. Tree species present include Acacia confusa and Melaleuca leucadendron. Adjacent to the road is local development including open storage, some residential development and workshop areas. The high level of disturbance and lack of features result in an overall low landscape quality and sensitivity to further change although the roadside planting are an important landscape element both from within and without the character area.	Low	· Area remote from works resulting in no impact	Neutral Impact
RC2 Lok Ma Chau Border Crossing This area is located to the west of the study area and includes the border crossing and San Sham Road. This is a large area of hard standing and includes the kiosks and low-rise administration buildings. Several areas of young Casuarina equisetifolia planting is present which screens the crossing from external views, together with some ornamental planting within the kiosk area. The crossing is currently undergoing extension to increase capacity requiring additional kiosks and waiting areas. Areas of open storage are adjacent to the road to the south.	Low	· Disturbance to the low quality open storage areas and local knoll · Existing vegetation will be disturbed by the ongoing extension to the border crossing.	Slight change with a neutral impact
Fishponds F1 River Beas Plain Located to the north east of the study area and north of the spur line adjacent to the River Beas. The ponds are generally in active use although several areas are used for agriculture. Several isolated low-rise buildings are also present. The low level of disturbance and susceptibility to change result in a high landscape quality and sensitivity to further change.	High	· Area unaffected by works resulting in no impact	Neutral Impact
F2 Lok Ma Chau A smaller area of fishponds between the Lok Ma Chau village and Shenzhen River, and also the border crossing, generally in active use. Several isolated buildings are also present.	High	· Disturbance to the existing fishponds requiring temporary filling during works, although this is localised to the alignment · Introduction of the proposed emergency vehicle access / escape staircase / assembly area north of Lok Ma Chau Control Point	Significant adverse localised to the alignment
F3 Sam So Shue This is an extensive area of fishponds to the west of the study area, which are generally in active use. Isolated buildings are also present. The extent and sensitivity of the ponds results in a high level of landscape quality and sensitivity to further change despite the proximity of the Shenzhen Strategic Economic Zone to the west of the border.	High	· Disturbance to, and loss of the existing fishponds to the north to construct the station	Significant adverse localised to the station area

Summary

5.5.17 The existing landscape context of the study area is a diverse range of landscape character from the high-rise urban areas of Sheung Shui and the Shenzhen Strategic Economic Zone to the natural uplands of the surrounding hillsides and agriculture of the low-lying areas. The corresponding quality of these areas also varies with a combination of high, medium and low landscape quality. The sensitivity to change of these landscape character areas varies from a high sensitivity in the River Beas plain / Long Valley areas and the Sam So Shue fishpond areas, to the low sensitivity of the Sheung Shui, Shenzhen, Tung Fong and Lok Ma Chau Border Crossing areas.

5.5.18 The nature of the project, and a construction method, which would restrict the works to a working corridor close to the proposed route alignment, would minimise the impacts and result in only localised impacts. However, this would lead to impacts which were significant adverse in the areas of higher quality, namely the fishpond and agricultural areas. Within the other areas, primarily the cottage areas, the impacts would be reduced to moderate adverse, as these areas would be less sensitivity to the proposed works.

5.5.19 The implementation of the Spur Line proposals would lead to the loss of 0.01 hectares of Fung Shui woodland (0.06% of the total resource in the Study Area), 0.76 hectares of woodland (1.6% of the total resource in the Study Area), 2.46 hectares of orchard (22.5% of the total resource in the Study Area), 0.41 hectares of dry agricultural land (3.1% of the total resource in the Study Area), 0.85 hectares of wet agricultural land (0.2% of the total resource in the Study Area), 0.61 hectares of agricultural land which is currently uncultivated (4.3% of the total resource in the Study Area); 10.16 hectares of fishponds (11.8% of the total resources in the Study Area) , 0.01 hectares of marsh (0.2% of the total resource in the Study Area), and 0.01 hectares of watercourses (0.1% of the total resource in the Study Area) and 0.07 hectares of grass / shrub mosaic (0.1% of the total resource in the Study Area).

5.5.20 With the exception of the existing orchard areas, the fishpond areas and agricultural land these losses represent a small percentage of the total area of the respective landscape resources within the study area, typically less than one percent.. The most significant losses from a landscape character perspective are those of the fishponds which represent a limited resource in the context of the HKSAR. The impact on the landscape character of these remaining fish pond areas has been minimised to an extent through the location of the Lok Ma Chau station complex in a situation contiguous to existing development such as the Lok Ma Chau Border Control Point. The loss of orchard area will be less significant as most of these areas are situated in an area which will eventually form part of the Kwu Tung North Strategic Growth Area.

5.5.21 A total of 3248 trees have been identified in the survey, 326 of which are outside the Gazettal Boundary. Of the total 2922 trees within the Gazettal Boundary, 909 can be retained and 2013 will be affected by the works. Of these 2013 affected trees, it is proposed that 119 are transplanted and the remaining 1894 are felled, including some 45 dead trees.

5.5.22 The planned developments that will form the future landscape context are identified in the Review of Planning and Development Control Framework, section 5.6 below.

5.6 Review of Planning and Development Control Framework

Existing Planning Context and Impacts

5.6.1 A review of the existing planning studies and documents was undertaken to gain an insight into the planned role of the site, its context and to help determine the projects fit into the wider existing and future landscape context. This review considered both areas which were physically affected by the proposals, that is where the implementation of the development proposals would lead to the actual loss of an area, and the potential degradation of the landscape setting of an area which might affect the viability of it’s landscape planning designation but not result in a loss of land area. A review of the existing planning and development control framework is shown in Table 5.3 below.

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Table 5.3: Review of Existing Planning and Development Control Framework

The information shown in this table and that shown on Figure 5.4a b c has been obtained from Outline Zoning Plan numbers S/NE-KTN/3 – Kwu Tung South and S/YL-ST/2 – San Tin. The Recommended Outline Development Plan (RODP) for the Kwu Tung North SGA, June 1999 which will replace the S/NE-KTN/3 – Kwu Tung North was also consulted to gauge the impact of the proposed Spur Line within the planning context of this new urban development. The review is taken from Sheung Shui to Lok Ma Chau.

Planning Designation / Location			Approx. Area physically Affected by the Proposals			Residual Impacts on the Existing and Planned Future Landscape
Kwu Tung North Strategic Growth Area (SGA) Recommended Outline Development Plan (RODP) June 1999.
1. Sheung Shui to Lok Ma Chau Spur Line			4.93Ha			The proposed Spur Line alignment has been safeguarded within these proposals; the track would bisect the proposed residential development, physically separating the two areas. There would be no loss of land to the areas identified under the RODP. The RODP allows for an approximate 84 metre corridor for the proposed Spur Line to pass through. The SGA has been designed to accommodate the proposed rail corridor, and the design would consider the integration of the track and contribute to the mitigation of the adverse impacts arising from it. Therefore based on the SGA proposals shown in the RODP the proposed Spur Line would not affect the planning designation for the SGA area. In fact the construction of the proposed railway would facilitate the development of a ‘rail-based development’ for Kwu Tung North SGA one of the basic premises of its sustainable planning principles. Therefore in terms of the future landscape of the Study Area the proposals would have a significant beneficial impact.
2. Agriculture (West of Sheung Shui and north of Yin Kong)			4.93Ha			The planning intention of this designation is to safeguard good quality agricultural land. This area of agricultural land would be bisected by the proposed Spur Line alignment, although the use of a viaduct structure in this area would reduce the potential adverse impact of the proposed scheme and ensure that it remains largely a viable agricultural area. There would also be a loss of former agricultural land to the west of the River Beas retrained river channel however this area has been degraded by the activity associated with the construction of the channel. In terms of the future agricultural use of this area and the effect of any losses on the landscape character of Long Valley the proposals would have a moderate adverse impact.
3. Government / Institution or Community (Area D8 north of the proposed Spur Line)			0.0Ha			The planning intention of this designation is to provide sites for Government, Institution or community facilities serving the needs of the local as well as district population. The proposed alignment would be on viaduct in this location with tree and shrub planting established against the columns to break up the horizontal emphasis of the structure. The proposals would have an adverse impact on potential users of this site although the viability of the planning designation would not be significantly affected by the proposals. Therefore the proposals would have an indirect slight adverse impact on the future landscape of this area.
4. RS, D7Reidential site with a plot ratio of 6.5			0.0Ha			The planning intention of this zone is to provide low-density housing and so future residents would form VSR’s. The proposed Spur Line alignment to the south of this site would be on viaduct, although this area would be lined with District Open Space and so there would be an opportunity for tree and shrub planting. This would serve to visually soften the form of the viaduct, de-emphasis its horizontal structure, screen views of the railway track in low level views and visually integrate the proposals into the proposed SGA landscape framework in more elevated views. There would however be some residual adverse visual impacts although these would be slight in significance. In terms of landscape character railway lines form a manmade feature in common with other features such as built development or road infrastructure. These features are part of the fabric which is integral to modern urban character and so from the perspective of effects on the future landscape of this area the proposals would have an indirect slight adverse impact.
5. PSPS / HOS D4			0.0Ha			The planning intention of this zone is to provide housing and so future residents would form VSR’s. The proposed Spur Line alignment to the south of this site would be on embankment which would be planted with tree and shrub planting. This would serve to visually soften the form of the embankment, screen views of the railway track in low level views and visually integrate the proposals into the proposed SGA landscape framework in more elevated views. There would however be some residual adverse visual impacts although these would be slight in significance. In terms of landscape character railway lines form a manmade feature in common with other features such as built development or road infrastructure. These features are part of the fabric which is integral to modern urban character and so the presence of the proposed rail alignment would have an indirect slight adverse impact upon the perceived urban landscape character.
6/7. District Open Space D3/B6			0.0Ha			The planning intention of this zone is to designate existing and proposed open spaces so as to provide active and passive recreational opportunities to serve the district population. The proposed Spur Line alignment to the south of this site would be on embankment which would be planted with tree and shrub planting. This would serve to visually soften the form of the embankment and screen views of the railway track in low level views which would be available to pedestrians and visually integrate the proposals into the proposed SGA landscape framework. The planting would also form a green element within the landscape of the District Open Space which would serve to visually soften the urban environment. There would however be some residual impacts although these would be moderate to slight adverse. In terms of landscape character railway lines form a manmade feature in common with other features such as built development or road infrastructure. These features are part of the fabric which is integral to modern urban character.
8. RS / PSPS / HOS B4 (Private Sector Participation Scheme / Home Ownership Scheme Site with a plot ratio of 6.5)			0.0Ha			The planning intention of this zone is to provide low density housing. The proposed Spur Line alignment to the south of this site would be on embankment which would be planted with tree and shrub planting. This would serve to visually soften the form of the embankment, screen views of the railway track in low level views and visually integrate the proposals into the proposed SGA landscape framework in more elevated views. There would however be a residual slight adverse impact . In terms of landscape character, railway lines form a manmade feature in common with other features such as built development or road infrastructure. These features are part of the fabric which is integral to modern urban character.
9. RS B3 (Residential site with a plot ratio of 5.0)			0.0Ha			The planning intention of this zone is to provide housing. The proposed Spur Line alignment to the north of this site would be on embankment which would be planted with tree and shrub planting. This would serve to visually soften the form of the embankment, screen views of the railway track in low level views and visually integrate the proposals into the proposed SGA landscape framework in more elevated views. There would however be some residual adverse visual impacts although these would be slight in significance. In terms of landscape character railway lines form a manmade feature in common with other features such as built development or road infrastructure. These features are part of the fabric which is integral to modern urban character. The planning intention of this zone is to provide housing. The proposed Spur Line alignment to the south of this site would be in cutting the sides of which would be planted with tree and shrub planting. This would serve to visually soften the form of the cutting sides, and would combine with the cutting to screen the track in low level views and visually integrate the proposals into the proposed SGA landscape framework in more elevated views. In terms of landscape character the proposed cutting would reduce the visual prominence of the scheme and the track side planting would visually coalesce with the existing woodland in the area so minimising its impact on the landscape character of the area Overall there would however be residual slight adverse impact.
10. R(2) F3 (Residential site with a plot ratio of 5.0)			0.0Ha			The planning intention of this zone is to provide housing. The proposed Spur Line alignment to the north of this site would be on embankment which would be planted with tree and shrub planting. This would serve to visually soften the form of the embankment, screen views of the railway track in low level views and visually integrate the proposals into the proposed SGA landscape framework in more elevated views. In terms of landscape character the railway lines form a manmade feature in common with other features such as built development or road infrastructure. These features are part of the fabric which is integral to modern urban character. Overall there would be a residual visual slight adverse impact..
11. R(1) F2 (Residential site with a plot ratio of 6.5)			0.0Ha			As 10 above.
12. R (1) F1 (Residential site with a plot ratio of 6.5)			0.0Ha			As 10 above.
13. R(2) F4 (Residential site with a plot ratio of 5.0)			0.0Ha			The planning intention of this zone is to provide housing. The proposed Spur Line alignment to the north of this site would be in cutting the sides of which would be planted with tree and shrub planting. This would serve to visually soften the form of the cutting sides, and would combine with the cutting to screen the track in low level views and visually integrate the proposals into the proposed SGA landscape framework in more elevated views. In terms of landscape character the proposed cutting would reduce the visual prominence of the scheme and the track side planting would visually coalesce with the existing woodland on the lower hill slopes of the Green Belt to the north of the alignment so minimising its impact on the landscape character of the area. Overall the proposals would have a residual slight adverse impact on the future landscape of this area.
14. G/IC E4 (Government / Institution or Community Uses; Fire station)			0.0Ha			The planning intention of this area is to provide sites for Government, Institution or Community facilities serving the needs of the local as well as district population. The proposed Spur Line alignment to the north of this site would be in cutting the sides of which would be planted with tree and shrub planting. This would serve to visually soften the form of the cutting sides, would combine with the cutting to screen the track in low level views and visually integrate the proposals into the proposed SGA landscape framework in more elevated views. The proposed cutting would reduce the visual prominence of the scheme and the trackside planting would visually coalesce with the existing woodland in the area so minimising its impact on the landscape character of the area. Overall the proposals would cause a residual slight adverse impact on the future landscape of this area.
15. OU Business Uses E3 (Other Specified Uses)			0.0Ha			The planning intention of this designation is to provide land for specific uses. This area is proposed as a business or commercial park The proposed Spur Line alignment to the north of this site would be in cutting the sides of which would be planted with tree and shrub planting. This would serve to visually soften the form of the cutting sides, would combine with the cutting to screen the track in low level views and visually integrate the proposals into the proposed SGA landscape framework in more elevated views. The proposed cutting would reduce the visual prominence of the scheme and the trackside planting would visually coalesce with the existing woodland in the area so minimising its impact on the landscape character of the area. Overall there would be some residual visual impacts although these would be slight adverse in significance.
16. Green Belt (East of Tit Hang)			2.58Ha			The planning intention of this area is to define the limits of urban development areas through the use of natural features, to contain urban sprawl and provide passive recreational areas. The proposed track alignment would sever the southern periphery of this area, however the proposals would leave the important wooded hill slopes intact. The area lost would largely be an existing cottage area which has little inherent landscape character or landscape quality. Therefore the Spur Line proposals would not have a direct adverse impact on the value of this area despite the loss of 2.58 hectares. It would have some indirect impacts through the slight degradation visual amenity of the small knoll to the south and the wooded hill slopes to the north. However this impact would be largely mitigated by the level of existing visual intrusion both in terms of built development and major infrastructure projects, and future impacts on the landscape setting of this area due to the Kwu Tung North Strategic Growth Area Proposals. Therefore although this area is important to the existing landscape character, and will be more so when the SGA proposals are implemented, the predicted residual impacts would be slight adverse in significance.
Outline Zoning Plan S/YL- ST/2 – San Tin
17. Green Belt (West of Tit Hang)			7.50Ha			The planning intention of this area has been described above. The proposed track alignment would pass through the southern lowland part of this designated area. The eastern part of the alignment within this Green Belt area is characterised by existing cottage areas with a severely interrupted landscape character and an inherent low landscape quality, therefore losses to this area would not affect the viability of the Green Belt designation. The eastern section of the route traverses the remnant agricultural field areas south of Chau Tau, this area currently provides a landscape buffer between the village and the Open Storage areas west of Lok Ma Chau Road. This is an important landscape resource for the area and so the direct loss or indirect disturbance of a large part of this section of the Green Belt would have a moderate adverse impact on the landscape setting of the village. However in general terms the main landscape resources for which this area is currently important and will be more so during the future following the implementation of the Kwu Tung North SGA proposals are the wooded hill slopes to the north of Pun Uk Tsuen. There would be no direct impacts on these hill slopes however there may be some slight adverse impacts on the visual amenity and the landscape character of the area. Although the landscape setting of this area will be degraded further by the proposed Kwu Tung North Strategic Growth Area. Overall the Spur Line proposals would have a slight to moderate adverse impact on this Green Belt area.
18. Undetermined (Between San Sham and Lok Ma Chau Roads)			6.37Ha			This area is currently characterised by container trailer parks, ware houses, agricultural land and some village houses. It has been designated as ‘undetermined’ due to its existing land uses and plans for the proposed Spur Line. An area to the north of Castle Peak Road would also be utilised as a proposed emergency vehicle access / escape staircase and assembly area. As such, this areas current designation would not be affected by the proposed track alignment. The degraded landscape character of this area and it’s inherent low level of quality would not be significantly affected by the Spur Line proposals and so there would be a neutral impact on the future landscape of this area.
19. Government / Institution or Community (Lok Ma Chau Control Point)			0.5Ha			The planning intention of this area is to provide sites for Government, Institution or Community facilities serving the needs of the local as well as the district population. Its actual role is that of a border control checkpoint and as such it is characterised by its vehicular routes and waiting areas together with the security booths. This area has a degraded level of landscape character and landscape quality. Therefore the Spur Line proposals which are elevated on viaduct as they cross border control point would have a slight adverse impact on the existing and future landscape of this area.
20. Green Belt (South of Lok Ma Chau lookout point)		0Ha			The planning intention of this area has been described in general terms above. Although there is a general presumption against development in these areas some limited development may be permitted where there are strong planning grounds. This area covers the valley sides south of Tai Law Hau from Tit Hang to Lok Ma Chau. It also forms the landscape setting for a number of small settlements such as Pun Uk Tsuen and Chau Tau. The proposed route alignment, which would be built on viaduct, would sever the southern section of the Green Belt. This landscape is currently characterised by village areas, agricultural fields and small fishpond areas. The proposed track would lead to the loss of amenity in the area to the south and west of Chau Tau although the main landscape resources for which the area is designated would remain intact and so this area would remain viable as Green Belt. Therefore although the proposed rail alignment would lead to the physical loss of part of this important landscape designated area and the loss of some amenity the losses would result in a residual slight adverse impact.
21. Conservation Area (San Sham Road to Ping Hang)		11.00Ha			The Conservation Area designation is intended to protect the existing natural characteristics of the area, and has particular importance for the Mai Po Nature Reserve. The section of the conservation area through which the proposed route would pass is characterised by small pond areas. During the construction phase approximately 11 hectares of this area would fall within the scheme boundary. However following the completion of the construction period much of this area would be restored as fish ponds. The proposed track alignment, which is built on viaduct, would sever the western section of this fishpond area leaving much of the area to the east intact. A comprehensive package of ecological mitigation measures has been formulated to compensate for the potential degradation of this ecological resource. These measures these are described in the ecological impact assessment section of this report. The hills of Tai Law Hau and Ping Hang, which also form part of the Conservation Area, would be unchanged by the proposals. Therefore the main resources for which this area was designated would remain largely intact and any potential losses would be compensated for in the proposed mitigation strategy. The residual impacts on this area resulting from the proposals would be slight adverse in significance.
22. Major Road (San Sham Road)		0Ha			The Shan Sham Road is a major link between Hong Kong and China. The proposed track alignment would traverse the road section from Lok Ma Chau Control point to the Shenzhen Economic Zone. At this point the proposed track alignment would be built on viaduct and so there would be no permanent impact upon vehicular access. Therefore the planning designation for this area would remain unchanged by the proposals leading to a neutral residual impact from an existing and future landscape perspective.
23. Drainage Reserve ( Parallel to San Sham Road)		0Ha			The proposed track alignment, which would be built on viaduct in this location, would cross this area currently safeguarded for future drainage improvement measures. This would have no direct impact upon the designation of this area as there would be no loss of land. The Spur Line proposals would have a neutral to slight adverse impact on the perceived future landscape of an area which will be largely characterised by it’s engineered form.
24. Conservation Area (Sam Po Shue)		9.90Ha plus 17.0 Ha for the proposed marshland / reedbed ecological mitigation area and a further 33.0 Ha for the fish pond mitigation area. Total 59.90Ha			The Conservation Area designation is intended to protect the existing natural characteristics of the area, and has particular importance for the Mai Po Nature Reserve which is situated approximately 2500 metres to the west of the Lok Ma Chau Terminus proposals. The section of the conservation area through which the proposed route would pass is characterised by fishponds. The designation of part of this existing fishpond area north of the existing village areas such as Yan Shau Wai and On Lung Tsuen as container back-up uses would lead to degradation in the amenity of this area. The proposed track alignment, which is built on viaduct, would sever the north eastern section of this fishpond area leaving much of the area to the west intact. A comprehensive package of ecological mitigation measures has been formulated to compensate for the potential degradation of this ecological resource. Therefore the main resources for which this area was designated would remain largely intact and any potential losses would be compensated for in the proposed mitigation strategy. Therefore the main resources for which this area was designated would remain largely intact and any potential losses would be compensated for in the proposed mitigation strategy. However there would be a residual slight to moderate adverse impact on the existing and future landscape of the area.
Outline Zoning Plan S/NE-KTN/3 – Kwu Tung South
24. Generally	0Ha			The planning designations shown on this Outline Zoning Plan would not be directly affected by the Spur Line proposals as they are not crossed by the proposed alignment and so there would be actual loss of land area. The planning designations shown on this Outline Zoning Plan would not be directly affected by the Spur Line proposals as they are not crossed by the proposed alignment and so there would be no actual loss of land area. Also potential indirect impacts would be largely mitigated by the level of landscape degradation caused by existing, intervening development such as the Fanling Highway (NTCR) and built development such as Dill’s Corner Camp. The future landscape of the area will be dominated by the high rise development associated with the proposed Kwu Tung North SGA and so the Spur Line proposals will have a residual neutral impact.

Summary

5.6.2 The Spur Line proposals would generally result in a negligible level of impact on the designated planning zones within the Study Area. Most of the area affected would comprise agricultural land, although there would be losses to areas of Conservation Area, and smaller losses to areas designated as Industrial (Group D), Open storage and Open Space. The potential losses to areas designated as Conservation Areas would be mitigated through the use of the proposed ecological mitigation measures, refer to the ecology section of this report. There would be a loss of approximately 10.08 hectares of the existing Green Belt to the east and west of Tit Hang, whilst there would be no direct loss to the area of Green Belt adjacent to Lok Ma Chau look out point. Whilst this is a significant area and despite the general presumption against development in these Green Belt areas the presence of the existing infrastructure projects and the level of existing development including in the Lok Ma Chau Border Crossing has degraded the existing landscape. The Spur Line proposals would leave the landscape framework of these areas largely intact. With the exception of the field area to the south and west of Chau Tau the overall residual adverse impact on the Green Belt resource of the Study Area would range from slight to slight to moderate in significance.

5.6.3 The proposed Spur Line would not have a direct impact upon the proposed Kwu Tung North SGA in terms of the physical loss of land or the impacts on the viability of the planning designations. The proposed alignment is safeguarded within the proposals in the form of a rail corridor approximately 84 metres in width, and its construction would facilitate some of the planning principles central to the SGA such as the promotion of a ‘rail based development’. There would however be some residual adverse impacts due to the rail development although these would be slight adverse in significance. This is largely due to the proposed mitigation measures, the scale of the proposed scheme in relation to that of the built development proposed for the SGA and availability of other views for future residents of the SGA. In terms of the landscape character of the future SGA the railway would form a manmade feature in common with other features such as built development or road infrastructure. These features are part of the fabric which forms an integral part of modern urban character.

5.7 Existing Visual Context and Visual Impacts

Visual Envelope

5.7.1 The alignment would run through a landscape formed of lowlands, uplands, urban and cottage areas resulting in a visual envelope which in some sections open and others more enclosed. The extent of the visual envelope is shown on Figures 5.5a b c. To the north of the Spur Line the visual envelope is generally confined by the ridgelines of hills at Lok Ma Chau, Tit Hang, Fung Kong Shan and Tai Shek Mo. However, at both the eastern and western ends the envelope extends further across the open fishpond and agricultural areas. To the east the envelope is visually contained by the developments in north Sheung Shui and to the west the built development associated with the Shenzhen Special Economic Zone (SEZ).

5.7.2 South of the proposed Spur Line, the visual envelope varies due to the differing levels of development. In the eastern parts it extends over the open agricultural fields and is generally contained by the local villages and roadside planting of the Fanling Highway. Centrally, the visual envelope is contained at lower levels by the local buildings and planting within the cottage areas, however, at upper levels the envelope extends to the ridgeline of Ki Lun Shan. In the west the envelope extends over Sam Shue Po to the villages at San Tin.

5.7.3 To the west the visual envelope extends a considerable distance over the fishponds and wetlands of Mai Po, however, there are few visually sensitive receivers in the area.

Existing Visually Sensitive Receivers

5.7.4 In broad terms, there are three distinct characters to the visual amenity along the study area, which largely coincide with the existing landscape character designations. To the east of the study area, the visual amenity is generally of a high quality with the open agricultural fields of the River Beas Plain / Long Valley areas with the natural Tai Shek Mo and Tung Kong Shan hillsides to the north and the tree planting along Fanling Highway to the south. To the east, the high-rise conurbation of Sheung Shui and Fanling dominates the views. The openness of the landscape and the extent of the views, together with the low level of existing disturbance and high degree of vegetation result in views in this area being of a high value. Many low level views are subject to screening, and hence are less sensitive, due to intermediate buildings and trees. The location of the VSR's identified in this assessment are shown on Figures 5.6a b c.

5.7.5 The cottage areas dominate the central section of the study area, with views being dominated by the local mix of buildings, workshops, open storage and mature tree groups with the upland areas of Tit Hang and Ki Lun Shan in the background. In general, views are confined to areas adjacent to the proposed Spur Line as the intermediate features screen many lower level views. The former military facility at Dills Corner Camp would be utilised as a temporary works area during the construction phase of the project. Also an area of the existing light Industrial /cottage area, and some designated open space to the north of the camp would be used for temporary works areas. The visual quality is relatively low due to this mix of visual features although the sensitivity is higher due to proximity of the VSR's.

5.7.6 For the purposes of this study the Strategic Growth Area (SGA) will be considered as a committed development. The Kwu Tung North SGA would be characterised by a core of high rise development which is graded towards the periphery of the SGA where there would be areas of low rise, low density development. The proposed railway corridor would be lined on the northern and southern sides by largely high rise residential development. In general views for VSR’s facing the Spur Line will be dominated by the opposing high rise development with the upland areas beyond forming a green backdrop. The predicted visual impact of the Spur Line will be assessed against a situation whereby the SGA is constructed in its absence.

5.7.7 In the western section of the study area the visual amenity varies. Views to the east comprise of the Lok Ma Chau Border Crossing, together with the local cottage areas with the Lok Ma Chau natural hillside in the background. The views to the west and south are open over the Sam So Shue fishponds. To the north views are dominated by the high-rise urban developments of Shenzhen and Huanggang. The western section of the Study Area is overlooked by residential and commercial development of the Shenzhen SEZ, these views are characterised by the Shenzhen River in the foreground, the fishpond areas of Sam Po Shue and San Tin in the middle ground, and the natural hill slopes of Ki Lun Shan in the background.

5.7.8 For simplicity, the VSR's are generally grouped by village or development. The VSR's are shown on Figures 5.6a b c and described in Table 5.4.

Visual Impacts

5.7.9 The primary visual impacts arise from the construction of the viaduct across the open low-lying areas at the east and west ends of the alignment, which will introduce a major elevated linear element across the landscape. In particular, the local villages within these areas will suffer the most significant adverse visual impacts. The VSR's, their views and visual impacts are summarised in Table 5.4.

5.7.10 The central section of the spur line is generally either at-grade, in cutting or on embankment, however the alignment runs through what area essentially cottage areas. The local buildings, structures and tree planting screen many of the views from these areas, particularly where the proposed scheme is at-grade or in cutting, however, those VSR's in close proximity to the alignment would suffer significant adverse impacts, with those further away being subject to lower levels of visual intrusion. The areas of embankment would also allow trackside tree and shrub planing which reduce the perceived level of visual impact.

5.7.11 The former military facility at Dills Corner Camp would be utilised as a temporary works area during the construction phase of the project. However this area is enclosed by high fences and mature tree planting which would largely screen construction activity from adjacent VSR’s. The temporary works area to the north of the camp is situated in a visually enclosed landscape, which has been degraded by light industrial development. Much of the predicted temporary adverse impact could be mitigated through the use of temporary hoarding.

5.7.12 The proposed Kwu Tung North SGA will eventually absorb a large proportion of this central section of the study area leading to fundamental changes in the visual amenity of the area, and the range and number of the potential VSR’s. As has been described above the visual amenity of these new VSR’s will be largely characterised by high rise development with the upland areas beyond forming a green backdrop. These VSR’s would be subject to slight to moderate adverse impacts due to the proximity of the railway, which would bisect the residential area. The character of these views would vary according to the elevation of their source, at lower levels the track and its associated structures would form a visual obstruction to views beyond and in views from more elevated positions the form of the track alignment would contrast with that of the urban development. However, the proposed landscape mitigation measures for the Spur Line and those built into the Master Landscape Plan for the SGA will serve to reduce the severity of the predicted visual impacts arising from it’s operational phase.

Table 5.4: Visually Sensitive Receivers and Visual Impacts (refer to Figures 5.6a b c)

For the purposes of this assessment low rise was taken as 0-4 floors, medium rise as 5-10 floors and high rise as 11+ floors. It should be noted that, with the exception of the area immediately north of the existing Sheung Shui Station, noise barriers were not considered necessary for this scheme. The following table shows the predicted impact for the proposed scheme during the construction phase when the proposed landscape mitigation proposals have not been implemented and during the opening year of the operational phase when the proposed soft landscape mitigation measures have not reached a level of maturity by which they would perform their intended design role.

Visually Sensitive Receiver (VSR) Group)	VSR Type	Existing View	Approx. Viewing Distance	Quality / Sensitivity	Impact	Significance Threshold
1. Choi Po Court	High-rise residential	Views are open and northwest over a mix of the urban areas of Sheung Shui, the local villages and the River Beas plain towards Tia Mo Shek. Sensitivity reduced due to distance to site, over 1km.	250m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetated character of area · Introduction of viaduct as major linear element in rural landscape · Impact reduced due to distance · Moderate adverse	Moderate adverse
2. Sheung Shui Sewage Treatment Works	Industrial	Views are east towards the open agricultural areas of the River Beas plain. Sensitivity reduced due to the partial screening by the tree planting adjacent to the KCR line and the industrial nature of the VSR's	200m	Low	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetated character of area · Introduction of viaduct as major linear element in rural landscape · Impact reduced to industrial nature of VSR's and partial screening	Slight Adverse
3. Former Sheung Shui THA	Ongoing high-rise residential	Views are north and west over the agricultural and fishpond areas of the River Beas plain with the cottage areas of Fung Kong and the hillsides of Tai Mo Shek and Tung Kong Shan in the background. The view to the north also contains the KCR line and sewage treatment works. Proximity and residential nature of VSR result in high sensitivity.	20m	High	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetated character of area · Introduction of viaduct as major linear element in rural landscape	Significant adverse
4. Tsung Pak Long	Low-rise residential	Views are north and west over the open agricultural areas of the River Beas plain with Tai Mo Shek and the high-rise conurbation of Shenzhen in the background. Several views are partially screened by intermediate trees and vegetation. Sensitivity reduced due to screening and distance, 500m.	20m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetated character of area · Introduction of viaduct as major linear element in rural landscape	Significant adverse
5. Yin Kong	Low-rise residential	Views from the sporadic are north over the open agricultural areas of the River Beas plain with Tai Mo Shek and the high-rise conurbation of Shenzhen in the background. Several views are partially screened by intermediate trees and vegetation. Sensitivity reduced due to screening and distance, 500m.	400m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetated character of area · Introduction of viaduct as major linear element in rural landscape	Significant adverse
6. Fanling Highway East	Vehicular Passengers	Views are north over the agricultural fields of the River Beas plain with Tai Mo Shek and the high-rise conurbation of Shenzhen. Sensitivity reduced due to distance, 500m, and screening by roadside vegetation.	500m	Low	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetated character of area · Introduction of viaduct as major linear element in rural landscape · Impact reduced due to VSR's and screening	Slight adverse
7. Ho Sheung Heung	Low-rise residential	Views are south over the agricultural fields of the River Beas plain towards the villages and cottage areas to the south. Beyond this views are contained by the roadside planting of Fanling Highway. The quality of views is reduced by the presence and partial screening by the open storage areas. Distance to site 250m.	250m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetated character of area · Introduction of viaduct as major linear element in rural landscape	Significant adverse
8. Fung Kong	Low-rise residential	Views are south over the adjacent agricultural areas towards the cottage areas of Tong Kok and the roadside vegetation of Fanling Highway. Partial screening is given by local tree planting and intermediate buildings reducing sensitivity.	300m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetated character of area · Spur line is at grade and will be partially screened by local features. Views west will be more affected due to the viaduct	Moderate adverse
9. Tung Fong South	Low-rise residential and industrial	Views are south through the cottage area towards the site and comprise a mix of houses, workshops, and storage and tree groups with the natural Ki Lun Shan in the background. Many views are partially screened by the local features, reducing sensitivity.	30m	Moderate	· Views of construction works including the temporary works area north of Dills Camp and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Much of spur line in cutting so not visible from distance · Only VSR's adjacent to alignment will be affected by introduction of rail line infrastructure	Significant adverse for VSR'S adjacent to alignment and the proposed works area.
10. Tung Fong North	Low-rise residential and industrial	Views are south through the cottage area towards the site and comprise a mix of houses, workshops, and storage and tree groups with the natural Ki Lun Shan in the background. Views are primarily from industrial buildings and partially screened by the local features, reducing sensitivity.	300m	Moderate	· Views of construction works including the temporary works area north of Dills Camp and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Much of spur line in cutting so not visible	Slight adverse although there may be more significant visual impacts for VSR’s adjacent to the proposed works area north of Dills Corner Camp.
11. Shek Tsai Leng	Low-rise residential and industrial	Views are north through the cottage area including houses, workshops and tree groups with the natural Tit Hang hillside in the background. Views are partially screened by the local features reducing sensitivity.	150m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer Much of spur line in cutting so not visible from distance · Only VSR’s adjacent to alignment will be affected by introduction of rail line infrastructure	Significant adverse for VSR’s adjacent to alignment
12. Dills Corner Camp	Low-rise residential	Views are north through the cottage area including houses, workshops and tree groups with Tit Hang hillsides in the background. Views are partially screened by the local features reducing sensitivity.	50m	Moderate	· Views of construction works, temporary works area to the north and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Much of spur line in cutting so not visible from distance · Only VSR’s adjacent to alignment will be affected by introduction of rail line infrastructure	Significant adverse for VSR’s adjacent to alignment
13. Pak Shek Au East	Low-rise residential and industrial	Views are north through the cottage area including houses, workshops and tree groups with Tit Hang hillsides in the background. Views are partially screened by the local features reducing sensitivity.	20m	Moderate	· Views of construction works and exposure of soils, traffic, etc · The temporary works area to the west, which would utilise the former Dills Corner Camp site, would be screened in views by the existing boundary of high fences and mature tree planting. · Disturbance to vegetation and loss of tree groups as visual buffer · Much of spur line in cutting so not visible from distance · Only VSR’s adjacent to alignment will be affected by introduction of rail line infrastructure	Significant adverse from VSR’s adjacent to alignment
14. Pak Shek Au West	Low-rise residential and industrial	Views are south through the cottage area including houses, workshops and tree groups with Ki Lun Shan hillsides in the background. Views are partially screened by the local features reducing sensitivity.	20m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Much of spur line in cutting so not visible from distance · Only VSR’s adjacent to alignment will be affected by introduction of rail line infrastructure	· Significant adverse or VSR’s adjacent to alignment
15. Footpath – Lok Ma Chau East	Walking Trail	Views are elevated and south over the cottage area and Fanling Highway corridor to the natural Ki Lun Shan. Although views are open, they are of reduced quality due to the level of development in the valley.	400m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Spur line will be within context of development in valley	Slight adverse
16. Footpath – Ki Lun Shan East	Walking Trail	Views are elevated and north over the cottage area and Fanling Highway corridor to the natural Lok Ma Chau hillsides. Although views are open, they are of reduced quality due to the level of development in the valley.	500m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Spur line will be within context of development in valley	Slight adverse
17. Footpath – Lok Ma Chau Central	Walking Trail	Views are elevated and south over the cottage areas, Chau Tau village and Fanling Highway corridor and interchange to the natural Ki Lun Shan. Although views are open, they are of reduced quality due to the level of development in the valley.	500m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Spur line will be within context of development in valley	Slight adverse
18. Chau Tau East	Low-rise residential and industrial	View is south through the local houses, workshops and tree groups with Fanling Highway and Ki Lun Shan in the background. Sensitivity and quality of views is reduced due to presence of and screening by poor features.	40m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Much of spur line is at-grade so is screened by buildings · Only VSR’s adjacent to alignment will be affected by introduction of rail line infrastructure	Moderate adverse
19. Chau Tau West	Low-rise residential	Views are south and west. To the south they are across the local agricultural fields, local open storage to the Fanling Highway Interchange with Ki Lun Shan in the background. To the west views are similar over the agricultural fields and open storage to San Sham Road. Quality and sensitivity of views is reduced due to the presence of and partial screening by the open storage and local tree groups.	300m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Introduction of viaduct as a major element of views	Significant adverse
20. Footpath – Ki Lun Shan West	Walking Trail	Views are north over the Fanling Highway and along San Sham Road to Lok Ma Chau border crossing and ongoing construction works with the high-rise conurbation in the background. To the east of the road are the mixed areas of open storage and fishponds, to the west the views are open over the local fishponds to Shenzhen. Quality and sensitivity are reduced due to distance and the level of development in the low-lying areas.	500m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Introduction of viaduct in context with other parts of views and San Sham Road · Impact reduced by distance	Moderate adverse
21. Fanling Highway West	Vehicular passenger	Views are north variously over the open stage areas and fishponds at Sam Po Shue, along San Sham Road and the open storage and cottage areas of Chau Tau and Pak Shek Au. Views are also partially screened by the roadside vegetation.	300m	Low	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Introduction of viaduct in context with other parts of views and San Sham Road · Impact reduced by VSR type and partial screening	Slight adverse
22. Tung Chan Wai and San Lung Tsuen	Low-rise residential	Views are north over the fishponds of Sam Po Shue towards San Sham Road, the border crossing and the high-ride conurbation of Shenzhen. Sensitivity of views to northwest reduced due to presence of the road and border crossing. Sensitivity of views to northern part of site reduced due to distance, 1.5km	1600m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Introduction of station in context with the urban background of Shenzhen · Introduction of viaduct in context with other parts of views and San Sham Road · Impact reduced by distance and visual context	Moderate adverse
23. Pun Uk Tsuen	Low-rise residential	Views are south and west over the local agricultural field’s open storage to San Sham Road with local tree groups. Sensitivity of views is reduced due to the poor quality of the feature and partial screening by adjacent storage and woodland strips.	450m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Introduction of viaduct as a major element of views	Significant adverse
24. Footpath and Viewpoint – Lok Ma Chau	Viewpoint	Views are east over the local cottage areas, fishpond and border crossing and ongoing construction works, to the open areas of Sam Po Shue to Mai Po. The viewpoint is a local feature, however, the level of disturbance in views reduces sensitivity.	500m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Introduction of viaduct against backdrop of Lok Ma Chau Border Crossing · Introduction of station against urban background of Shenzhen	Moderate adverse
25. Lok Ma Chau	Low-rise residential	Views are east over the local fishponds and agricultural fields towards the Lok Ma Chau Border Crossing and ongoing construction works. Sensitivity reduced due to distance, 500m.	600m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to fishponds, vegetation and loss of tree groups as visual buffer · Introduction of viaduct as a major element of views	Significant adverse
26. Ha Wan Tsuen	Low-rise residential	Views are east and south over local fishponds to the Border Crossing and ongoing construction works.	200m	Moderate	· Views of construction works and exposure of soils, traffic, etc · Disturbance to fishponds, vegetation and loss of tree groups as visual buffer · Introduction of viaduct as a dominant element of views	Significant adverse
27. San Sham Road and Lok Ma Chau Border Crossing	Vehicular Passengers	Views are to the east and west. To the east the views are partially screened and over the local fishpond and open storage to Lok Ma Chau hillsides. To the west the views are over the fishponds of Sam Po Shue with Shenzhen in the background.	200m	Low	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Introduction of viaduct as a major element of views	Moderate adverse
28. KCR line to Lo Wu	Train Passengers	Views are west over the agricultural fields and fishponds of the River Beas plain and along the valley with the local natural hillsides to the north and south.	20m	Low	· Views of construction works and exposure of soils, traffic, etc · Disturbance to vegetation and loss of tree groups as visual buffer · Introduction of viaduct as a major element of views	Slight adverse
29. Europa Gardens	Medium-rise residential	Views to the north and east are characterised by the existing Fanling Highway with the cottage areas extending to Long Valley beyond it. The highway is lined with existing tree planting and there is a framework of mature trees within the cottage areas to the north. Views extend to the ridgeline extending east from Lok Ma Chau.	500m	Low	· Views of construction works and exposure of soils, traffic, etc. restricted by existing vegetation, land form and development. · Disturbance to vegetation and loss of tree groups as visual buffer · Introduction of the proposed viaduct in medium distance views to the east. · Introduction of new cutting and embankment sections although views would be partially obscured by existing development and vegetation. · Impact reduced by distance and visual context.	Slight adverse to neutral
30. Choi Ping House	High-rise residential	The upper storeys of this building enjoy commanding views over the railway tracks although at lower levels the mature tree planting lining Choi Yuen road screens much of the available views. Views to the north east where available are characterised by the a landscape of high rise residential property in the background, large commercial premises in the middle ground and the existing railway tracks to Lo Wu with associated structures in the foreground. The mature trees lining San Wan Road provide further greenery in a view, which is otherwise of hard urban landscape.	150m	Low	· Views of construction works and exposure of soils, traffic, etc. restricted by existing vegetation and development. · Introduction of 250 metre long noise enclosure across the existing track to Lo Wu and a further 200 metres of 2 metre high vertical noise barriers north of Sheung Shui Station.	Moderate adverse
31. 134 to 140 San Fung Road	Medium-rise commercial	Views to the south west are at an acute angle and restricted by the existing mature trees lining San Wan Road although there are filtered views of the existing KCR track to Lo Wu and of the high rise development of Choi Yuen Estate beyond.	100m	Low	· Views of construction works and exposure of soils, traffic, etc. restricted by existing vegetation and development. · Introduction of 250 metre long noise enclosure across the existing track to Lo Wu and a further 200 metres of 2 metre high vertical noise barriers north of Sheung Shui Station.	Slight to moderate adverse
32. High Rise Residential Development, Kwu Tung North SGA (north of the Spur Line)	High-rise residential	Views to the south will be dominated by the proposed high rise development associated with the SGA with the natural hill slopes of the Kai Kung Leng forming a green backdrop. There will also be filtered views of the New Territories Circular Road (Fanling Highway).	30m	Low / Moderate	· Elevated views of the proposed railway alignment.	Slight to moderate adverse
33. Low Rise Residential Development, Kwu Tung North SGA (north of the Spur Line)	Low and medium - rise residential	Views to the south will be dominated by the proposed high rise development associated with the SGA with the natural hill slopes of the Kai Kung Leng forming a green backdrop. Views of the New Territories Circular Road will be screened by the proposed development.	30m	Low / Moderate	· Low level views of the proposed railway alignment.	Slight to moderate adverse
34. High Rise Residential Development, Kwu Tung North SGA (south of the Spur Line)	High-rise residential	Views to the south will be dominated by the proposed high rise development associated with the SGA with the natural hill slopes of the Fung Kong Shan forming a green backdrop.	30m	Low / Moderate	· Elevated views of the proposed railway alignment.	Slight to moderate adverse
35. Low Rise Residential Development, Kwu Tung North SGA (south of the Spur Line)	Low and medium-rise residential	Views to the north will be dominated by the proposed high rise development associated with the SGA with the natural hill slopes of Fung Kong Shan forming a green backdrop.	30m	Low / Moderate	· Low level views of the proposed railway alignment.	Slight to moderate adverse
36. Residential and Commercial Development, Shenzhen Strategic Economic Zone.	Medium and High - rise residential and commercial	Views to the south will be characterised by the Shenzhen River in the foreground, the fish pond areas of Sam Po Shue and San Tin in the middle ground and the natural hill slopes of Ki Lun Shan in the back ground. The development associated with the Lok Ma Chau Border Crossing forms a visually detracting element in this view.	200m	Moderate	· Views of the construction works including the proposed jetty located on the southern bank of the Shenzhen River adjacent to the proposed Lok Ma Chau Terminus, exposure of soils, traffic, etc. restricted by existing vegetation and development.	Moderate adverse

Note: The viewing distance is measured from the façade of the building or location which forms the Visually Sensitive Receiver to nearest visible part of the proposed scheme.

Summary

5.7.13 The existing visual amenity varies in character and quality along the spur line alignment from the open agricultural and fishpond areas at each end to the developed cottage areas in the middle. Although the agricultural and fishpond areas have open views over low-lying areas, which have a high level of landscape quality, they also contain several visually detracting features such as open storage and infrastructure. These combined with the partial screening of the views by existing buildings and vegetation, and the viewing distances of VSR's would result in views, which have an overall medium quality.

5.7.14 The central section of the Spur Line generally runs through a developed cottage area resulting in views being obscured by existing built development and tree groups, which also provide screening. Overall, these views are of a medium quality being degraded by a number of visually detracting features. However following the construction of the proposed Kwu Tung North SGA there would be a large number of additional VSR’s . The view enjoyed by residents of the proposed high rise development adjacent to the Spur Line alignment would be characterised by other high rise development on the other side of the track and the green backdrop of the hills beyond. However these residents would be subject to a slight to moderate adverse level of visual impact particularly from elevated viewing positions on the upper floors of the proposed blocks, resulting from the proposed Spur Line.

5.7.15 The primary source of visual impact will be the introduction of the viaduct across the low-lying agricultural and fishpond areas, together with the disturbance to the vegetation, at the east and west ends of the study area. This will cause significant adverse visual impacts to the local, generally low-rise, VSR's in these areas. For the central section those VSR's in close proximity to the alignment will be subject to the most significant adverse impacts. Those further away benefit from the screening provided by the intermediate buildings and tree groups, and as a result would suffer minor impacts.

5.8 Opportunities for Mitigation Measures

5.8.1 The landscape mitigation measures described in this report are done so to a level of detail which both demonstrates their ability to alleviate the potential landscape and visual impacts identified in the assessment and also to allow the proposals to be carried forward during the detailed design stage. More detailed landscape proposals will be developed during the initial stages of the Design and Construction phase of this project following the proposed detailed tree survey. Within this report the mitigation has been described for broad areas of similarity cross referenced to the appropriate figures. Figures 5.7 a b c d e f g h i j k l m n o show the proposed landscape mitigation measures. It is recommended that the Environmental, Monitoring and Audit Requirements (EM&A) for landscape and visual resources described in section 12.0 of this report is undertaken during both the construction and operational phases of the project.

Construction Phase

Preservation of Existing Vegetation

5.8.2 An important mitigation for both the landscape and visual impacts is the retention of all existing planting, particularly trees. The design of the project has considered the avoidance of disturbance to the existing trees as far as is practicable.

5.8.3 A full tree survey has been undertaken and this will be submitted for approval to the relevant government departments in accordance with WBTC 24/94. Full details of the trees surveyed are given in the tree survey report (Contract No. LFCC-001, Detailed Tree Survey Report, Sheung Shui to Lok Ma Chau Line). This document also includes recommendations for, where appropriate, their retention in situ, transplantation to a new location and felling. The fundamental tenet of this study is that trees will be retained, where possible, with particular regard given to the retention of tree groups. Where it is not possible to retain trees due to the construction of the Spur Line proposals the trees have been considered for their suitability for transplanting. Trees identified for retention will be adequately protected during the construction phase. Trees identified for retention within the project limit would be protected during the works with these protection measures being written into the contract documents. These measures for the protection of existing trees are described in detail in the tree survey report Appendix 1: Particular Specification for Tree Protection, Tree Pruning and Tree Transplanting and includes the following provisions:

· The use of sturdy protective fencing located at the edge of the tree canopy (100mm outside the crown spread) and not around the trunk. The fencing, which will be in accordance with the Highways Department’s standard drawings numbered H6120, and will be erected prior to the commencement of the construction phase operations;

· prohibition of the storage of materials, the movement of construction vehicles and the washing of equipment including concrete mixers beneath the tree canopy;

· the watering of existing vegetation particularly during periods of excavation when the water table beneath the existing vegetation is lowered;

· the rectification and repair of damaged vegetation to it’s original condition prior to the commencement of the works;

· the specifications for the treatment of trees identified for transplatation should include the following:

· treatments prior to uplifting operations including crown and root pruning;

· treatments during uplifting operations where the specification should include details of root cutting and root ball treatment;

· the preparation of recipient sites;

· the timing and methods of planting and aftercare of the transplanted trees, and;

· the preparation of photographic records for existing retained and transplanted trees throughout the establishment period to monitor their health.

5.8.4 The tree transplanting and planting works would be implemented by approved Landscape Contractors and inspected and approved on site by a qualified Landscape Architect or Aboriculturalist. A tree protection and transplanting specification based on the provisions of the tree survey report will be included within the contract documents. The extent of the works area will be regularly checked during the construction phase to avoid trespass onto areas outside the works area and so minimise damage to existing trees and woodland.

Temporary Works Areas

5.8.5 A number of locations have been identified for temporary works areas (refer to Figure 5.7 a b c), these include an area west of the intersection of San Wan Road and Po Shek Wu Road in Sheung Shui, a section of the former military base Dill’s Corner Camp and an area currently designated as Open Space northwest of the camp. These sites are contiguous to the proposed track alignment. Construction site controls would be enforced where possible to ensure that the landscape and visual impacts arising from the construction phase activities are minimised, these are as follows:

· where feasible the works areas would be screened using hoarding and existing vegetation would be retained;

· the orderly storage of materials and the careful positioning of construction plant;

· the careful positioning and height restrictions for site accommodation and offices

· the careful design of site lighting to prevent light spillage;

· structures such as offices should be painted in muted and recessive colours;

· potential soil erosion in excavated or disturbed areas would be controlled through the provision of protective cover (e.g. plastic sheeting or grass cover established through hydroseeding), and;

· temporary construction sites shall be restored to standards as, or not better than the original condition.

Hoarding

5.8.6 A temporary hoarding would be erected along the edge of the works to screen the construction operations from the local VSR’s. However, as parts of the Spur Line are raised on embankment or elevated, a hoarding may not be a practicable solution in all locations Those locations where hoarding would be appropriate include the following:

· the area north of Sheung Shui Station where hoarding would screen the works area in low level views open to pedestrians and vehicular travellers;

· the boundary of the temporary works areas identified above;

· the side of the existing track to Lo Wu where hoarding would screen views of the construction activity in views available to train passengers;

· the central section of the route alignment between Tong Kok and Chau Tau which is characterised by cottage areas and villages. The hoarding would screening low-level views of the construction activity from the local VSR’s. In this section the Spur Line proposals would involve a series of earthworks; and ,

· the project limit for the proposed widening of Lok Ma Chau Road to screen low level views from adjacent residential development.

5.8.7 Further locations for hoarding will be identified during the detailed design stage of the project when the detail of the construction activity is known.

Topsoils

5.8.8 The works will result in disturbance to extensive areas of topsoil. This topsoil, if following standard soil horticultural testing techniques is found to be worthy of retention, should be stockpiled to a maximum height of 2 metres. The stock piled topsoil should be either temporarily vegetated with hydroseeded grass during the construction phase or, turned over on a regular basis to avoid degradation of the organic material, and reused after completion. Alternatively, if this is not practicable, it should be considered for use elsewhere, including other projects. Excavated material from the pond bunds should be used as topsoil, if suitable as a growing medium, for the establishment or re-instatement of vegetation.

Protection of Important Landscape Features

5.8.9 The landscape assessment has identified several key cultural features such as the Temples at Ho Heung Sheung, Liu Man Shek Tong (Ancestral Hall) at Sheung Shui village and the walled village at Tsung Pak Long. These features are all remote from works; however, adequate protective measures should be enforced to protect the landscape setting of these and any other important landscape features. A detailed description of these features and the impact of the proposed scheme subject to mitigation is given in section 11.0 Cultural Heritage Impact Assessment.

Operational Phase (after construction)

Landscape Mitigation Measures including Compensatory Planting Proposals

5.8.10 The compensatory planting proposals would be considered in greater detail during the later stage of the project. At this stage the landscape mitigation measures for the proposed scheme have been considered in four sections which are as follows:

North of Sheung Shui Station (refer to Figure 5.7a b c d)

5.8.11 The limited area available due to the proximity of existing development would restrict the scope for landscape mitigation beyond the reprovision of paved areas and the treatment of the proposed noise enclosure and barriers as described below.

Eastern Viaduct Section (refer to Figure 5.7d e)

5.8.12 As a consequence of the proposed ecological mitigation requirements there would be a limited scope for implementing landscape mitigation planting to improve the visual integration of the scheme into the existing landscape framework. The use of landscape mitigation measures such as the planting of trees and shrubs against the base of the columns which is proposed for the western section of the proposed scheme would be incompatible with the objectives of the ecological mitigation in this area. It would not however be feasible to screen a development of this scale in an open area of landscape such as that which exists in Long Valley. The viaduct form should be designed to create a sinuous and visually light weight structure which would minimise direct impacts on existing landscape elements through the minimal requirement for land take. Offsite mitigation would not be a practicable or desirable solution in this instance due to the nature of the impacts.

Central Section (refer to Figure 5.7e f g h i j)

5.8.13 The central sections would be constructed at grade, on embankment or in cutting. This would result in the formation of new slopes, which should be designed to have a soft finish and be capable of sustaining tree and shrub planting. The loss of existing vegetation would be a primary source of both the landscape and visual impacts. Where geotechnical considerations allow new embankment slopes would have a gradient capable of retaining topsoils to a depth of at least 1m, where this is not possible alternative solutions would be required to provide a viable growing medium. The cutting and embankments would be planted with a mix of tree and shrub planting. The following principles would be considered during the design of these planting areas:

· A corridor would be identified separate from the utility corridors which impedes landscape works;

· Where appropriate, woodland planting would be established, with species types reflecting those affected combined with species suitable for screening the proposed scheme in views from future VSR’s particularly in views from the proposed Kwu Tong North SGA. The long-term objective would be to create native woodland. The immediate objective of the planting on the disturbed areas would be to create a fast vegetative cover for quick visual effect and for the stabilisation of the newly formed slopes, and to allow for native species to become dominant in the long term;

· A higher proportion of ornamental species would be introduced into areas adjacent to residential developments or along some sections of the alignment for visual effect;

· In urban locations such as in areas adjacent to residential development or on urban sections of the Spur Line the use of ornamental species would where appropriate be used;

· The planting would be designed to avoid emphasising the engineered form and linearity of the proposed track alignment. This would be achieved using a number of methods such as varying the type and height of vegetation along the trackside. Another method would be to where possible, allow the planted areas to extend further than the base of the embankment creating a greater depth to the planting. This would soften the transition between the engineered form of the earthworks and create an irregular or organically shaped edge to the planting; and,

· The proposed species choice for the landscape mitigation planting would include those, which are indigenous to Hong Kong and are found in similar locations in addition to a number of exotic nurse species. Therefore the proposed roadside woodland planting would have some ecological value in addition to its proposed landscape and visual amenity value. The nurse species would be selectively felled following the successful establishment of the target indigenous species.

Western Viaduct Section (refer to Figure 5.7j k l m n)

5.8.14 In general this section would be viaduct over an existing area of fishponds. These would be reinstated below the viaduct. Where planting is required it would be concentrated on disturbed soil areas or areas adjacent to the bases of the viaduct columns and would comprise woodland and shrub planting, particularly adjacent to Chau Tau. Tree and shrub species selection would include species native to Hong Kong and would provide aesthetic interest.

Emergency Vehicle Access and General Vehicular Access Road to the Lok Ma Chau Station Complex (refer to Figure 5.7l m n o)

5.8.15 The eastern part of this Emergency Access Road (EVA) would involve the widening of the existing single lane Lok Ma Chau Road resulting in the loss of an existing row of mature trees which currently line the road. As has been described above a full tree survey would be carried out in accordance with WBTC 24/94. All of these trees would be retained, where possible. However, where this is not possible the suitability of these trees for transplantation would be considered. Trees identified for retention will be adequately protected during the works as has been described above, this will be detailed in the Tree Survey Report. The roadside trees would be replaced or transplanted to reproduce and enhance the landscape character of the existing roadside landscape. The western section of the EVA and general access road would involve the widening of the existing carriageway into an area of fishponds. These fishpond areas would be restored following the construction phase. Roadside planting would include grass species to stabilise the embankment sides and occasional specimen trees to mirror the existing landscape character of the area through which the access road would pass.

Lok Ma Chau Station Complex (refer to Figure 5.7o)

5.8.16 The landscape associated with the station complex would fall into two main categories, the first a landscape framework of woodland planting which would form the landscape and visual context into which the built development would fit, the second would compliment the building and provide a signature landscape as a gateway to Hong Kong. Detailed proposals for the station complex would be formulated during the detailed design stage of the project.

5.8.17 Woodland planting using native species would be established on the boundary of the proposed station complex to soften the built form, visually integrate the development into the landscape of this existing rural setting and provide a buffer or transitional zone between the proposed development and the proposed ecological mitigation areas. The character of this landscape treatment would be one which provides a naturalistic, soft form which is responsive to the attributes of the landscape of fishpond areas and small clumps of trees. The ecological impact assessment has identified several areas adjacent to the station as potential sites for wetland mitigation including marsh and reedbed areas, refer to the ecological impact assessment section of this report for details. A co-ordinated approach has been undertaken between the ecology and landscape teams to produce a comprehensive package of mitigation measures which fulfil both the ecological, and landscape and visual imperatives.

5.8.18 The proposed tree and shrub planting design would be guided by the principles described under the proposed soft landscape mitigation for the central section of the proposed scheme.

5.8.19 The more formal landscape treatment of the areas immediately adjacent to the station complex, largely visually contained by the peripheral woodland planting, would be more contemporary in nature reflecting the modernity of the proposed station complex. This concept would be realised through the contemporary design and use of both hard and soft landscape elements providing a gateway for travellers to the Hong Kong Special Administrative Region. The species selection for the design of this area would perform a number of roles including contributing to the passenger milieu in an aesthetic sense, the formation and containment of space, the highlight and framing of the architectural features or focal points of the main station buildings and the screening of ancillary structures.

Tree Planting Strategy

5.8.20 The landscape mitigation described above would incorporate the proposals described in Chapter 2 of the Tree Survey Report (Contract No. LFCC-001, Compensatory Tree Planting Proposal Report, Sheung Shui to Lok Ma Chau) which contains compensatory tree planting proposals for the overall Spur Line scheme. These proposals are based on the findings of this report and those of the Tree Survey Report. The strategy proposes that to compensate for the large number of trees lost as a result of the railway construction, the opportunities for tree planting should be maximised wherever possible. This dense woodland planting would find a resonance in the existing visually enclosed and well vegetated landscape of the central section of the Study Area. Also a dense corridor of woodland planting would as has been described provide part of the interconnected landscape framework of the proposed Kwu Tung North Strategic Growth Area.

5.8.21 The tree planting strategy also gives guidance on the planting of trees in close proximity to structures such as the viaducts. It proposes that two height bands are used, below 6 metres in height for locations in close proximity to the viaducts and trees above 6 metres in height for other locations. The proposals list species appropriate for both bands including species with narrow crowns suitable for planting in close proximity to the viaduct structures.

5.8.22 The tree planting proposals include some 4,300 new trees which would be established within the Gazzetal Boundary. This compares favourably with the reports assertion that some 2,013 trees would be felled or transplanted due to the Spur Line proposals. Following the successful establishment of newly planted trees and the transplantation of existing trees, the project’s Gazettal Boundary will contain approximately 5,300 trees an 80% increase over the existing tree population of 2,922.

Major Engineering Structures

5.8.23 Particular attention would be given to the design, appearance and construction methods of the structures which form part of these proposals, these would include the following:

· the viaduct sections which would form the main visible structures within the proposed scheme;

· the emergency access / escape staircase located west of the River Beas, north of Dill’s Corner Camp, north of Lok Ma Chau transport interchange on Fanling Highway and north of the Lok Ma Chau Control point;

· the retaining structures which would be located along the proposed alignment particularly in the central section north of Pak Shek Au where retaining structures would be used to reduce the need for visually intrusive areas of cut to the existing landform, minimise the loss of existing landscape resources and reduce the impact on cultural sites such as existing graves;

· the footbridge north of Pak Shek Au, and;

· the low-level railway bridge to the west of Pak Shek Au.

5.8.24 The landscape consultants are working with the engineers on the aesthetic aspects of the structures and their relationship with the landscape. The designs would consider several principles:

· the structures would aim to “touch” the ground as lightly as possible in order to minimise disturbance to the existing landscape and vegetation below the structures. This would be achieved by designing slender, rounded columns spaced the maximum distance apart. The viaducts would be constructed using pre-cast methods and launched from columns rather than scaffolding. The viaduct should be designed to achieve where appropriate a graceful, curving alignment;

· landform and vegetation in areas disturbed by construction works would be reinstated to blend with the existing landscape patterns or as discussed above;

· wherever light levels, the water regime and the requirements of the ecological mitigation measures permit, vegetation would be reinstated below the structures. Irrigation may be required in some locations and hard landscape solutions considered where the clearance is low. Planting would be used wherever possible to minimise the apparent height of structures and to soften their appearance in medium and long distance views;

· the design of the proposed structures should avoid unnecessary visual clutter, this would be achieved through the co-ordination of the various engineering disciplines involved to arrive at innovative design solutions;

· fair faced concrete would not be used for parapets to minimise glare from the structure and to avoid the visually detracting effect of staining; and,

· drainage structures would where possible be concealed within the structure of the proposed viaducts.

Noise Mitigation Structures

5.8.25 Under the current proposals the requirement for noise barriers and enclosures would be limited to an area in close proximity to Sheung Shui station. An approximately 250 metre length of noise enclosure would stretch from the existing station complex north followed by a further 200 metres of noise barrier some two metres in height. The design of these barriers would be responsive to the landscape through which the track would pass which is essentially an urban environment characterised by high-rise residential property and commercial / warehouse premises. The barriers would also pick up on existing design themes in the station complex to ensure that the new structure would be visually compatible with existing ones.

5.8.26 The design criteria for the noise mitigation structures installed over and along the trackside should not be limited to the functional requirements of mitigating train noise. It should also include a requirement that these structures make a positive contribution to the urban landscape character of this area and by doing so improve the perceived landscape quality of the area. These structures would be visible from some VSR’s identified in the study.

5.8.27 These issues would need to be carefully addressed during the detailed design stage. Recent experience of schemes in Holland would suggest that memories of the adverse noise impacts caused by a major infrastructure project adjacent to residential areas are soon surpassed by concerns over the visual appearance of the noise mitigating structures.

Noise Enclosures

5.8.28 The proposed noise enclosure would give the existing track alignment the appearance of a long linear building. Therefore an innovative approach is required for the design of the outward appearance of these structures which would either create an architectural highlight or visually integrate the proposed structures into the existing urban landscape. The design criteria should seek to:

· Create a family of noise mitigation structures that have a visual resonance with the existing urban landscape.

· Promote the innovative use of materials, such as Plexiglas, fibreglass, reinforced concrete etc, whilst remaining aware of the design life span of each of the elements incorporated in the design

· Reduce the apparent visual mass of the structure through the use of form, materials, textures colours and tones.

· Reflect the chromatic context of the surrounding urban landscape.

· Utilise materials, which are non-reflective avoiding glare from incident sunlight.

Noise Barriers

5.8.29 The barrier design would be responsive to the landscape through which the line passes; it would through the use of colour panels extract the main colour elements from the landscape. The arrangement of the coloured panels has been designed to provide an abstracted mirror image of this landscape. The use of a combination of opaque, tinted and clear panels would further reduce the visual impact caused by these structures and in some locations allow train passengers a view of the surrounding urban landscape and maintain existing views across the rail corridor. The proposed barriers would be designed to avoid glare from incident sunlight. This would include the use of tinted glass and non-reflective surfaces.

Slopes

5.8.30 The proposed alignment would require extensive earthworks and the formation of new embankments and cut slopes. This would be considered without compromising the existing landscape and without the creation of additional impacts, e.g. by using already disturbed areas, works areas, contractor compounds, etc. The principles promoted in WBTC 25/93, Control of Visual Impact of Slopes, would form the basis for the design of slopes in order to minimise visual impact. These include:

· avoidance of large slopes where possible;

· preservation where possible of existing vegetation, the extent of the works, and therefore the slopes, would be minimised to avoid excessive disturbance to the existing vegetation. This would include the feathering of slope profiles to retain existing vegetation.

· avoidance of hard landscape solutions where possible;

· improve surface treatment of rock slopes, and;

· improve detailing of associated features including surface channels, stairways, catch pits and drainage channels. The opportunity would be taken where possible to give the proposed earthworks a less engineered appearance through for example designing slopes with a more naturalistic form.

5.8.31 Where possible and geotechnically feasible, slopes would be designed which have a minimum one metre depth of topsoil to provide a viable growing medium. Where this is not possible due to geotechnical considerations the landscape team would work with the project engineers to create innovative solutions to provide a growing medium for mitigation planting. These alternative solutions may include the excavation of planting pits and back filling with a suitable growing medium, the use of reinforced earth solutions such as geo-grid layers or geotextile honeycombs and the construction of berm planters. Hydro – seeding solutions may also be used in isolation or in combination with one of the methods described above.

5.9 Mitigation Measures and Operational (Residual) Impacts

5.9.1 The mitigation measures have been developed to alleviate the identified landscape and visual impacts, these will eventually form the basis for the landscape proposals. Table 5.5 below summarises the landscape impacts, mitigation measures and residual impacts. Table 5.6 summarises the visual impacts, mitigation and residual impacts. Figures 5.7 a b c d e f g h i j k l m n o shows the broad landscape treatment proposed to mitigate the effects predicted during the EIA, whilst Figures 5.8a b c show how these mitigation measures would be implemented through the use of a number of typical sections.

5.9.2 A series of computer generated images or photomontages are shown on Figure 5.10 a b c d e f g h i j k l m n o p q r s t u v w x, the location of which are identified on Figure 5.9. The photomontages of the proposed scheme show the existing conditions, unmitigated impacts, partially mitigated impacts during the opening year (Year 1) and those residual impacts which would exist in the design year during the operational phase (Year 10-15).

5.9.3 Figures 5.10 a and b show the existing view from Lok Ma Chau Lookout Point towards the proposed Terminus Building. The post construction view as presented shows the proposed viaduct crossing the pond area to the east of Lok Ma Chau Boundary Crossing control point before crossing San Sham Road and joining the proposed Terminus Building. The images show the proposed scheme integrated into a landscape characterised by open storage areas, fishpond areas and the infrastructure associated with the boundary crossing.

5.9.4 Figure 5.10 c, shows the existing view from Chau Tau south towards Ki Lung Shan. Figures 5.10 c and d, Views show the post construction view and with the proposed earth embankment screened in views by track side tree and shrub planting. The image also shows the viaduct crossing Lok Ma Chau Road and the existing open storage areas adjacent to it. It also demonstrates that existing tree planting would be retained where possible and additional planting established adjacent to the columns would reduce the horizontal visual emphasis of the structure.

5.9.5 Figure 5.10 e shows the existing view from Yan Shau Wai north towards a skyline dominated by the urban development of the Shenzhen Special Economic Zone. Figures 5.10 e and f show the proposed Terminus Building at Lok Ma Chau in a post construction view with the proposed screen planting around the station complex and the proposed finishes to the building superstructure. The image also shows the viaduct crossing Lok Ma Chau Road and joining the proposed terminus.

5.9.6 Figure 5.10 g shows the existing view from Tong Kok south towards the Fanling Highway. Figure 5.10 g and h show the post construction view with the proposed viaduct crossing the disturbed landscape to the south of the village. The mass planting of bamboo adjacent to the viaduct piers would serve to reduce the horizontal visual emphasis of the structure.

5.9.7 Figure 5.10 i shows the existing view from the Temple at Ho Sheung Heung south east towards Long Valley. The post construction views presented as Figures 5.10 i and j show the proposed viaduct crossing Long Valley. The image shows the relative visual permeability of the viaduct structure, which would allow continued views of the Long Valley and the urban development at its periphery. The proposed mitigation for this section of the route has been limited by the ecological mitigation imperatives, which reflect the areas ecological interest.

5.9.8 Figure 5.10 k shows the existing view from Yin Kong north towards Long Valley. The post construction views presented as Figures 5.10 k and l show the proposed viaduct crossing Long Valley. The image shows the relative visual permeability of the viaduct structure, which would allow continued views of the mountains to the north. The proposed mitigation for this section of the route has been limited by the ecological mitigation imperatives, which reflect the areas ecological interest.

5.9.9 Figure 5.10 m shows the existing view from Tsung Pak Long north towards Fung Kong Shan with Long Valley in the foreground and middle ground. The post construction views presented as figure 5.10 m and n show the proposed viaduct crossing Long Valley. The image shows the relative visual permeability of the viaduct structure, which would allow continued views of the Long Valley stretching north to Ho Sheung Heung and the hill slopes of Fung Kong Shan to the north. As with the figures 5.10 k and l the proposed mitigation for this section of the alignment has been limited by the ecological mitigation imperatives, which reflect the areas ecological interest.

5.9.10 Figure 5.10 o shows the existing view from the pedestrian footbridge over the KCR line to Lo Wu looking north. The post construction views presented as figures 5.10 o and p show the proposed construction of addition tracks, the diversion of the existing water mains and the construction of a new footbridge. The image shows that despite the proposed changes in this section the landscape of the railway corridor is relatively ‘untouched’ by the proposals.

5.9.11 Figure 5.10 q shows the existing view the hill above the Europa Garden Phase 1 Development looking north towards Dills Corner Camp and Fung Kong Shan. The post construction views presented as figures 5.10 q and r show the proposed viaduct crossing Long Valley. The image shows the relative visual permeability of the viaduct structure, which would allow continued views of the Long Valley stretching to Ho Sheung Heung and the hill slopes of Fung Kong Shan to the north. It also demonstrates that the view for VSR’s situated in Europa Gardens would be extremely limited being partially obscured by existing vegetation and development in the Study Area and largely mitigated by the viewing distances involved.

5.9.12 Figure 5.10 s shows the existing view from Kwu Tung South Market north across the Fanling Highway (NTCR) towards Dills Corner Camp. The Fanling Highway in the foreground visually detracts from the existing view north. The post construction views presented as figures 5.10 s and t show the visible section of the proposed Spur Line which following the establishment of the proposed mitigation planting would be largely screened in views. This image also demonstrates the screening effect of the existing vegetation and development of the area north of the highway.

5.9.13 Figure 5.10 u shows the existing view from the 14th floor of Choi Ping House looking north over Sheung Shui Station and the existing KCR track. The post construction views presented as figures 5.10 u and v show the proposed noise enclosure extending north from Sheung Shui Station and the proposed noise barrier to the north of the enclosure. The existing tree and shrub planting would be retained where possible to break up the horizontal emphasis of the structure and reduce its apparent visual mass.

5.9.14 Figure 5.10 w shows the existing view from San Wan Road at the foot of the Po Shek Wu Road Bridge looking south west. The post construction views presented as figures 5.10 w and x show the proposed noise enclosure extending north from Sheung Shui Station. The image shows that the form and scale of the proposed enclosure would not be visually intrusive in the context of this urban environment.

Table 5.5: Summary of Operational (Residual) Impact on Landscape Resources and Landscape Mitigation Measures

The design year is taken for the purposes of this study as between 10 and 15 years after the schemes opening when the proposed mitigation planting is deemed to have reached a level of maturity, which is sufficient for it to perform the design objectives. It should be noted that, with the exception of the area immediately north of the existing Sheung Shui Station, noise barriers were not considered necessary for this scheme.

Landscape Resource	Sources of Impact	Magnitude of Change		Landscape Resource Sensitivity To change	Mitigation Measures	Residual Impact after the Implementation of the Mitigation Measures
		Con	Oper			Con	Oper
Fung Shui Woodland	· Relatively minor disturbance to vegetative buffer along existing KCR line (R & C) · Introduction of large noise enclosure and trackside vertical noise barriers (C). · Introduction of additional rail infrastructure within urban areas and adjacent to new developments (C)	Moderate	Low	‘Low sensitivity’	Reinstatement of planting along trackside where lost. The design of noise enclosures and barriers to be responsive to the existing landscape and minimise impacts on the existing landscape character.	‘Slight adverse impact’	‘Slight adverse impact’
Woodland (including secondary forest and plantation forest)	· Introduction of rail infrastructure and station complex including the proposed pedestrian footbridge link across the Shenzhen River to connect with the proposed Huannggang Station complex (C)	Moderate	Low	‘Medium sensitivity’	Reinstatement of naturalistic planting adjacent to the periphery of the proposed station complex and the more formal landscape treatment of the complex site. The footbridge has been designed to be a visually light structure through the use a large transparent sections.	‘Moderate to significant adverse impact’	‘Moderate beneficial impact’
Orchard
Agricultural Land (Dry)	· Introduction of rail infrastructure and its associated structures into a largely residential urban area (C)	Moderate	Low	‘Low to Medium sensitivity’	The proposed railway embankments and cutting sides would be planted with woodland strips. The species used in these areas would include native species and some evergreen species to screen views of the proposed track in low level views. These planted areas would also serve to reduce the strong horizontal emphasis of the track and integrate it into the landscape of the proposed SGA.	‘Moderate adverse impact’ .	‘Slight to moderate adverse impact’ .
Agricultural Land (Wet)	· Area remote from works resulting in no impact	No Change	No Change	‘Medium to high sensitivity’	None required.	‘Neutral impact’	‘Neutral impact’
Agricultural Land (not currently cultivated)	· Disturbance to field patterns and vegetation including trees (R & C) · Introduction of the viaduct as a major feature of the local landscape (C) · Introduction of the proposed emergency vehicle access / escape staircase / assembly area adjacent to the River Beas retrained river channel. (C)	High	High	‘Medium to high sensitivity’	Provision of wetland areas as ecological mitigation Provision of tree planting elsewhere along scheme Design of viaduct to integrate with rural character Screen planting along the boundary of the proposed emergency area.	‘Significant adverse’	‘ Moderate adverse’
Fishpond Areas	· Area remote from works resulting in no impact · Loss of Landscape resources present in the Sheung Shui Landscape Character Area	Moderate	Low	‘Low to medium sensitivity’	None required.	‘Neutral impact’	‘Neutral impact’
Marsh	· Disturbance to field patterns and vegetation including trees (R & C) · Extensive earthworks for rail cutting section (R & C)	Moderate	Low	‘Medium to high sensitivity’	Compensatory tree planting along slopes Minimisation of slope cutting	‘Slight adverse impact’.	‘Slight adverse to neutral impact’.
Watercourses	· Area remote from works resulting in no impact	No Change	No Change	‘High sensitivity’	None required	‘Neutral impact’.	‘Neutral impact’.
Grass / Shrub Mosaic	· Area remote from works resulting in no impact	No Change	No Change	‘High sensitivity’	None required	‘Neutral impact’.	‘Neutral impact’.
	· Area unaffected by works resulting in no impact	No Change	No Change	‘High sensitivity’	None required	‘Neutral impact’.	‘Neutral impact’.

Key: Significance Threshold: No Change, Low, Moderate or High

Landscape Sensitivity: Low, Medium or High

Residual Impacts: Refer to matrix and table (section 5.4.10-11 above)

Con – Construction Phase

Oper–Operational

Table 5.6: Summary of Landscape Mitigation Measures and Operational (Residual) Impacts

The design year is taken for the purposes of this study as between 10 and 15 years after the schemes opening when the proposed mitigation planting is deemed to have reached a level of maturity, which is sufficient for it to perform the design objectives. It should be noted that, with the exception of the area immediately north of the existing Sheung Shui Station, noise barriers were not considered necessary for this scheme.

Landscape Character Unit	Sources of Impact	Magnitude of Change		Landscape Sensitivity To change	Mitigation Measures	Residual Impact after the Implementation of the Mitigation Measures
		Con	Oper			Con	Oper
Major Urban Development
MUD 1 Sheung Shui	· Relatively minor disturbance to vegetative buffer along existing KCR line (R & C) · Introduction of large noise enclosure and trackside vertical noise barriers (C). · Introduction of additional rail infrastructure within urban areas and adjacent to new developments (C)	Moderate	Low	‘Low sensitivity’ due to the proximity of and nature of the existing development.	Reinstatement of planting along trackside where lost. The design of noise enclosures and barriers to be responsive to the existing landscape and minimise impacts on the existing landscape character.	‘Slight adverse impact’ in areas adjacent to the proposed track alignment.	‘Slight adverse impact’ in areas adjacent to the proposed track alignment.
MUD 2 Shenzhen Special Economic Zone	· Introduction of rail infrastructure and station complex including the proposed pedestrian footbridge link across the Shenzhen River to connect with the proposed Huannggang Station complex (C)	Moderate	Low	‘Medium sensitivity’ due to the nature of the existing rural view and the presence of visually detracting elements such as the built development associated with the Lok Ma Chau Border Crossing and the Fanling Highway.	· Reinstatement of naturalistic planting adjacent to the periphery of the proposed station complex and the more formal landscape treatment of the complex site. The footbridge has been designed to be a visually light structure through the use a large transparent sections.	‘Slight adverse impact’ in areas adjacent to the proposed station complex and pedestrian link across the Shenzhen River.	‘Slight adverse impact’ in areas adjacent to the proposed station complex and pedestrian link across the Shenzhen River.
MUD 2 Kwu Tung North Strategic Growth Area	· Introduction of rail infrastructure and its associated structures into a largely residential urban area (C)	Moderate	Low	‘Low to Medium sensitivity’ due to the nature of the existing urban development and the presence of the New Territories Circular Road (Fanling Highway) which would form a visually detracting element.	The proposed railway embankments and cutting sides would be planted with woodland strips. The species used in these areas would include native species and some evergreen species to screen views of the proposed track in low level views. These planted areas would also serve to reduce the strong horizontal emphasis of the track and integrate it into the landscape of the proposed SGA.	‘Neutral impact’ as the Spur Line proposals will be implemented prior to those of the SGA.	‘Slight to moderate adverse impact’ in areas adjacent to the proposed track alignment as the proposed track with its associated earthworks would bisect the SGA leading to a degradation of the integrity of the landscape structure. However the proposed trackside planting and the landscape treatment proposed for the SGA would do much to mitigate the predicted adverse landscape impacts arising from the scheme.
Lowland Agricultural Areas
L1 North of Sheung Shui	· Area remote from works resulting in no impact	No Change	No Change	‘Medium to high sensitivity’ due to the open nature of the landscape and the lack of existing development.	None required.	‘Neutral impact’	‘Neutral impact’
L2 River Beas Plain / Long Valley area and Fung Kong	· Disturbance to field patterns and vegetation including trees (R & C) · Introduction of the viaduct as a major feature of the local landscape (C) · Introduction of the proposed emergency vehicle access / escape staircase / assembly area adjacent to the River Beas retrained river channel. (C)	High	High	‘Medium to high sensitivity’ due to the open nature of the existing rural landscape and the small scale of built development.	Provision of wetland areas as ecological mitigation Provision of tree planting elsewhere along scheme Design of viaduct to integrate with rural character Screen planting along the boundary of the proposed emergency area.	‘Significant adverse’	‘Significant adverse’
L3 North of Ki Lun Shan	· Area remote from works resulting in no impact	Moderate	Low	‘Low to medium sensitivity’ due to the proximity of the existing Fanling Highway.	None required.	‘Neutral impact’	‘Neutral impact’
L4 Chau Tau	· Disturbance to field patterns and vegetation including trees (R & C) · Extensive earthworks for rail cutting section (R & C)	Moderate	Low	‘Medium to high sensitivity’ due to the open nature of the landscape and the traditional agricultural land use.	Compensatory tree planting along slopes. Minimisation of slope cutting.	‘Moderate adverse impact’.	‘Slight adverse to neutral impact’.
Natural Upland Areas
NUA 1 Tai Shek Mo and Tung Kong Shan	· Area remote from works resulting in no impact	No Change	No Change	‘High sensitivity’ due to the existing woodland and the unspoilt nature of these hill slopes.	None required	‘Neutral impact’.	‘Neutral impact’.
NUA 2 Ki Lun Shan	· Area remote from works resulting in no impact	No Change	No Change	‘High sensitivity’ due to the intervisibilty of the hill slopes, the fragile nature of the existing vegetation cover and the absence of existing development.	None required	‘Neutral impact’.	‘Neutral impact’.
NUA 3 Lok Ma Chau	· Area unaffected by works resulting in no impact	No Change	No Change	‘High sensitivity’ due to the intervisibilty of the hill slopes, the fragile nature of the existing vegetation cover and the absence of existing development.	None required	‘Neutral impact’.	‘Neutral impact’.
Village Areas
V1 Sheung Shui	· Area largely remote from works resulting in no impact with the exception of the areas contiguous with the existing track to Lo Wu where there would be temporary adverse impacts from the relocation of existing facilities such as footpaths, cycle park, track side roads and footbridges crossing the proposed alignment. There would also be some temporary adverse impacts from the proposed temporary works area east of Cambridge Plaza. (C)	No Change	No Change	‘Medium sensitivity’ to change, this traditional village area has been degraded by the existing built development and the proximity of the KCR track to Lo Wu.	None required	‘Neutral impact’.	‘Neutral impact’.
V2 Tai Tau Leng	· Area remote from works resulting in no impact	No Change	No Change	‘Medium sensitivity’ to change, this traditional village area has been degraded by the existing built development and the proximity of the NTCR.	None required	‘Neutral impact’.	‘Neutral impact’.
V3 Tsung Pak Long	· Area remote from works resulting in no impact	No Change	No Change	‘High sensitivity’ this is a traditional village area screened from much of the adverse impacts arising from the surrounding development.	None required	‘Neutral impact’.	‘Neutral impact’.
V4 Ho Sheung Heung	· Area remote from works resulting in no impact	No Change	No Change	‘High sensitivity’ due to the traditional nature of the village and the existing scale of development.	None required	‘Neutral impact’.	‘Neutral impact’.
V5 Pun Uk Tsuen and Chau Tau	· Area remote from works resulting in no impact	No Change	No Change	‘Medium sensitivity’ due to the traditional nature of the village and the existing scale of development.	None required	‘Neutral impact’.	‘Neutral impact’.
Cottage Areas
C1 Ho Heung Sheung	· Disturbance to the higher quality fishponds in the southern part (C) · Introduction of a viaduct as a major feature in local landscape (C)	Moderate	Moderate	‘Medium sensitivity’ to the relatively open nature of the landscape degraded to an extent through the siting of existing storage areas.	Replacement of fishponds below viaduct Design of viaduct to integrate with rural character	‘Moderate adverse’	‘Moderate adverse’
C2 Tung Fong	· Disturbance to the pattern of overall mixed development (C) · Extensive earthworks to form cutting and embankment for the spur line (R & C) · Introduction of the rail line as a major feature (C) · Introduction of the proposed emergency vehicle access / escape staircase / assembly area north of Po Lau Road. (R & C) · Disturbance to several tree groups (R&C)	Moderate	Moderate	‘Low sensitivity’ due to the level of existing development including light industrial, commercial and storage premises.	Minimisation of slope cutting and embankment Compensatory tree and shrub planting along slopes and to integrate to local context Provision of footpaths and bridges to avoid segregation of development	‘Moderate adverse’	‘Slight adverse’
	· Areas contiguous with the proposed alignment where there would be temporary adverse impacts from the relocation of existing facilities such as footpaths and some temporary adverse impacts from the proposed temporary works areas. These would be located on the former military base at Dills Corner Camp. (R & C)
C3 Chau Tau	Area largely unaffected by works with the exception of the widening of Lok Ma Chau Road for emergency vehicle access and station access leading to the loss of roadside trees. (C & R)	Low	Low	‘Medium sensitivity’ to the relatively open nature of the landscape degraded to an extent through the siting of existing storage areas.	The protection of existing trees during the construction period and compensatory tree planting to replace those trees lost.	‘Neutral impact’	‘Neutral impact’.
Road Corridor and Linear Development
RC1 Fanling Highway	· Area remote from works resulting in no impact	No Change	No Change	‘Low sensitivity’ due to the intrusion caused by the existing highway and the disturbance caused by the numbers of vehicles, although the roadside planting is an important feature.	None required	‘Neutral impact’	‘Neutral impact’.
RC 2 Lok Ma Chau Border Crossing	· Disturbance to the low quality open storage areas (C) · Existing vegetation will be disturbed by the ongoing extension to the border crossing. (R & C)	Moderate	Low	‘Low sensitivity’ due to the existing level of development and the disturbance caused by the volume of traffic.	Compensatory tree and shrub planting Minimisation of slope cutting and planting of new slope	‘Slight adverse’	‘Slight adverse to neutral impact’.
Fishponds
F1 River Beas Plain / Long Valley	Area unaffected by works resulting in no impact	No Change	No Change	‘High sensitivity’ due to the open, undeveloped nature of the existing landscape.	None required	‘Neutral impact’.	‘Neutral impact’.
F2 Lok Ma Chau	Disturbance to the existing fishponds requiring temporary filling during works, although this is localised to the alignment (C) Introduction of the proposed emergency vehicle access / escape staircase / assembly area north of Lok Ma Chau Control Point. (C)	Moderate to high	Moderate	‘High sensitivity’ due to the open, undeveloped nature of the existing landscape.	Replacement of fishponds below viaduct Screen planting along the boundary of the proposed emergency area.	‘Significant adverse’	‘Moderate adverse’
F3 Sam So Shue	· Disturbance to, and loss of the existing fishponds to the north to construct the station (C)	Moderate to high	Moderate	‘High sensitivity’ due to the open nature of the existing landscape, the relative lack of existing development and traditional nature of the pond landscape framework.	Replacement of wetland areas elsewhere on site	‘Significant adverse’	‘Significant adverse’

Key: Type of Impacts R – Impact on Landscape Resources

C - Impact on Landscape Character

Significance Threshold: No Change, Low, Moderate or High

Landscape Sensitivity: Low, Medium or High

Residual Impacts: Refer to matrix and table (section 5.4.10-11 above)

Con – Construction Phase

Oper – Operational

Table 5.7: Summary of Visual Mitigation Measures and Operational (Residual) Impacts

For the purposes of this assessment low rise was taken as 0-4 floors, medium rise as 5-10 floors and high rise as 11+ floors. It should be noted that, with the exception of the area immediately north of the existing Sheung Shui Station, noise barriers were not considered necessary for this scheme. The assessment is made both during the construction period and during the design year which is taken for the purposes of this study as between 10 and 15 years after the schemes opening when the proposed mitigation planting is deemed to have reached a level of maturity, which is sufficient for it to perform the design objectives.

Location of Visually Sensitive Receivers (VSR)	Type of VSR	Approx. Viewing Distance	Receiver Sensitivity to Change	Primary source of Impact		Magnitude of Change		Mitigation Measures	Residual Impact after Implementation of Mitigation Measures
				Con	Oper	Con	Oper		Con	Oper
5. Choi Po Court	High-rise Residential	250m	‘Medium sensitivity’ from elevated views on the north and western sides of the development.	Disturbance to landscape particularly vegetated character of area	Introduction of proposed noise enclosure and barriers adjacent to Sheung Shui station as major linear elements in the urban landscape. Introduction of the viaduct as major linear element in the rural landscapes including the movement of trains.	Moderate	Low to Moderate	Design of the noise enclosure and noise barriers to minimise visual impacts and integrate with the urban context of high rise residential development and large commercial / storage ware houses. Design of viaduct crossing Long Valley reduce the visual impact of the proposals and integrate within the rural context	‘Moderate to slight adverse’	‘Slight adverse’
6. Sheung Shui Sewage Treatment Works	Industrial	200m	‘Low sensitivity’ due to the poor quality of the existing views.	Disturbance to the landscape particularly the vegetated character of area	Introduction of viaduct as major linear element in rural landscape including the movement of trains	Moderate	Moderate	Design of viaduct crossing Long Valley reduce the visual impact of the proposals and integrate within the rural context	‘Moderate to slight adverse’	‘Slight adverse’
7. Former Sheung Shui THA	Ongoing high-rise development	20m	‘Low sensitivity’ due to the poor quality of the existing views.	Disturbance to the landscape particularly the vegetated character of area	Introduction of viaduct as major linear element in rural landscape including the movement of trains	Moderate	Moderate	Design of viaduct crossing Long Valley reduce the visual impact of the proposals and integrate within the rural context	‘Moderate to slight adverse’	‘Slight adverse’
8. Tsung Pak Long	Low-rise development	20m	‘Medium sensitivity’ but limited to views from the northern and eastern peripheries of the settlement.	Disturbance to the landscape particularly the vegetated character of area	Introduction of viaduct as major linear element in rural landscape including the movement of trains	High	High	Design of viaduct form to integrate with rural context	‘Substantial to moderate adverse’	‘Moderate adverse’
9. Yin Kong	Low-rise development	400m	‘Medium sensitivity’ but limited to views from the northern periphery of the settlement.	Disturbance to the landscape particularly the vegetated character of area	Introduction of viaduct as major linear element in rural landscape including the movement of trains	High	High	Design of viaduct form to integrate with rural context	‘Substantial to moderate adverse’	‘Moderate adverse’
10. Fanling Highway East	Vehicle travellers	500m	‘Low sensitivity’ due to the intrusion caused by the existing highway and the disturbance caused by the numbers of vehicles, although the roadside planting is an important feature.	Disturbance to the landscape particularly the vegetated character of area	Introduction of viaduct as major linear element in rural landscape including the movement of trains	Low	Low	Design of viaduct form to integrate with rural context	‘Slight adverse impact’	‘Slight adverse to neutral impact’
7. Ho Sheung Heung	Low-rise residential	250m	‘Medium sensitivity’ due to the traditional nature of the village and the existing scale of development.	Disturbance to the landscape particularly the vegetated character of area	Introduction of viaduct as major linear element in rural landscape including the movement of trains	High	High	Design of viaduct form to integrate with rural context	‘Moderate adverse’	‘Moderate adverse’
8. Fung Kong	Low-rise residential	300m	‘Medium sensitivity’ limited to partially and totally obscured views from the southern periphery of the settlement.	Spur line is at grade and will be partially screened by local features. Views west will be more affected due to the viaduct	Spur line is at grade and will be partially screened by local features. Views west will be more affected due to the viaduct	Moderate	Low	Compensatory planting including bamboo as visual buffer adjacent to and below viaduct and to break linear form Design of viaduct form to integrate with rural context	‘Moderate adverse’	‘Slight adverse’
9. Tung Fong South	Low-rise residential and industrial	30m	‘Medium sensitivity’ limited to partially and totally obscured views from the southern periphery of the settlement.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of spur line as an element within the landscape although generally screened in views.	High	High	Compensatory tree and shrub planting on slopes as visual screen Design of noise barriers to integrate with surrounding context and to avoid screening views	‘Moderate adverse’’	‘Moderate adverse’
10. Tung Fong North	Low-rise residential and industrial	300m	‘Low sensitivity’ due to the level of existing commercial, light industrial and storage developments, and the quality of existing views.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of spur line as an element within the landscape although generally screened in views.	Low	Low	Compensatory tree and shrub planting on slopes as visual screen Design of noise barriers to integrate with surrounding context and to avoid screening views	‘ Slight adverse’	‘Neutral to Slight adverse’.
11. Shek Tsai Leng	Low-rise residential and industrial	150m	‘Medium sensitivity’ but limited to partially and totally obscured views from adjacent locations within the settlement.	Disturbance to vegetation, loss of tree groups as visual buffer and the utilisation of the northern section of the camp as a temporary works area. The temporary works area would be largely screened in views from this location by the existing high fences and mature tree planting.	Introduction of spur line as an element within the landscape although generally screened in views.	High	Moderate / High	Compensatory tree and shrub planting on slopes as visual screen. Restoration of temporary works area.	‘Moderate adverse’	‘Moderate adverse’
11. Dill’s Corner Camp	Low-rise residential	50m	‘Medium sensitivity’ due to the quality of the existing view but limited to partially and totally obscured views from the southern periphery of the settlement.	Disturbance to vegetation, loss of tree groups as visual buffer and the utilisation of the northern section of the camp as a temporary works area.	Introduction of spur line as an element within the landscape although generally screened in views.	High	Moderate / High	Compensatory tree and shrub planting on slopes as visual screen. Restoration of temporary works area.	‘Moderate adverse’	‘Moderate adverse’
12. Pak Shek Au East	Low-rise residential and industrial	20m	‘Medium sensitivity’ due to the quality of the existing view but limited to partially and totally obscured views from the southern periphery of the settlement.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of spur line as an element within the landscape although generally screened in views.	High	Moderate / High	Compensatory tree and shrub planting on slopes as visual screen	‘Moderate adverse’	‘Moderate adverse’
13. Pak Shek Au West	Low-rise residential and industrial	20m	‘Low to medium sensitivity’ due to the quality of the existing view but limited to partially and totally obscured views from the southern periphery of the settlement.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of spur line as an element within the landscape although generally screened in views.	Moderate / High	Moderate / High	Compensatory tree and shrub planting on slopes as visual screen	‘Moderate adverse’	‘Moderate adverse’
14. Footpath – Lok Ma Chau East	Walking trial	400m	‘Medium sensitivity’ due to the quality of the existing view tempered by the level of the existing development including storage areas and the viewing distance s involved.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of rail corridor, however in keeping with local visual context. Alternative views available.	Low to Moderate	Low	Compensatory tree and shrub planting along the proposed track alignment where feasible as a visual buffer	‘Slight adverse’	‘Slight adverse’
15. Footpath – Ki Lun Shan East	Walking trial	500m	‘Medium sensitivity’ due to the quality of the existing view tempered by the level of the existing development including storage areas and the viewing distance s involved.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of rail corridor, however in keeping with local visual context. Alternative views available.	Low to Moderate	Low	Compensatory tree and shrub planting along the proposed track alignment where feasible as a visual buffer	‘Slight adverse’	‘Slight adverse’
16. Footpath – Lok Ma Chau Central	Walking trial	500m	‘Medium sensitivity’ due to the quality of the existing view tempered by the level of the existing development including storage areas and the viewing distance s involved.	Disturbance to vegetation and loss of tree groups as visual buffer	Design of noise barrier to integrate with existing context Introduction of rail corridor, however, in keeping with local visual context. Alternate views available.	Low to Moderate	Low	Compensatory tree and shrub planting along the proposed track alignment where feasible as a visual buffer	‘Slight adverse’	‘Slight adverse’
17. Chau Tau East	Low-rise residential and industrial	40m	‘Medium sensitivity’ due to the quality of the existing view which has been degraded by the level of existing development including the storage areas and the existing Lok Ma Chau Border crossing.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of rail corridor, however, in keeping with local visual context	High to Moderate	Medium	Compensatory tree and shrub planting along the proposed track alignment where feasible as a visual buffer	‘Slight adverse’	‘Slight adverse’
19. Chau Tau West	Low–rise residential	300m	‘Medium sensitivity’ due to the quality of the existing view across traditional agricultural fields which has been degraded by the level of the existing development including storage areas and the existing Lok Ma Chau Border crossing.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of viaduct as a major feature of views	High to Moderate	Moderate	Compensatory tree planting as screen and visual buffer Design of viaduct to integrate with rural setting	‘Slight adverse’	‘Slight adverse’
20. Footpath – Ki Lun Shan West	Walking trial	500m	‘Medium sensitivity’ due to the quality of the existing view tempered by the level of the existing development including storage areas and the viewing distance s involved.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of viaduct in context with other parts of views and San Sham Road Impact reduced by viewing distance	Moderate	Low	Compensatory tree and shrub planting along slopes as visual buffer	‘Slight adverse’	‘Slight adverse’
21. Fanling Highway West	Vehicle travellers	300m	‘Low sensitivity’ due to the intrusion caused by the existing highway and the disturbance caused by the numbers of vehicles, although the roadside planting is an important feature.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of viaduct in context with other parts of views and San Sham Road	Low	Low	Compensatory tree and shrub planting along slopes as visual buffer Design of viaduct to integrate with setting	‘Slight adverse to neutral impact’’	‘Slight adverse to neutral impact’
22. Tung Chan Wai and San Lung Tsuen	Low-rise residential	1600m	‘Medium sensitivity’ due to the quality of the existing view tempered by the level of the existing development including storage areas and Shenzhen SEZ which forms the backdrop to views, and the viewing distance s involved.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of station in context with the urban background of Shenzhen	Moderate	Moderate	Compensatory tree planting to soften built form and as visual buffer Use of non-reflective material on station building to avoid glare	‘Slight adverse’	‘Moderate adverse’
23. Pun Uk Tsuen	Low-rise residential	450m	‘Medium sensitivity’ due to the quality of the existing view across traditional agricultural fields which has been degraded by the level of the existing development including storage areas and the existing Lok Ma Chau Border crossing. Views would be limited to locations on the south western periphery of the settlement.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of viaduct as a major element in the landscape and visual context of the Study Area.	High	Moderate to High	Compensatory tree planting as screen and visual buffer Design of viaduct to integrate with rural setting	‘Significant adverse’	‘Moderate to significant adverse’
24. Footpath and Viewpoint – Lok Ma Chau	Viewpoint	500m	‘Medium sensitivity’ due to the quality of the existing view tempered by the level of the existing development including storage areas, the Lok Ma Chau Border Crossing and the Shenzhen SEZ, and the viewing distance s involved.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of viaduct against backdrop of Lok Ma Chau Border Crossing Introduction of station against urban background of Shenzhen	High	Moderate	Compensatory tree planting to soften built form and as visual buffer Use of non-reflective material on station building to avoid glare Design of viaduct to integrate with rural setting	‘Significant adverse’	‘Moderate to significant adverse’
25. Lok Ma Chau	Low-rise residential	600m	‘Medium sensitivity’ due to the quality of the existing view which is often enclosed by existing vegetation and degraded by the level of the existing development including storage areas and the existing Lok Ma Chau Border crossing.	Disturbance to fishponds, vegetation and loss of tree groups as visual buffer	Introduction of viaduct as a major feature of views Alternative views available	Low	Low	Re-instatement of wetlands elsewhere on site	‘Slight adverse impact’	‘Slight adverse impact’
26. Ha Wan Tsuen	Low-rise residential	200m	‘Medium sensitivity’ due to the quality of the existing view which is often enclosed by existing vegetation and degraded by the level of the existing development including storage areas and the existing Lok Ma Chau Border crossing.	Disturbance to fishponds, vegetation and loss of tree groups as visual buffer	Introduction of viaduct as a major feature of views. Alternative views available.	High	High	Re-instatement of planting below viaduct where appropriate Design of viaduct to integrate with rural context	‘Significant adverse’	‘Moderate to significant adverse’
18. San Sham Road and Lok Ma Chau Border Crossing	Vehicle travellers	200m	‘Low sensitivity’ due to the intrusion caused by the existing highway, the holding areas and waiting areas, the disturbance caused by the numbers of vehicles, the roadside planting is a feature.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of viaduct as a major element within the landscape and visual context of the Study Area.	Low	Low	Compensatory planting to soften viaduct form Design of viaduct to integrate with rural context	‘Slight adverse impact’	‘Slight adverse impact’
28. KCR line to Lo Wu	Train passengers	20m	‘Low sensitivity’ due to the level of existing development lining the KCR track to Lo Wu which has lead to a degradation in the quality of views and the limited extent of existing views.	Disturbance to vegetation and loss of tree groups as visual buffer	Introduction of viaduct as a major element within the landscape and visual context of the Study Area.	Low	Low	Compensatory planting to soften viaduct form Design of viaduct to integrate with rural context	‘Slight adverse impact’	‘Slight adverse impact’
29. Europa Gardens	Medium–rise residential	500m	‘Low sensitivity’ due to the intrusion caused by Fanling Highway in the foreground with areas of residential / light industrial to the north of the road corridor. Some restricted and partially obscured views exist of the Fung Kong Shan and Long Valley areas but these are long distance views available to higher floors in properties facing the proposed alignment and at acute viewing angles.	Disturbance to vegetation and loss of tree groups as visual buffer.	Introduction of embankment and cutting to the north, and viaduct as major linear element in rural landscape including the movement of trains to the east.	Low	Low	Compensatory planting to soften the engineered form of the proposed earthworks and screen the movement of trains.	‘Slight adverse’	‘Slight adverse to neutral impact’
30. Choi ping House	High – rise residential	150m	‘Low to medium sensitivity’ due to the intrusion caused by KCR tracks to Lo Wu and the level of commercial and residential development to the north. Views from the lower floors of the building are obscured and partially obscured by the existing mature tree planting lining Choi Yuen Road.	Construction activity associated with the noise enclosure and noise barriers.	Introduction of proposed noise enclosure as a major linear element in within the urban landscape.	Moderate	Moderate	Reinstatement of planting along trackside where lost and as additional landscape buffer. The design of noise enclosures and barriers to be responsive to the existing landscape and minimise impacts on the existing landscape character.	‘Moderate adverse impact’’	‘Moderate adverse impact’
31. 134 to 140 San Fung Road	Medium – rise commercial	100m	‘Low to medium sensitivity’ due to the intrusion caused by KCR tracks to Lo Wu and the level of commercial and residential development to the south. Views from an acute angle and partially obscured by the existing trees lining San Wan Road.	Construction activity associated with the noise enclosure and noise barriers.	Introduction of proposed noise enclosure as a major linear element in within the urban landscape.	Moderate	Low to Moderate	Reinstatement of planting along trackside where lost and as additional landscape buffer. The design of noise enclosures and barriers to be responsive to the existing landscape and minimise impacts on the existing landscape character.	‘Slight adverse to Moderate adverse impact’	‘Slight adverse to Moderate adverse impact’
32. High Rise Residential Development, Kwu Tung North SGA (north of the Spur Line)	High-rise residential	30m	‘Low to medium sensitivity’ due to the visual intrusion caused by the proposed high rise residential development associated with the SGA and the existing visual intrusion caused by the New Territories Circular Road (Fanling Highway).	Construction activity associated with the track alignment including the proposed earthworks both cutting and embankment.	Introduction of proposed rail track as a major linear element in within the urban landscape of the SGA.	Moderate	Low to Moderate	Establishment of woodland planting along the proposed cutting and embankment sides to screen the proposed track alignment in low level views and visually integrate this linear feature into the landscape of the SGA when viewed from more elevated positions.	‘Moderate adverse impact’.	‘Slight adverse impact’.
33. Low Rise Residential Development, Kwu Tung North SGA (north of the Spur Line)	Low and medium-rise residential	30m	‘Low to medium sensitivity’ due to the visual intrusion caused by the proposed high rise residential development associated with the SGA.	Construction activity associated with the track alignment including the proposed earthworks both cutting and embankment.	Introduction of proposed rail track as a major linear element in within the urban landscape of the SGA causing visual obstruction to views to the south.	Moderate	Low to Moderate	Establishment of woodland planting along the proposed cutting and embankment sides to screen the proposed track alignment in low level views and where possible integrate the proposed track alignment into the landscape framework of the SGA.	‘Moderate adverse impact’.	‘Slight adverse impact’
34. High Rise Residential Development, Kwu Tung North SGA (south of the Spur Line)	High-rise residential	30m	‘Low to medium sensitivity’ due to the visual intrusion caused by the proposed high rise residential development associated with the SGA.	Construction activity associated with the track alignment including the proposed earthworks both cutting and embankment.	Introduction of proposed rail track as a major linear element in within the urban landscape of the SGA.	Moderate	Low to Moderate	Establishment of woodland planting along the proposed cutting and embankment sides to screen the proposed track alignment in low level views and visually integrate this linear feature into the landscape of the SGA when viewed from more elevated positions.	‘Moderate adverse impact’.	‘Slight adverse impact’.
35. Low Rise Residential Development, Kwu Tung North SGA (south of the Spur Line)	Low-rise residential	30m	‘Low to medium sensitivity’ due to the visual intrusion caused by the proposed high rise residential development associated with the SGA.	Construction activity associated with the track alignment including the proposed earthworks both cutting and embankment.	Introduction of proposed rail track as a major linear element in within the urban landscape of the SGA causing visual obstruction to views to the south.	Moderate	Low to Moderate	Establishment of woodland planting along the proposed cutting and embankment sides to screen the proposed track alignment in low level views and where possible integrate the proposed track alignment into the landscape framework of the SGA.	‘Moderate adverse impact’.	‘Slight adverse impact’.
36. Residential and Commercial Development, Shenzhen Special Economic Zone.	Medium and High – rise residential and commercial	200m	‘Medium sensitivity’ due to the nature of the existing view characterised by the Shenzhen River in the foreground, the fishponds of Sam Po Shue and San Tin in the middle ground and the natural hill slopes of Ki Lun Shan in the background. The sensitivity of this view has been degraded to an extent by the presence of the New Territories Circular Road, the Lok Ma Chau Border Crossing and open storage areas.	Construction activity associated with the proposed Lok Ma Chau Terminus and the Pedestrian footbridge link crossing the Shenzhen River to the proposed Huanggang terminus north of the border. The proposed temporary jetty on the southern bank of the Shenzhen River with its unloading plant would also be a visually detracting element during this period.	Introduction of the proposed Lok Ma Chau Terminus and the pedestrian link across the Shenzhen River viewed against a backdrop of the existing fishponds of Sam Shue Po and San Tin, and the landscape of the Shenzhen River. The proposed pedestrian link to Huannggang Station would be situated in close proximity to the existing road bridge for the Lok Ma Chau Border Crossing and in the context of a large urban area, which would reduce the sensitivity of views to further change.	Moderate	Low to Moderate	Reinstatement of naturalistic planting adjacent to the periphery of the proposed station complex and the more formal landscape treatment of the complex site. The proposed pedestrian link to Huannggang Station would be mitigated to an extent through the design of its structure, which is visually permeable and would not form a significant visual obstruction.	‘Moderate adverse impact’	‘Slight adverse impact’.

Key: Landscape Sensitivity: Low, Medium or High

Magnitude of Change: No Change, Low, Moderate or High

Residual Impacts: Refer to matrix and table (section 5.4.10-11 above)

Con – Construction Phase

Oper–Operational Phase

The viewing distance is measured from the façade of the building or location which forms the Visually Sensitive Receiver to nearest visible part of the proposed scheme.

5.10 Programme for Landscape Works

5.10.1 The landscape works will closely follow the completion of the civil engineering contracts, as is shown in Table 5.8 below. The Design Year is for the purposes of this study taken as approximately 10 – 15 years after the scheme opening when the proposed soft landscape mitigation is deemed to have reached a level of maturity commensurate with the performance of the proposed mitigation objectives.

Table 5.8 Provisional Programme for Landscape Works

Section of the Proposed Scheme	Approximate Time Scale
	Completion of the General Civil Engineering Works	Implementation of Landscape Works	Design Year
Track from Sheung Shui Station to Lok Ma Chau Border Control Point	July 2004	July 2004 to July 2005	2020
Track from Lok Ma Chau Border Control Point up to and including the proposed Lok Ma Chau Station	July 2004	July 2004 to July 2005	2020

5.10.2 For the purposes of this report the above programme has been simplified to give an indication of the proposed design year for the soft landscape mitigation measures. At this stage the programme is preliminary and subject to finalisation during the detail design stages of the project. At the very latest the implementation of the landscape works should be undertaken in the planting season immediately following the sectional completion of the engineering works. Hydroseeding should however be undertaken by the main contractor immediately following the completion of the engineering works and slope formation. The landscape maintenance for soft works are expected to include:

· Regular maintenance, including irrigation, pruning, etc. for ornamental trees and shrubs. All ornamental areas would be accessible to maintenance vehicles;

· Informal maintenance for woodland planting. The proposed woodland planting would be designed to be low maintenance. However during the initial establishment period and the following period until the stand reaches maturity the wooded areas would require an active management and maintenance regime. This would include the selective thinning of the woodland to remove the nurse species and achieve the optimal distance between the trunks to allow the healthy growth of the individual trees. Beyond these considerations the woodland areas would require little maintenance inputs, an important considerations particularly where access is difficult for example in track side locations and on steep slopes. In these situations maintenance would be on an on-call basis only.

· Regular clearance of refuse and debris accumulation within the project limit.

5.11 Implementation, Management and Maintenance of the Landscape Works

5.11.1 The objective of the management and maintenance regime for the mitigation measures described above will be to ensure that the landscape fulfils its role in mitigating the predicted adverse landscape and visual impacts arising from the proposed scheme. Table 5.9 outlines the implementation, management and maintenance responsibilities for the landscape works and items associated with this project both during the construction and operational phases of the scheme.

Table 5.9 Implementation, Management and Maintenance of the Landscape Works

Landscape Item	Proposed Implementation	Management Department	Maintenance Department
All landscape works within KCRC Reserve	KCRC	KCRC	KCRC
Roadside planting (within 5m of a roadside)*	KCRC	LCSD	LCSD
Amenity Areas Noise Enclosures and Barriers	KCRC KCRC	LCSD KCRC	LCSD / ASD KCRC

*Note: The management / maintenance area of 5m falling within the responsibility of LCSD is measured from the kerbside.

5.11.2 This has been based on the WBTC 18/94, Management and Maintenance of Natural Vegetation and Landscape Works. The detail landscape design for the project will be submitted to the relevant Government Departments for their approval during the detail design stage of the Design and Construction phase of this project. This will also delineate the final boundaries for responsibility.

5.12 Summary

5.12.1 The landscape and visual impact assessment has identified the existing landscape and visual character of the site and study area. It varies from the open and low lying agricultural and fishpond areas at the western and eastern ends of the alignment to the more developed cottage areas and road corridor in the valley between the Tit Hang and Ki Lun Shan hills. This is reflected in the visual context with views at the ends being open and rural in character, and the views in the central section being more enclosed and screened.

5.12.2 The primary landscape impacts would result from the disturbance to vegetation, agricultural areas and fishponds, together with the introduction of a major infrastructure element into the landscape. Table 5.10 below summarises the predicted loss of landscape resources resulting from the Spur Line proposals and indicates the significance of these losses to the landscape character of the Study Area. It also provides figures for the compensatory planting measures designed to mitigate these impacts. These proposed mitigation measures have been designed to integrate the proposals into the existing landscape of fishponds, agricultural land, open storage and cottage areas, and the future landscape represented by the Kwu Tung North SGA. In order to achieve this landscape ‘fit’ into the future SGA landscape the planting of woodland was considered a more practicable mitigation solution than the reprovisioning of other landscape resources which would no longer be characteristic of the rail corridor.

Table 5.10: Summary of Impact on Existing Landscape Resources

Landscape Resource	Total Area of Landscape Resource in the Study Area (Ha)	Total Loss of Area (Ha)	% Loss within the Study Area (Ha)	Area of Proposed Landscape Mitigation (Ha)	Residual Impact
Fung Shui Woodland	17.81	0.01	0.0006	0	Slight adverse impact
Woodland (including secondary forest and plantation forest)	48.00	0.76	1.6	12.00	‘Moderate beneficial impact’
Orchard	10.91	2,46	22.5	0	Slight adverse to neutral impact
Agricultural Land (Dry)	13.02	0.41	3.1	0	Slight adverse to neutral impact
Agricultural Land (Wet)	28.31	0.85	0.2	0	Slight adverse to neutral impact
Agricultural Land (not currently cultivated)	38.27	0.61	4.3	0	Slight adverse to neutral impact
Fishpond Areas	85.78	10.16	11.8	75ha	Moderate to slight adverse impact
Marsh	5.17	0.01	0.2	0ha*	Slight adverse impact
Watercourses	8.05	0.01	0.1	0ha*	Slight adverse impact
Grass / Shrub Mosaic	54.27	0.07	0.1	0ha*	Slight adverse to neutral impact

*Note: The provision of mitigation measures for Marsh, Watercourses, and Grass / Shrub Mosaic forms part of the wetland compensation proposals and is therefore quantified under the ecological impact assessment section of the report.

5.12.3 Most of the impacts would not have a significant effect on the landscape resources found in the Study Area. Although a small area of the culturally important Fung Shui forest north of Lok Ma Chau Control Point would be lost, approximately 100 square metres, this would not have a significant impact on either the existing resource or the character of the area from a landscape perspective. The proposals would lead to the loss of some 1894 trees within the project limit and a further 119 would be transplanted. The proposed planting of some 12 hectares of woodland within the project limit for the Spur Line would compensate for any loss of woodland resulting from the scheme. This equates to approximately 4300 trees in the proposed mitigation planting areas.

5.12.4 The most significant of the losses would that of the existing fishponds, which form an increasing scarce landscape resource within the HKSAR. However the majority of these losses would occur on the Lok Ma Chau Station site where the proximity of the scheme to the existing Shezhen River channel and the Lok Ma Chau Control Point, and the proposed landscape mitigation measures would largely mitigate the schemes impact on the existing landscape character.

5.12.5 The landscape character of the study area would not be significantly affected by the Spur Line proposals, the predicted impacts are summarised in Table 5.11 below.

Table 5.11: Summary of Impact on Landscape Character

Landscape Character Area	Residual Impact
L1 North of Sheung Shui L3 North of Ki Lun Shan NUA 1 Tai Shek Mo and Tung Kong Shan NUA 2 Ki Lun Shan NUA 3 Lok Ma Chau V1 Sheung Shui V2 Tai Tau Leng V3 Tsung Pak Long V4 Ho Sheung Heung V5 Pun Uk Tsuen and Chau Tau C3 Chau Tau RC1 Fanling Highway F1 River Beas Plain / Long Valley	Neutral impact
L4 Chau Tau RC 2 Lok Ma Chau Border Crossing	Neutral to slight adverse impact
MUD 1 Sheung Shui MUD 2 Shenzhen Special Economic Zone C2 Tung Fong	Slight adverse impact
MUD 2 Kwu Tung North Strategic Growth Area	Slight to moderate adverse impact
C1 Ho Heung Sheung F2 Lok Ma Chau	Moderate adverse impact
L2 River Beas Plain / Long Valley area and Fung Kong F3 Sam So Shue	Significant adverse impact

5.12.6 The loss of approximately 2.5 hectares of the existing agricultural areas in Long Valley would not significantly affect the existing landscape character of this area despite the being defined by it’s low lying and intricate field system. The project limit for the wetland mitigation area would make use of the severed field network and so its impact on the perceived character of the remaining area of this landscape resource would be minimised.

5.12.7 The proposed viaducts would form a new large scale element in the landscape. The main thrust of the proposed mitigation proposals has been to design a visually light weight structure, which exhibits a graceful curving alignment. The absence of noise barriers on the proposed viaduct also serves to reduce its apparent visual mass. The alignment has where possible been selected to avoid high quality landscapes, however the proposed scheme would bisect the Long Valley area. The proposals in this location seek to change the existing landscape characteristics as little as possible. The proposed viaduct would allow views beneath the structure and so minimise the sense that this valley area has been truncated by the development. Screen planting has not been proposed for this area due to the effect this would have on the existing landscape character of the area and for the ecological mitigation which requires a clear flight path for wildfowl. Please refer to the ecology section of this report for an explanation of the principles behind these mitigation proposals. The western section of the proposed alignment traverses an area largely characterised by enclosed landscapes where the main impacts of the proposed scheme would be limited to its immediate vicinity.

5.12.8 The proposed noise enclosure and associated barriers at Sheung Shui Station would also form a significant element in the landscape although the enclosure would serve to reduce the landscape impacts arising from the existing railway track and its associated structures. In addition to this the enclosure would be constructed in an area characterised by large scale buildings such as the station complex, high rise residential development and large warehouse type commercial premises, and so the scale of the development would be in keeping with the existing landscape context. The detailed design of this enclosure would be carefully considered to minimise potential landscape impacts. The existing tree planting lining San Wan Road and Choi Yuen Road would also aid the structure's integration into the existing landscape framework. In general terms, the implementation of mitigation measures such as compensatory planting, re-instatement of fishpond areas and design of the viaduct and noise enclosure to where possible integrate with the local landscape character would result in residual impacts, which are ‘acceptable with mitigation’.

5.12.9 The landscape of the Kwu Tung North SGA proposals would not be significantly affected by the Spur Line alignment as the proposals are have been designed into the Recommended Outline Development Plan and so there would be no loss of land to any of the adjoining areas. Within the SGA the scheme is currently limited to two tracks on either viaduct, embankment or in cutting, the sides of which would be planted with a woodland mix of native tree species including evergreen species to visually screen and integrate them into the proposed landscape framework of the Kwu Tung North SGA. The predicted adverse impacts would be minimised through a combination of the proposed level of development associated with the SGA and the proposed landscape framework of , and the physical extent of the track proposals relative to the scale of the SGA development and the landscape mitigation measures proposed for the Spur Line. In essence the railway corridor for this scheme would form part of the urban fabric of the SGA. The residual landscape impacts on the landscape character of the proposed SGA would be ‘acceptable with mitigation’.

5.12.10 The landscape character of the area to the north of the Shenzhen River and its perceived landscape quality would not be significantly adversely affected by the proposed Lok Ma Chau Terminus or the proposed pedestrian link to Huanggang Station. This is largely due to the existing level of built development in this area and the proximity of the Lok Ma Chau border Crossing with its bridged vehicular crossing of the Shenzhen River. The residual landscape impacts on the landscape character of this area would be ‘acceptable with mitigation’.

5.12.11 The Spur Line proposals would result in a negligible level of impact on designated planning zones within the Study Area. Table 5.12 below summarises the predicted impacts on the existing and future landscape planning framework of the Study Area.

Table 5.12: Summary of Impact on Existing and

Future Landscape Planning Framework

Landscape Planning Designation	Residual Impact
1.Sheung Shui to Lok Ma Chau Spur Line	Significant beneficial impact
18. Undetermined (Between San Sham and Lok Ma Chau Roads) 22. Major Road (San Sham Road) 24. Outline Zoning Plan S/NE-KTN/3 – Kwu Tung South	Neutral impact
23. Drainage Reserve ( Parallel to San Sham Road)	Neutral to slight adverse impact
3. Government / Institution or Community (Area D8 north of the proposed Spur Line) 4. RS, D7Reidential site with a plot ratio of 6.5 5. PSPS / HOS D4 8. RS / PSPS / HOS B4 (Private Sector Participation Scheme / Home Ownership Scheme Site with a plot ratio of 6.5) 9. RS B3 (Residential site with a plot ratio of 5.0) 10. R(2) F3 (Residential site with a plot ratio of 5.0) 11. R(1) F2 (Residential site with a plot ratio of 6.5) 12. R (1) F1 (Residential site with a plot ratio of 6.5) 13. R(2) F4 (Residential site with a plot ratio of 5.0) 14. G/IC E4 (Government / Institution or Community Uses; Fire station) 15. OU Business Uses E3 (Other Specified Uses) 16. Green Belt (East of Tit Hang) 17. Green Belt (West of Tit Hang) 19. Government / Institution or Community (Lok Ma Chau Control Point) 20. Green Belt (North of Lok Ma Chau lookout point) 21. Conservation Area (San Sham Road to Ping Hang)	Slight adverse impact
6/7. District Open Space D3/B6 24. Conservation Area (Sam Po Shue)	Slight to moderate adverse impact
2. Agriculture (West of Sheung Shui and north of Yin Kong)	Moderate adverse impact

5.12.12 Most of the area effected would comprise agricultural land, although there would be losses to areas of Conservation Area, and smaller losses to areas designated as Industrial (Group D), Open storage and Open Space. The potential losses to areas designated as Conservation Areas would be mitigated through the use of the proposed ecological mitigation measures described in the ecological impact assessment section of this report. There would be approximately 10.08 hectares of the existing Green Belt at the western end of the proposed alignment and some limited indirect impacts on the Green Belt adjacent to Lok Ma Chau lookout point. Although these impacts are not insignificant in terms of the area affected, the landscape character of these areas has been degraded by existing landuses. The proposals would leave the largely pristine hill slopes intact and so it would not affect the landscape setting of the valley and the future SGA, or the viability of these areas as Green Belt.

5.12.13 The proposed Spur Line would not have a direct impact upon the proposed Kwu Tung North SGA, the proposed alignment is safeguarded within the proposals and its construction would facilitate some of the planning principles central to the SGA such as the promotion of a ‘rail based development’. The proposed 84 metre wide rail corridor would allow extensive additional landscape mitigation measures to be implemented for the proposed Spur Line, screening it in low level views from the proposed residential development to the north and south.

5.12.14 The main visual impacts would arise from the disturbance to the existing vegetation, the introduction of the viaduct in the low lying areas, in the introduction of the proposed noise enclosure and noise barriers adjacent to Sheung Shui station, and the new cut slopes and embankments. The mitigation measures proposed for the scheme have been outlined above. The predicted visual impacts are summarised in Table 5.13 below.

Table 5.13: Summary of Impact on Visually Sensitive Receivers

Visually Sensitive Receivers (VSR’s)	Residual Impact
6. Fanling Highway East 10. Tung Fong North 21. Fanling Highway West 29. Europa Gardens	Neutral to slight adverse impact
1. Choi Po Court 2. Sheung Shui Sewage Treatment Works 3. Former Sheung Shui THA 8. Fung Kong 15. Footpath – Lok Ma Chau East 16. Footpath – Ki Lun Shan East 17. Footpath – Lok Ma Chau Central 18. Chau Tau East 19. Chau Tau West 20. Footpath – Ki Lun Shan West 25. Lok Ma Chau 27. San Sham Road and Lok Ma Chau Border Crossing 28. KCR line to Lo Wu 32. High Rise Residential Development, Kwu Tung North SGA (north of the Spur Line) 33. Low Rise Residential Development, Kwu Tung North SGA (north of the Spur Line) 34. High Rise Residential Development, Kwu Tung North SGA (south of the Spur Line) 35. Low Rise Residential Development, Kwu Tung North SGA (south of the Spur Line) 36. Residential and Commercial Development, Shenzhen Special Economic Zone.	Slight adverse impact
31. 134 to 140 San Fung Road	Slight to moderate adverse impact
4. Tsung Pak Long 5. Yin Kong 7. Ho Sheung Heung 9. Tung Fong South 11. Shek Tsai Leng 12. Dill’s Corner Camp 13. Pak Shek Au East 14. Pak Shek Au West 22. Tung Chan Wai and San Lung Tsuen 26. Ha Wan Tsuen 30. Choi ping House	Moderate adverse impact
23. Pun Uk Tsuen 24. Footpath and Viewpoint – Lok Ma Chau	Moderate to significant adverse impact

5.12.15 The visual impacts associated with the proposed noise enclosure and barriers situated to the north of Sheung Shui station would not be significant as these structures would be located in an urban context characterised by large buildings many of which have a warehouse type design. The proposed colour and tonal treatment of these structures would also serve to minimise these predicted visual impacts.

5.12.16 Mitigation measures along the viaduct in the Long Valley would be limited due to the requirement of ecological wetland mitigation in this area, which requires that the area around the base of the viaduct be kept clear visual obstructions. As with the landscape character of the proposed Kwu Tung North SGA , the visual impacts arising from the proposed Spur Line would not cause a significant adverse visual impact to the future VSR’s of the SGA. This would be largely due to a combination of the proposed level of development associated with the SGA, its proposed landscape framework, the physical extent of the track proposals relative to the scale of the SGA development and the proposed landscape mitigation measures. In essence the railway corridor for this scheme would form part of the urban fabric of the SGA and the residual visual impacts landscape impacts would be ‘acceptable with mitigation’.

5.12.17 The visual impacts experienced by the VSR’s located to the north of the Shenzhen River would not be significantly adversely affected by the proposed Lok Ma Chau Terminus or the proposed pedestrian link to Huanggang Station. This is largely due to the viewing distances involved; the existing level of built development in this area and the proximity of the existing visually detracting elements such as the Lok Ma Chau border crossing with its bridged vehicular crossing of the Shenzhen River. The residual visual impacts on the visual amenity enjoyed by these VSR’s would be ‘acceptable with mitigation’.

5.12.18 At the western end there would be limited opportunity for screen planting, with exception of Chau Tau, as the fishponds would be reinstated below the viaduct in order to maintain the areas landscape character. The viaduct would be in general context of the infrastructure developments such as the existing Fanling Highway (NTCR) and the Lok Ma Chau Control Point with its associated access roads and proposed vehicle holding areas.

5.12.19 The proposed station complex at Lok Ma Chau would be viewed against the high-rise urban backdrop of Shenzhen and so the existing level of visual intrusion caused by this development would mitigate much of the resulting visual impact from the proposed scheme. The proposed mitigation tree and shrub planting around the station complex and the avoidance of finishes causing glare would also reduce the potential for visual impact. In general the implementation of the mitigation measures described above would reduce the visual impacts to an overall level of ‘acceptable with mitigation’.

5.12.20 Overall the proposed Lok Ma Chau Spur Line proposals would in terms of residual landscape and visual impact be ‘acceptable with mitigation’ that is to say ‘there would be some adverse effects, but these can be eliminated, reduced or offset to a large extent by specific measures’.