13. LANDSCAPE AND VISUAL IMPACT ASSESSMENT

13.1 Introduction

13.1.1 This chapter outlines the landscape and visual impacts associated with the Shenzhen Western Corridor (SWC) in accordance with the Environmental Impact Assessment Ordinance which became law in Hong Kong on 1st April 1998. Both construction and operation impacts are assessed. This assessment is based upon the current SWC alignment and design illustrated in Figures 13.1 - 13.8

13.1.2 The assessment includes:

· A listing of the relevant environmental legislation and guidelines;
· a description of the scope and contents of the study, including a description of the assessment methodology;
· a review of the relevant planning and development control framework;
· a baseline study providing a comprehensive and accurate description of the baseline landscape and visual character;
· recommendation of appropriate mitigation measures; and
· identification of the potential landscape and visual impacts and prediction of their magnitude and potential significance, before and after the mitigation measures.
Alignment Review and Selected Conceptual Design

13.1.3 The assessment of alignment and design options is more fully discussed in other sections of this report. Please see Section 4 for an overview of the alignment options and assessments. The Report on Alignment Review assessed alternative alignment options for the SWC including both tunnel and bridge options. The assessment clearly indicated that the bridge options were preferred over the tunnel options. The Report identified two bridge alignment options based on a landing point on the Shenzhen side at Dongjiaotou reclamation in Shekou and the Hong Kong landing point at Ngau Hom Shek. Both bridge options score similar marks in the comparison appraisal conducted in the Report. The first option comprises a straight alignment between Dongjiaotou and Ngau Hom Shek. The second option has similar landing points as the first option but has a gentle S-shaped horizontal alignment. The S-curve is introduced to improve the angles between the bridge alignment and the navigation channels so as to reduce ship impacts. At the same time, this would offer interesting views to drivers and passengers travelling along the bridge.

13.1.4 Comparison of the straight and curved alignments were presented to the Engineering Working Group during the 2nd Engineering Working Group meeting held on 26 October 2001 and the curved alignment was endorsed by the Engineering Working Group at the meeting, subject to fine-tuning of the alignment in the course of the design. The concept of the curved alignment was also presented to the Mainland authorities at a meeting held on 15 October 2001 and the alignment was accepted by Mainland.

13.1.5 The "Working Paper on Structural Forms and Construction Options over the Navigation Channel and other Sections" assessed various possible structural forms and construction methods for the bridge option of SWC. Possible options were identified, evaluated and compared on the basis of key parameters such as aesthetics, time, cost, maintenance etc. The initial findings of the Working Paper were presented in a meeting held on 15 October 2001 with the Mainland Authorities and their designer. The preferred structural forms from the Mainland Authorities was also presented. Subsequent to the presentation and discussion of the different proposals, three options for the typical spans and four options for the main span was selected for further elaboration and these were presented in the Final Report on Conceptual Design.

13.1.6 The alternative bridge schemes were presented to a Joint Assessment Panel comprising Mainland representatives and the members of ACABAS in 3 December 2001. The panel subsequently decided that typical span Option 1a - 75m Span Box Girder with Double Reverse Curve Streamline Soffit and navigational span Option 1 - Cable-stayed Bridge with Inclined Tower identified in the Draft Report on Conceptual Design should be adopted for implementation for the typical spans and navigation channel spans respectively.

13.1.7 The landscape and visual impact assessment presented in this report will be based on the endorsed S-curve alignment and the selected bridge scheme.

13.2 Environmental Legislation and Guidelines

13.2.1 The following legislation, standards and guidelines are applicable to the evaluation of landscape and visual impacts associated with the construction and operation of the SWC:

· Environmental Impact Assessment Ordinance (Cap.499.S.16) and the Technical Memorandum on EIA Process (EIAO TM), particularly Annexes 10 and 18;
· Approved Ha Tsuen Outline Zoning Plan No. S/YL-HT/4.(28 March 2000)
· Hong Kong Planning Standards and Guidelines;
· WBTC No. 17/2000 on Improvement to the Appearance of Slopes
· WBTC No. 7/2002 Tree Planting in Public Works
· WBTC No. 25/93 - Control of Visual Impact of Slopes;
· WBTC No. 14/2002 - Management and Maintenance of both Natural Vegetation and Landscape Works, and Tree Preservation.
· WBTC No. 19/98: The Advisory Committee on the Appearance of Bridges and Associated Structures (ACABAS);
· HyDTC No. 10/2001: Visibility of Directional Signs.
· GEO (1999) - Use of Vegetation as Surface Protection on Slopes;
· GEO (1/2000) - Technical Guidelines on Landscape Treatment and Bio-Engineering for Man-Made Slopes and Retaining Walls
· Preliminary Project Feasibility Study (PPFS) Report for Deep Bay Link - Transport Department (May 1999);
· Feasibility Study for additional Cross Border Links, Stage 2. Deep Bay Link Preliminary Environmental Review
· Feasibility Study for Additional Cross Border Links
· Stage 2 Deep Bay Link Preliminary Environmental Review
· The EIA Study Brief (No. ESB-081/2001) issued under the EIAO on 5.9.01.
· EIAO Guidance Note No.8/2002 - Preparation of Landscape and Visual Impact Assessment under EIAO.

13.2.2 In addition, reference has been made to

· Agreement No. CE 109/98: Deep Bay Link - Investigation & Preliminary Design.

13.3 Scope and Content of the Study

Shenzhen Western Corridor - Scope

13.3.1 The nature and extent of the Shenzhen Western Corridor (SWC) is described below. The current design is illustrated in Figures 13.1 - 13.8.

13.3.2 The SWC is a dual - 3 lane carriageway, in the form of an elevated structure with hard shoulders, linking the proposed Deep Bay Link (DBL) to the section of SWC within the boundary of the Mainland. The Hong Kong Section of SWC is a designated project under the Environmental Impact Assessment Ordinance (EIAO). An environmental permit is required before construction and operation of the project.

13.3.3 The study area envelope for the proposed alignment covers a corridor in Deep Bay and a strip of land along the north-western coast of New Territory of HKSAR. Both elevated structure and tunnel option had been considered in earlier studies and the selected structural form of the highway is assumed to be an elevated structure.

13.3.4 The section of the highway with the HKSAR waters is about 3.2 km in length (refer Figure 2.1 under Chapter 2) and will be connected to the portion of about 2 km in length to be provided by the Shenzhen authority. The proposed landing location of the bridge in Shenzhen will be located at Dongjiaotou. The selected landing point of the SWC, thereby linking with the DBL, is at Ngau Hom Shek. The proposed highway will be connected to Deep Bay Link on the Hong Kong side. All the permanent works for this project will mostly be located offshore with certain activities to be carried out on land in the works areas and along the access roads.

13.3.5 Temporary works areas are required at Ngau Hom Shek just to the west of the alignment and is indicated on Figure 2.6 under Chapter 2. A haulage road linking the temporary works areas is required and it is proposed to modify Fung Kong Tsuen Road (refer Figure 6.6 under Chapter 6) for this purpose. Additionally, a barging point is required and it is proposed to utilise an existing barge point at Lung Kwu Sheung Tan (refer Figure 6.3 under Chapter 6).

Limits of the Study Area

13.3.6 The limit of the landscape impact study is 500m on either side of the limit of the SWC and the tentative demarcation boundary with Deep Bay Link Road. This is illustrated in Fig 13.10. The limits of the visual impact studies are the zones of visual influence (ZVIs) of the Deep Bay Link Road during the construction and operation phases. This is illustrated in Figure 13.11. It should be noted that the demarcation line between the SWC and DBL is now located at the coastal edge. Most of the landscape impacts included in this report are associated more with the DBL than the SWC. They are included within this report because of the study area requirement extending to 500m beyond the bridge alignment (source of impact).

13.3.7 The sources of impacts, though technically caused by the DBL, are assessed and mitigation measures proposed under the SWC. Mitigation measures will be implemented under the SWC construction contract.

13.4 Assessment Methodology

13.4.1 Landscape and visual impacts have been assessed separately for the construction, operational (opening day) and residual (Year 10) stages. The assessments take into account existing/planned/approved land uses as baseline conditions, and assess all direct and indirect impacts on existing/planned/approved land uses, and on future outlook of the area. Potential impacts are identified in terms of being beneficial/adverse, direct/indirect, short term/long term, and reversible/irreversible.

13.4.2 Impacts are determined in terms of significance thresholds, which are the product of the magnitude of change to baseline conditions due to the proposed Works and the sensitivity of resource/character/receivers. In general terms, magnitude of change relates to parameters of the proposed Works in the context of baseline conditions, and sensitivity refers to properties of resource/character/receivers:

13.4.3 Where appropriate the cumulative impacts of other development proposals is considered.

Landscape Impacts

13.4.4 The assessment of landscape impacts involves the following procedures:   

¨       Assessment of the degree of sensitivity to change of the landscape resources/character.  This is influenced by a number of factors including

u    quality and maturity of landscape characters/resources,

u   rarity of landscape elements: whether is considered to be of local, regional, national or global importance

u   ability of the landscape resource/character to accommodate change,

u    whether there are any statutory or regulatory limitations/ requirements relating to the resource 

¨       Identification of potential sources of landscape impacts. These are the various elements of the construction works and operational procedures that would generate landscape impacts. 

¨       Identification of the magnitude of landscape impacts.  The magnitude of the impact depends on a number of factors including: 

u   scale of development, and the physical extent of the impact,

u   compatibility of the project with the surrounding landscape,

u   duration of impacts i.e. whether it is temporary (short, medium or long term), under construction and operation phases,

u    potentially reversible, or permanent and irreversible 

¨       Identification of potential landscape mitigation measures.  These may take the form of adopting alternative designs or revisions to the basic engineering and architectural design to prevent and/or minimise adverse impacts; remedial measures such as colour and textural treatment of building features; and compensatory measures such as the implementation of landscape design measures (e.g. tree planting, creation of new open space etc) to compensate for unavoidable adverse impacts and to attempt to generate potentially beneficial long term impacts. 

¨        Prediction of the significance of landscape impacts before and after the implementation of the mitigation measures.  This achieved by synthesis of the above information leading to an evaluation of the degree of significance of the landscape impacts into thresholds of substantial, moderate, slight, or negligible. Impacts are classified depending on whether the impacts are adverse/beneficial, and irreversible/reversible.  By synthesising the magnitude of the various impacts and the sensitivity of the various landscape resources it is possible to identify a series of thresholds to be used as a basis for the categorisation of the degree of significance of the impacts in a logical, well reasoned and consistent fashion. 

13.4.5 The rationale for dividing the degree of significance into four thresholds, namely substantial, moderate, slight and negligible depending on the combination of large-intermediate-small-negligible magnitude of change, and high-medium-low degree of sensitivity is presented in Table 13.1.

13.4.6 The inclusion of a 'negligible' magnitude of impact is necessary because a negligible impact is different from a 'small' magnitude of impact. A 'small' magnitude impact will cause a varying degree of resultant impact significance depending on whether the landscape resource's sensitivity is low, medium or high. However, a negligible magnitude of impact will always result in negligible significance, irrespective of the sensitivity of the resource.

Table 13.1 Relationship between Receptor Sensitivity and Impact Magnitude in Defining Significance

Visual Impacts

13.4.7 The assessment of visual impacts involves the following procedures.

¨       Identification of the ZVI’s during the construction and operational Stages of the improvement works.  This is achieved by site visit and desk-top study of topographic maps and photographs, and preparation of cross-sections to determine visibility of the improvement works from various locations. 

¨      Identification of the Visually Sensitive Receivers (VSR's) within the ZVI’s at construction and operational Stages.  These are the people who would reside within, work within, play within, or travel through, the ZVI’s. 

¨       Assessment of the degree of sensitivity to change of the VSR’s. Factors affecting the sensitivity of receivers for evaluation of visual impacts:

u                      value and quality of existing views,

u                      availability and amenity alternative views,

u                      type and estimated number of receiver population,

u                      duration or frequency of view, and

u                      degree of visibility.

Those who view the impact from their homes are considered to be highly sensitive as the attractiveness or otherwise of the outlook from their home will have a substantial effect on their perception of the quality and acceptability of their home environment and their general quality of life. Those who view the impact from their workplace are considered to be only moderately sensitive as the attractiveness or otherwise of the outlook will have a less important, although still material, effect on their perception of their quality of life. The degree to which this applies depends on whether the workplace is industrial, retail or commercial. Those who view the impact whilst taking part in an outdoor leisure activity may display varying sensitivity depending on the type of leisure activity. Those who view the impact whilst travelling on a public thoroughfare will also display varying sensitivity depending on the speed of travel and whether the view is continuous or occasionally glimpsed.

¨       Identification of potential sources of visual impacts. These are the various elements of the construction works and operational procedures that would generate visual impacts.  

¨       Assessment of potential magnitude of visual impacts. This depends on a number of factors including 

u                      scale of development;

u                      compatibility of the project with the visual context;

u                      duration of impacts under construction and operation phases;

u                      reversibility of change;

u                      distance of the source of impact from the viewer; and

u                      potential obstruction of view. 

¨       Identification of potential visual mitigation measures. These may take the form of revisions/refinements to the engineering and architectural design to minimise potential impacts, and/or the implementation of landscape design measures (e.g. screen tree planting, colour design of hard landscape features etc) to alleviate adverse visual impacts and generate potentially beneficial long term visual impacts. 

¨       Prediction of the significance of visual impacts before and after the implementation of the mitigation measures.  This achieved by synthesis of the above information leading to an evaluation of the degree of significance of the visual impacts into thresholds of substantial, moderate, slight, or negligible. Impacts are classified depending on whether the impacts are adverse/beneficial, and irreversible/reversible. By synthesising the magnitude of the various visual impacts and the sensitivity of the various VSR’s it is possible to identify a series of thresholds to be used as a basis for the categorisation of the degree of significance of the impacts in a logical, well reasoned and consistent fashion. 

13.4.8 The rationale for dividing the degree of significance into four thresholds, namely substantial, moderate, slight and negligible depending on the combination of large-intermediate-small-negligible magnitude of change, and high-medium-low degree of sensitivity of the VSR's is presented in Table 13.1. The inclusion of a 'negligible' magnitude of impact is necessary because a negligible impact is different from a 'small' magnitude of impact. A 'small' magnitude impact will cause a varying degree of resultant impact significance, depending on whether the receptor's sensitivity is low, medium or high. However, a negligible magnitude of impact will always result in negligible impact significance, irrespective of the sensitivity of the VSR.

13.4.9 In addition, the following have been considered in the preparation of this assessment:

· All mitigation proposals in this report are practical and achievable within the known parameters of funding, implementation, management and maintenance. The suggested agents for the implementation (and subsequent management and maintenance, if applicable) are indicated in Tables 13.5 and 13.6. All works shall be implemented, managed and maintained by Highways Department unless otherwise stated in WBTC No. 14/2002.
· The DBL is a committed development.

13.4.10 Photomontages and computer generated 3D images are provided to further explain the impacts and the mitigation measures proposed. These are provided in Figures 13.19 to 13.29.

DBL Study Interface

13.4.11 The study area for this project has changed from that indicated in the Final Working paper on LVIA. The interface with the DBL is now located along the coastline (i.e. MHW). Previously, it was located 300m inland from the coastline. It is necessary to consider the impacts assessed in both projects on a collective or cumulative basis. It is envisaged that as both studies proceed further detailed references will be incorporated within each respective report.

13.5 Planning and Development Control Framework

13.5.1 A review has been undertaken of the current planning goals and objectives, statutory land-use and landscape planning designations for the Study Area.

Study Area

13.5.2 The terrestrial study area is covered by the Approved Ha Tsuen Outline Zoning Plan No. S/YL-HT/4. (28 March 2000). The area is zoned currently for Agricultural (AGR), Green Belt (GB) and Coastal Protection (CPA). The water area is recognised as of significant marine conservation: an area of high landscape value suitable for conservation under the Territory Development Strategy Review.

Existing Use and Potential Impacts

13.5.3 The existing use of the study area is Green Belt, small village areas and agricultural uses. The strip along the coast containing mangroves and mudflats is protected under the Coastal Protection Area. The imposition of the SWC will have significant impacts on the planning intention and existing uses of the area. The SWC will result in a major built structure traversing the coastal area, and reducing the natural quality that is currently enjoyed. Impacts through the other areas will be less given the degree of modification that has already occurred. The impact will still be moderate through these areas.

Existing Character of Adjacent Areas

13.5.4 To the north and east of the study area, the existing character is characterised by low coastal foothills covered in a mix of grasslands and small pockets of woodlands. Land uses include container storage yards, small coastal villages and the high-rise residential area of Tin Shui Wai. The quality and character of this area varies as a direct result of land use practices. This is particularly notable with the container storage yards lowering the overall visual quality of the landscape.

13.5.5 Greenbelt and foothills consist of grassland, shrub and woodland areas. These areas have been heavily disturbed and are interspersed with grave sites. As such they are subject to frequent burning

13.5.6 To the south, the area is characterised by small villages located on a narrow coastal strip between Deep Bay and the Castle Peak Range. Vegetation varies from woodland to open grassland-shrub mosaic. The natural quality of this area is high with natural landscape features tending to be visually dominant over human developments. The strip on the coastal side of Deep Bay Road is zoned Coastal Protection Area (CPA).

13.5.7 The development of the Shenzhen Western Corridor is likely to affect the existing and adjacent natural setting and alter the landscape character area due to its scale and elevation.

Planned and Committed Development

13.5.8 With the exception of Deep Bay Link, there are no committed developments within the vicinity of the project area.

Landscape Planning Destination

Inshore Water Protection Area (Coastal Protection Area)

13.5.9 The Deep Bay Coastal area has been identified as a potential inshore water protection / recreation area due to its valuable natural coastal features and other ecological features such as mangroves. The SWC will traverse through this Planning Designation.

Outline Zoning Plans

13.5.10 The current statutory designations for the Study Area are shown on the following Outline Zoning Plans:
· Approved Ha Tsuen Outline Zoning Plan No. S/YL-HT/4. (28 March 2000)
13.5.11 Under the current OZP the proposed SWC alignment study area passes or affects land designated for the following uses: 'Coastal Protection Area (CPA)' and 'Agriculture (AGR) and 'Green Belt (GB)'. Upon the authorisation of the SWC by the Chief Executive in Council under the Roads (Works, Use and Compensation) Ordinance, the SWC shall be deemed to be approved under the Town Planning Ordinance, and the alignment will be shown on the OZP for public information in the next gazettal of the plan.

13.5.12 The planning intentions of this designated OZP are described below in terms of landscape and visual impact assessment of the proposed SWC. Only the planning intentions of relevant designated areas discussed.

Ha Tsuen Outline Zoning Plan

13.5.13 'Green Belt' (GB): the planning intention of this zone is to define urban and sub-urban limits, contain urban sprawl and to act as a buffer area between developments and more sensitive areas. The Green Belt zones in this area include the ranges of vegetated knolls and hills and permitted burial grounds to the east and south east of Ngau Hom Shek and Ngau Hom Sha respectively. Since much of the area is designated permitted burial grounds, these areas are not frequently used as recreation resources. The SWC dissects the Green Belt Area located to the south of Ngau Hom Shek. It follows a narrow, steep sided valley which runs north south linking the north of Ha Tsuen with Ngau Hom Shek.

13.5.14 'Agriculture' (AGR): the planning intention of this zone is to retain and safeguard good agricultural land for agricultural purposes. The agricultural in Ngau Hom Shek is categorised 'good quality' and is under active cultivation. The SWC traverses this zone in the form of an elevated road linking with the northern approach road section of DBL.

13.5.15 'Coastal Protection Area' (CPA): the planning intention of this zone is to preserve the natural coastline with a minimum of built development so as to retain their attractive coastal features. The SWC traverses this zone at Ngau Hom Shek to join with the DBL elevated road.

13.5.16 Amendment to the Ha Tsuen Outline Zoning Plan to indicate the SWC and Deep Bay Link alignments will be incorporated in the next gazettal of the OZP for public information.

Summary

13.5.17 The alignment will cross a Inshore Water Protection Area, a Coastal Protection Area, Agricultural Land and Green Belt. All of these zones are designed to safeguard the landscape either from the loss of agricultural land or from the development of built structures. The intention is to retain the area's natural qualities. While the SWC is elevated reducing its overall physical 'footprint' on the land, its scale and nature are not complementary to the intentions of the underlying zones.

13.6 Baseline Study

Generally

13.6.1 The baseline landscape characteristics and landscape resources are mapped in Figure 13.10. Photomontages are included in Figures 13.19 to 13.26.

Landform

13.6.2 The topography of the study area consists of a narrow coastal plain bounded by the Yuen Tau Shan foothills to the south and Deep Bay to the north. The topography creates an area of great scenic value particularly when viewed in relation to the narrow coastal plain and the sea.

Wetland

13.6.3 The natural valley to the south of Ngau Hom Shek contains natural wetland. This area will be impacted under the DBL but is included within the study area of SWC.

Vegetation

13.6.4 The vegetation of the subject site consists of the following:

· Grassland associated with Green Belts of Yuen Tau Shan and Tsing Shan.
· Agricultural vegetation located in small pockets within the study area. These are associated with the village of Ngau Hom Shek. Many of these agricultural fields are now abandoned.
· Vegetation (tree stands and shrubs) associated with Deep Bay Road corridor.
· Tree groves and individual trees associated with villages.
· Freshwater marshes at Ngau Hom Shek and the adjacent valley.
· Mangroves located at the coastline at Ngau Hom Shek.

The Sea

13.6.5 Deep Bay provides positive views to adjacent receivers. From the Hong Kong coastline, valuable views are offered across to Shenzhen.
Human and Cultural Landscape Resources
Buildings and Settlements

13.6.6 Primarily the existing development within the study area consists of several villages and village type developments at Ngau Hom Shek. Some buildings associated with agricultural plots also exist.
Major Infrastructure

13.6.7 Major infrastructure is limited to the Deep Bay Road which is a narrow carriageway running parallel to the coastline.

Landscape Resources

13.6.8 Several landscape resources have been identified within the study area. These are described below and indicated on Figure 13.10.

LR1 Grassland/Eroded Slopes associated with the Greenbelt

13.6.9 The Greenbelt within the study area consists primarily of grassland and eroded slopes. Much of the grassland is interspersed with graves and their associated access trails. As a consequence to this, the grassland here tends to be poor in quality. There is also evidence of significant bushfire damage. As a consequence erosion of the slopes has occurred. These factors, combined with the fact that the lower slopes are used for illegal dumping of rubbish results in a landscape of poor quality.

LR2 Agricultural Area

13.6.10 The areas identified as agriculture include orchards, vegetable and paddy fields. These provide an attractive, rural character to the area and are located around Ngau Hom Shek.

LR3 Village Type Development - Ngau Hom Shek Village

13.6.11 Village type development consists of small rustic dwellings and workshops. The character of the village areas is represented by a mixed land use of small-scale dwellings, minor storage areas, small-scale agriculture and other individual dwellings.

LR4 Mangroves

13.6.12 Areas of Mangrove are located on the coastline at Ngau Hom Shek. In addition to their ecological value, these provide an important visual definition to this narrow coastal plain. They also provide a landscape/visual buffer between village development and Hau Hoi Wan.

LR5 Mudflats and Oyster Beds

13.6.13 Mudflats are an inherent part of the coastal landscape in this area. The shallow water of Deep Bay results in an extensive tidal variation. The mudflats, whilst being a valuable ecological resource, provide a unique visual and landscape component within the study area.

LR6 Ponds

13.6.14 Several fish ponds are located within the study area. These are generally abandoned or under-utilised. The proposed road will not interfere with these ponds. However, they may be impacted upon due to construction works and stream diversion up channel.

LR7 Wetlands / Marshes

13.6.15 Two areas of marshes occur in the study area. One is located to the east and is associated with the Ngau Hom Shek East Stream and the other area is located in the narrow valley located adjacent to Ngau Hom Shek where the SWC joins the DBL. Both are formed by abandoned fish ponds and, therefore, semi-natural.

LR8 Stream Channels

13.6.16 Two streams are located within the study area. Both streams (total length 2km) are more or less modified or entirely man-made downstream of Deep Bay Road. The ecological value has been assessed as low and the landscape value is considered low to moderate.

Landscape Character Zones

13.6.17 The study area consists of four distinct landscape character zones (LC). These are
LC1: Agricultural Coastal Lowland
LC2: Greenbelt Foothills
LC3: Village Coastal Lowland
LC4: Sea Edge

LC1: Agricultural Coastal Lowland

13.6.18 This landscape character zone comprises low-lying land which is used for agricultural purposes, ponds and wetland marsh area. The character of this zone is generally open with few built structures or roads. Trees of any substance are largely limited to around the edges of this Character Area or along watercourses.

LC2: Greenbelt Foothills

13.6.19 The Greenbelt Foothills are characterised by eroded slopes primarily vegetated by grassland species. The natural quality of this character area is mixed with few built structures with the exception of a number of graves and associated trails. This tends to have a detrimental effect on the quality of the grasslands.

13.6.20 However, the zone provides important containment for the coastal strip, providing isolation from nearby urban areas and therefore has a high landscape value.

LC3: Village Coastal Lowland

13.6.21 The Village Coastal Lowland forms a modified strip along the coast containing small rustic dwellings and workshops. The character of the buildings is generally small scale, nestled into the landscape rather than competing or contrasting. The buildings however are of poor quality with many being used for storage.

LC4: Sea Edge

13.6.22 The Sea edge consists of mud flats and mangroves, providing an important transition between the land and Deep Bay. The character is open with expansive views available across Deep Bay. The natural character of this zone is generally high with the exception where rubbish has been dumped.

Baseline Visual Conditions

13.6.22 The isolated character of Ngau Hom Shek and the Deep Bay Coastline, combined with Castle Peak Range and the low-lying agricultural areas, reduce the potential visibility of the SWC and the number of VSRs. However, the elevated nature of the road will increase its visibility, notably for the residents of Tin Shui Wai in the north and the villages along the coastline. To the southeast the visual envelope will be contained by the ridgelines emanating from Castle Peak, and of indefinable length stretching out in the coastal waters to the north and south.

13.6.23 Generally throughout the low-lying coastal areas, visibility is limited by vegetation. By retaining this vegetation, screening of the SWC will be possible due to the area's low-lying nature. With elevation, due either to topography or structures, the visibility of the proposal will increase proportionately.

13.7 Landscape Sensitivity to Change

13.7.1 The landscape resources and landscape character zones that will be affected during the construction phase and operation phase, together with their sensitivity to change, are listed in Table 13.2. For ease of reference and co-ordination between text and tables each landscape resource is given an identity number.

Table 13.2 List of the Landscape Resources and Character Areas

Zone of Visual Influence (ZVI)

13.7.2 The ZVI does not vary between the construction and operational phases. The ZVI for both phases is illustrated in Figure 13.11. Since the source of visual impact is a 5km bridge structure (3.2km within Hong Kong SAR's boundary) located over the waters of Deep Bay, the ZVI is quite extensive. A primary and secondary visual envelope has been defined. The primary visual envelope has been limited to a visual range of 7km whilst the secondary visual envelope is the area beyond 7km.

13.7.3 Given this, the primary ZVI can generally be defined by the following:
· in the north by the Hong Kong SAR boundary;
· in the south by the ridgeline of Tsing Shan (Castle Peak Mountain). Much of this perimeter area is within the Firing Range Boundary which will not be considered as a VSR;
· in the east Tin Shui Wai, Sha Kiu Tsuen and the closed boundary area adjacent to Mai Po Nature Reserve; and
· in the east by the Mai Po Nature Reserve Area.

Key Views and Visually Sensitive Receivers (VSRs)

13.7.4 Table 13.3 lists the key VSRs found within the ZVI's for the construction phase and operational phase. For ease of reference, each VSR is given an identity number, which is used in the table and also in Figure 13.11. The number of receivers, type and duration of view and approximate distance to site is also provided. Data on key views is provided in Table 13.4.

Interface with Deep Bay Link Road

13.7.5 For the purposes of this study, the SWC/DBL interface is located at the mean high tide water mark on the coastal edge. The study area for the SWC extends 500 metres as required by the EIAO Technical Memorandum. The landscape study area of SWC is also included in the DBL LVIA assessment for consistency purposes.

Table 13.3 Identity and Characteristics of the Key Visual Receivers (VSRs) during Construction & Operation Phases 

* As the Bay is very shallow, marine craft are limited to the Southern Navigation Channel (HKSAR) and the Northern Navigation Channel. Since it is adjacent to the HKSAR / Shenzhen border, traffic is restricted. Only cargo and other commercial vessels are expected to be impacted upon.

  Table 13.4          Characteristics of Key Views (refer to Figures 13.19 - 13.26)

13.8 Construction Stage Impact Assessment

Potential Sources of Impacts

13.8.1 Given the current information available on the design of the bridge, certain assumptions must be made regarding the possible potential sources of impacts. These will vary depending on the final design. Refer to Figures 13.1 -13.8. The SWC is proposed to link Ngau Hom Shek from the Hong Kong Dongjiaotou in the Shenzhen side. The total length of the bridge is about 5.2km in which 3.2km is within the Hong Kong boundary (see Figure 13.1). The proposed SWC will involve the construction of:
· Typical Spans - The typical span arrangement includes two separate decks running in parallel with a 6 metre gap. Each deck consists of 3 lanes carriageway, hard shoulder and marginal strip. The total width of the deck is 16.55 metres and the depth is approximately 4 metres. Supporting columns are typically 6 metres by 2.5 metres in elliptical shape while the columns with movement joints are 6 metres by 4.5 metres. The columns are at generally 75 metre spacing with pile caps submerged in the seabed.
· Main Spans - Two cable-stayed bridge sections located at the Southern and Northern Navigation channels. These cable-stayed bridge sections are similar in design with a single supported tower of height approximately 159 metres and 125 metres above sea level for the Southern and Northern Navigation Channels respectively. There are approximately 21 and 17 numbers of stay cables for the Southern and Northern Navigation Channels. The navigable spans for the Southern and Northern Navigation Channels are 210m and 180m respectively. The pile caps for the main spans are designed above sea water level with dolphin ship protection.
· Night Lighting in the form of street light poles and fittings will be located along the outer edge of each deck. These shall be approximately 12 metres high at 15-metre spacing. Associated flood lighting will be located at the two cable sections.
· A temporary access bridge will be built alongside the SWC alignment for the construction of the SWC foundation works. The temporary bridge will be built in two sections, one section will start from Ngau Hom Shek and the other section will start from the seaside (see Figure 2.10 ). The total length of the temporary access bridge is about 1.85km, with 8m wide steel deck supported small diameter pipe-piles.
· The upgrading of WSD Header Tank and associated upgrading of DN300 main for fire main along FKTR

13.8.2 The proposed development would create varying levels of impact on the physical landscape and on the visual amenity of the surrounding areas during the construction stage. Potential impacts would result from the following:

· site clearance works involving the removal of existing vegetation;
· construction of site access including access from Deep Bay Road;
· the use and modification of Fung Kong Tsuen Road as a haulage road;
· the extension of an existing barge point at Lung Kwu Sheung Tan;
· possible concrete batching plant and concrete pre-casting yard at the barge point;
· excavation works for columns and piers;
· haulage off-site of excavated materials;
· storage of existing topsoil for reinstatement works;
· materials stockpiling;
· temporary bridge platform used to locate and join bridge segments together between piers;
· importation and storage of construction equipment and plant;
· temporary use of construction vessels (barges), plant (gantry cranes) and equipment within Deep Bay;
· the temporary, part completion of structures including piers, decks, towers, etc;
· the laying down of utilities, including water, drainage and power (permanent and temporary);
· construction of temporary parking areas, on site accommodation and working areas; and
· night lighting.
· WSD Header Tank and associated upgrading of the fire main DN300 along Fung Kong Tsuen Road.

Nature and Magnitude of Landscape Impacts in Construction Phase (refer to Figure 13.14a)

13.8.3 Some impacts are expected on the form of the topography and grassland on the ridge east of the interface with the DBL alignment. In this area, the road will be cut into a ridge adjacent Ngau Hom Shek. Approximately 10,000 square metres of grassland and associated eroded slopes(LR1) will be directly affected via cutting operations. This impact is a result of the DBL road. The sensitivity of this resource is high with a small magnitude of change.

13.8.4 There will be four pairs of piers located within the land area at Ngau Hom Shek. Construction access, piling, storage of materials and other associated construction works will be undertaken along the length of the road and adjacent areas. Approximately 2,000 square metres of Agricultural Area (LR2) will be affected; approximately 500 square metres of Village Type Development - Ngau Hom Shek Village(LR3) affected. These resources have a medium sensitivity and will experience a large magnitude of change. This impact is expected to be permanent and irreversible. The unmitigated magnitude of the impacts on the area is considered moderate. There is not expected to be any direct affect on the high sensitivity ponds (LR6) within the study area as they have a negligible magnitude of change,

13.8.5 There is expected to be some minor impact upon the Mangroves (LR4) located on the coastline of Ngau Hom Shek. The impact is expected to be negligible and temporary. An area of approximately 2,500 square metres could be affected. The sensitivity of this resource is high with an intermediate magnitude of change. The unmitigated magnitude of the impacts on the mangroves is considered moderate to substantial.

13.8.6 Within the DBL alignment, permanent and irreversible impact to the Wetlands/Marshes (LR7) area in the valley south of Ngau Hom Shek is expected. Most of the marsh will be permanently lost. The unmitigated impact is considered substantial. These impacts are associated more with the DBL. Marsh associated with the Ngau Hom Shek east stream is also expected to be affected. Permanent loss of 1,000 square metres is expected. The sensitivity of this resource is high with a large magnitude of change. However, the marsh can be re-created and a wetland compensatory scheme is included within the DBL project.

13.8.7 Approximately 7,500 square metres of Mudflats and Oyster Beds (LR5) is expected to be affected due to the construction of bridge piers in the inter-tidal zone. The sensitivity of this resource is high with an intermediate magnitude of change Unmitigated impact is expected to be moderate to substantial.

13.8.8 Approximately 1km of stream channels (LR8) is expected to be affected to some extent. The Ngau Hom Shek east stream will be heavily disturbed but there is potential to restore it. The sensitivity of this resource is medium with a large magnitude of change This will be undertaken via the wetland compensation scheme under the DBL project. Unmitigated impact is expected to be moderate to substantial.

13.8.9 Vegetation at the edges to the Agricultural and Green Belt areas will be affected. The vegetation within the alignment is generally of poor quality. The assessment of the area identified 96 trees will be affected by the works of which 17 will be retained. Approximately 45 will be transplanted in the area as part of the tree compensation plan. The unmitigated magnitude of the impacts on this vegetation is considered moderate. (Refer to Figure 13.32)

13.8.10 Landscape impacts along Fung Kong Tsuen Road will be limited to the felling of some existing trees for road widening works. 60 trees will be affected including 9 different species. Generally the trees affected are between 4-6m in height. There are 4-5 significant trees adjacent to the road but on the current alignment these trees should not be affected. These significant trees included Celtis sinensis, Delonix regia, Aleurites moluccana, Eucalyptus citriodora and Litchi chinensis. Refer to Figure 13.31.

13.8.11 There is not expected to be any significant landscape impacts due to the extension of the existing barge point at Lung Kwu Sheung Tan.

Impacts on Landscape Character Zones

13.8.12 The Agricultural Coastal Lowland Zone (LC1) to the south of the alignment will be moderately impacted by the SWC. This will be the result of a substantial loss of marsh and wetland. These impacts are more associated with the DBL. The sensitivity of this character area is medium with an intermediate magnitude of change

13.8.13 The SWC will have a slight to moderate impact on the Greenbelt Foothills (LC2) with the alignment traversing the natural slopes. However, most of the impacts to this character zone will result from the DBL. The sensitivity of this character area is high with a small magnitude of change

13.8.14 The Village Coastal Lowland including Ngau Hom Shek (LC3) as well as rural and natural areas such as the valley south of Ngau Hom Shek, will experience permanent and irreversible moderate to substantial impact with the loss of resources within this character zone. The scale and character of the SWC will be out of context with the surrounding developments. The sensitivity of this character area is medium with a large magnitude of change

13.8.15 The impact on the Sea Edge (LC4) will be notable with the imposition of a major elevated structure located within existing mangroves and mudflats. The existing high sensitivity of the zone will be moderately to substantially changed, permanently and irreversibly as a result of its large magnitude of change.

13.8.16 Overall, the unmitigated magnitude of construction impacts will, collectively, be moderate.

Nature and Magnitude of Visual Impacts in Construction Phase (refer to Figure 13.14b)

13.8.17 The visual envelope of the construction phase is shown on Figure 13.11, and would include all areas within the baseline visual envelope. Key visual receivers are described in Table 13.3.

Residential

13.8.18 Residents of the village of Ngau Hom Shek (VSR1), through which SWC will pass through would have direct short range views of the construction of the elevated road and bridge, the appearance of plant (including vessels and cranes in Deep Bay), loss of vegetation and associated works areas. The sensitivity of this receiver is high with a large magnitude of change. Due to the close nature of the proposal to the residents and its scale, the magnitude of change is considered to be large with a substantial unmitigated impact.

13.8.19 Residents of the coastal villages to the west including Ngau Hom Sha, Sheung Pak Nai, Ha Pak Nai, Tai Shui Hang, Nim Wan and Tsang Tsui (VSR2) will have partial views of the construction of the bridge and elevated road including piers, columns, road platform, cables and cable support structure. Views of vessels and cranes in Deep Bay as well as night lighting will be possible. The sensitivity of this receiver is high with a small magnitude of change However given the increased distance and screening available, the magnitude of change is considered to be small with a slight/moderate unmitigated impact.

13.8.20 The residents to the east of the proposal including San Hing Tsuen, Mong Tsen Wai and Sha Kiu Tsuen (VSR3) have partial views available of the construction of the bridge and elevated road including piers, columns, road platform, cables and cable support structure. Views of vessels and cranes in Deep Bay as well as night lighting will be possible. The sensitivity of this receiver is high with a small magnitude of change However given the increased distance and screening available, the magnitude of change is considered to be small and an unmitigated impact of slight to moderate.

13.8.21 The residents of Tin Shui Wai (VSR4) have long range panoramic views available of the construction of the bridge and elevated road including piers, columns, road platform, cables and cable support structure. Views of vessels and cranes in Deep Bay as well as night lighting will be possible. The sensitivity of this receiver is high with a small magnitude of change However given the increased distance and screening available, the magnitude of change is considered to be small with a slight to moderate unmitigated impact.

13.8.22 Future residents of village areas in the CDA located adjacent to Lau Fau Shan Road (VSR13), including future residents in Area 34 and occupiers of future educational establishments proposed, are not considered within the construction stage as the road is assumed to be built first. They are assessed within the operational stage. At this stage the sensitivity of this receiver will be high.

Recreational Users

13.8.23 Recreational walkers along the coastal protection area and agricultural areas along the coastline (VSR5), within the Greenbelt adjacent to Ngau Hon Shek (VSR6), and with the Castle Peak Upland trails (VSR7) would have direct short range views of the construction of the bridge and elevated road including piers, columns, road platform, cables and cable support structure. Views of vessels and cranes in Deep Bay as well as night lighting will be possible. The sensitivity of these receivers is medium with an intermediate magnitude of change. Given the proximity to the view, the magnitude of change is considered to be intermediate with a unmitigated of moderate.

Occupational Users

13.8.24 Military personnel using the Castle Peak Firing Range (VSR8) would have panoramic views of the construction of the bridge and elevated road including piers, columns, road platform, cables and cable support structure. Views of vessels and cranes in Deep Bay as well as night lighting will be possible. The sensitivity of this receiver is low with a negligible magnitude of change Given the distance and the openness of the existing views, the magnitude of change and unmitigated impact is considered to be negligible.

13.8.25 Workers at Black Point Power Station and WENT Landfill (VSR9) will have direct views of the construction of the bridge and elevated road including piers, columns, road platform, cables and cable support structure. Views of vessels and cranes in Deep Bay as well as night lighting will be possible. The sensitivity of this receiver is low with a negligible magnitude of change However, given the distance, the magnitude of change and unmitigated impact is considered to be negligible.

Travellers

13.8.26 Travellers within the marine craft on Deep Bay (VSR10) and travellers along Deep Bay Road (VSR11) will have panoramic views of the construction of the bridge and elevated road including piers, columns, road platform, cables and cable support structure. Views of vessels and cranes in Deep Bay as well as night lighting will be possible. . The sensitivity of this receiver is low with a large magnitude of change Given their close proximity to the works, the magnitude of change will be large and an unmitigated impact of slight/moderate.

13.8.27 Future travellers on SWC (VSR12) will not be affected by the impacts of construction and therefore the receivers will not have a magnitude of change.

13.8.28 There is not expected to be any significant visual impacts due to the extension of the existing barge point at Lung Kwu Sheung Tan or the modification of Fung Kong Tsuen Road for any of the abovementioned VSRs.

Mitigation Measures in Construction Phase

13.8.29 Recommended landscape and visual mitigation measures for impacts caused during the construction process are described in Table 13.5 together with the associated implementation agency. These are preliminary mitigation measures that are typical in the treatment of the types of impacts envisaged. These are indicated in Figure 13.11. The measures listed below should be adopted from the commencement of construction and should be in place throughout the entire construction period. The implementation dates are also provided.

Table 13.5          Proposed Construction Phase Mitigation Measures

Prediction of Significance of Landscape Impacts in Construction Phase

13.8.30 The potential significance of the landscape impacts during the construction phase, before and after mitigation, are provided in Table 13.7. This assessment follows the methodology outlined in Section 13.4 above and assumes that the appropriate mitigation measures identified in Table 13.5 above would be implemented.

Prediction of Significance of Visual Impacts in Construction Phase

13.8.31 The design of the bridge has been outlined previously in paragraphs 13.8.1 and 13.8.2. These will vary depending on the final design of the bridge.

13.8.32 The potential significance of the residual visual impacts during the construction phase, before and after mitigation, provided in detail in Table 13.8. This assessment follows the methodology outlined in Section 13.4 above and assumes that the appropriate mitigation measures identified in Table 13.5 above would be implemented. The effect of the mitigation measures will be to reduce the potential visual impacts in varying degrees.

Cumulative Construction Impacts

13.8.33 The construction impacts of SWC must be considered with those of DBL. To this extent, the study area boundary overlaps with the DBL by a distance of 500m. Impacts within this area have also been included within this assessment. However, an assessment the overall impacts of the project should include a review of the assessment of the entire DBL.

13.9 Operational impacts

Potential Sources of Impacts in Operational Phase

13.9.1 Given the current information available on the design of the bridge, certain assumptions must be made regarding the possible potential sources of impacts. These will vary depending on the final design of the bridge.

13.9.2 The sources of impacts of the project at the operational stage would include:
· Typical Spans - The typical span arrangement includes two separate decks running in parallel with a 6 metre gap. Each deck consists of 3 lanes carriageway, hard shoulder and marginal strip. The total width of the deck is 16.55 metres and the depth is approximately 4 metres. Supporting columns are typically 6 metres by 2.5 metres in elliptical shape while the columns with movement joints are 6 metres by 4.5 metres. The columns are at generally 75 metre spacing with pile caps submerged in the seabed.
· Main Spans - Two cable-stayed bridge sections located at the Southern and Northern Navigation channels. These cable-stayed bridge sections are similar in design with a single supported tower of height approximately 159 metres and 125 metres above sea level for the Southern and Northern Navigation Channels respectively. There are approximately 21 and 17 numbers of stay cables for the Southern and Northern Navigation Channels. The navigable spans for the Southern and Northern Navigation Channels are 210m and 180m respectively. The pile caps for the main spans are designed above sea water level with dolphin ship protection.
· Night Lighting in the form street light poles and fittings will be located along the outer edge of each deck. These shall be approximately 12 metres high at 15 metre spacing. Associated flood lighting will be located at the two cable sections.

13.9.3 Figures 13.1 - 13.8 illustrate the potential sources of impact in the operation phase.

Nature and Magnitude of Landscape Impacts in the Operational Phase (refer to Figure 13.15a)

13.9.4 The SWC will have a slight to moderate unmitigated landscape impact on the grassland/eroded slopes resource (LR1). This is the result of a cut into a ridge adjacent to Ngau Hom Shek. Approximately 10,000 square metres of grassland will be directly affected. This impact is a result of the DBL.

13.9.5 Agricultural Resources (LR2) will experience a moderate unmitigated landscape impact during the operational phase. This is the result of four pairs of piers located within this resource. The impact is expected to be permanent and irreversible.

13.9.6 The village type development at Ngau Hom Shek will (LR3) experience impacts from the operation of the road with the loss of village land resulting from the location of the road piers. The unmitigated impacts are considered to be moderate to substantial and irreversible.

13.9.7 The operation of the SWC will have a moderate to substantial unmitigated impact on the Landscape Resources of Mangroves (LR4) and Mudflats and Oyster Beds (LR5). The impacts will result from the footprint of the bridge piers crossing this area.

13.9.8 The operation phase will have a negligible unmitigated impact on the pond resource (LR6) as it is not expected that any of the impacts will be direct.

13.9.9 The wetlands (LR7) and stream (LR8) resources will be affected by permanent loss of their natural areas and watercourse. As a result the unmitigated impacts will be substantial for the Wetlands/Marshes and Moderate to Substantial for the Stream Channels during the operational phase. The impacts will be reduced with compensation wetlands and improvements to the stream.

Impacts on Landscape Character Zones

13.9.10 The Agricultural Coastal Lowland Zone (LC1) to the south of the alignment will be moderately impacted by the SWC. This will be the result of a substantial loss of marsh and wetland. These impacts are more associated with the DBL.

13.9.11 The SWC will have a slight to moderate impact on the Greenbelt Foothills (LC2) with the alignment traversing the natural slopes. However, most of the impacts to this character zone will result from the DBL.

13.9.12 The village area of Ngau Hom Shek (LC3) as well as rural and natural areas such as the valley south of Ngau Hom Shek, will experience permanent and irreversible moderate to substantial impact with the loss of resources within this character zone. The scale and character of the SWC will be out of context with the surrounding developments.

13.9.13 The impact on the Sea Edge (LC4) will be notable with the imposition of a major elevated structure slicing through existing mangroves and mudflats. The existing high natural quality of the zone will be substantially changed, permanently and irreversibly.

13.9.14 Overall, the unmitigated magnitude of operational impacts will, collectively, be moderate

Nature and Magnitude of Visual Impacts in the Operational Phase (refer to Figure 13.15b)

Residential

13.9.15 During the operation phase, the magnitude of the unmitigated visual impact for residents of Ngau Hom Shek (VSR1) will be substantial. These will be as a result of the bridge and elevated road including piers, columns road platform, cables and cable support structure as well as night lighting. The structures will appear as large scale built structures dominating the visual character of the immediate area.

13.9.16 Residents, both to the west (VSR2) and east (VSR3) of the alignment including future residents of the CDA (VSR13) will experience operational unmitigated visual impacts as a result of the bridge and elevated road including piers, columns road platform, cables and cable support structure as well as night lighting. The resultant magnitude for both these VSRs will be slight / moderate.

13.9.17 Primarily due to distance, Tin Shui Wai (VSR4) will experience a slight / moderate magnitude of the unmitigated impact as a result of the bridge and elevated road including piers, columns road platform, cables and cable support structure as well as night lighting.

Recreational

13.9.18 Recreational users in the area, (VSR5, 6, 7) will experience an moderate unmitigated impact to the existing visual character as a result of the bridge and elevated road including piers, columns road platform, cables and cable support structure as well as night lighting. VSR 7 will experience a slightly lesser visual impact of slight/moderate due to its increased viewing distance.

Occupational

13.9.19 Due primarily to distance and the openness of existing views, the unmitigated impact during the operation phase for Military Personnel (VSR8) and Power Station Workers (VSR9) will be negligible.

Travelling

13.9.20 For marine travellers on Deep Bay (VSR10) and motorists on Deep Bay Road (VSR11), the magnitude of unmitigated visual impact will be slight/moderate. This will be the result of the bridge and elevated road including piers, columns road platform, cables and cable support structure as well as night lighting.

13.9.21 Travellers along the Shenzhen Western Corridor (VSR12) will be provided outstanding views of the New Territories and Shenzhen coastlines and the seascapes of Deep Bay. The bridge itself has been designed to a high standard of aesthetic quality. The unmitigated visual impact during operation will be moderate to substantial.

Cumulative Operation Impacts

13.9.22 The operation impacts of SWC must be considered with those of DBL. To this extent, the study area boundary overlaps with the DBL by a distance of 500m. Impacts within this area have also been included within this assessment. However, in considering the overall impacts, the project should include a review of the assessment of the entire DBL.

Mitigation Measures During the Operation Phase

13.9.23 Recommended landscape and visual mitigation measures for impacts caused during the operation phase are described in Table 13.6 below and illustrated in Figure 13.13. Associated implementation, management and maintenance agencies are identified if applicable. The mitigation measures proposed are consistent with the Master Landscape Plan which was prepared as part of the Tree Felling Report. The Tree Felling Plan and Master Landscape Plan are included in this report as Figures 13.30 to 13.32 for ease of reference. Approximate date of implementation is also provided in Table 13.6.

13.9.24 To ensure the protection of the those areas identified by AMO as being unsurveyed but worthy of protection, it is recommended that the area be landscaped using plants with a shallow rooting habit. Plant types will be identified at the Detailed Design stage. An additional 500mm layer of soil will be placed over the top to further ensure the protection of the potential archaeological sites.

Table 13.6          Proposed Operation Phase Mitigation Measures

Prediction of Significance of Landscape Impacts in Operation Phase

13.9.25 An assessment of the potential significance of the landscape impacts during the operational phase, before and after mitigation is provided in Table 13.7. This follows the methodology outlined in Section 13.4 above and assumes that the appropriate mitigation measures identified in Table 13.6 above would be implemented, and that the full effect of the soft landscape mitigation measures would be realised after ten years. These predictions are based on our knowledge of the current design and shall change subject to the design development of the bridge. The proposed view points for the photomontages are shown in Figure 13.17.

Table 13.7            Significance of Landscape Impacts

 Notes :  (1)All impacts are negative / adverse unless otherwise stated.

              (2)Source of landscape impact on all resources / character areas would include elevated road (bridge) including piers, columns, road platform and maintenance access path.

              (3)Extent of loss is equal to the total area of the landscape resource that would be affected by the temporary and permanent works.

               (4)Impacts must be considered collectively with the DBL works.

              (5)Impacts mitigated via ecological mitigation measures (refer Chapter 9).

Prediction of Significance of Visual Impacts in Operation Phase

13.9.26 An assessment of the potential significance of the visual impacts during the operational phase, before and after mitigation is briefly described below and provided in detail in Table 13.8. This follows the methodology outlined in Section 13.4 above and assumes that the appropriate mitigation measures identified in Table 13.6 above would be implemented, and that the full effect of the soft landscape mitigation measures would be realised after ten years.

13.9.27 The views of the proposed SWC bridge must be considered with the high density development of Shenzhen as a backdrop. To this extent the visual impact upon those visual receivers is less than if the backdrop was of a more natural landscape.

13.9.28 Overall, according to Annexe 18, Clause 7.1 of the Technical Memorandum of the EIAO, the main visual issues relate to visual compatibility with surroundings. This project involves a large linear, geometric element being introduced to the natural, organic forms of the North West New Territories coastal landscape. However, this must be considered in conjunction with the relatively few numbers of VSRs subjected to the impact.

1)     All impacts adverse unless otherwise noted.

2)     All visual impacts must be considered collectively with the DBL.

3)     The views of the proposed SWC bridge must be considered with the high-density development of Shenzhen as a backdrop. To this extent the visual impact upon those visual receivers is less than if the backdrop was of a more natural landscape  

13.10 EVALUATION OF RESIDUAL IMPACTS

13.10.1 The landscape and visual impacts and mitigation measures for the SWC are based on the current design and information available. The potentially most significant impacts during the construction and operation phases and the expected residual impacts are described below.

Landscape Impacts (refer to Figure 13.16a)

· Landscape impact upon agricultural areas (LR2) and Greenbelt grassland areas (LR1). This will result in the loss of a large area of agrarian and grassland landscape. The existing agriculture and vegetation are of a low quality with many areas being abandoned or burnt out, and the mitigation measures for these areas will result in establishment of quality planting areas. The residual impact is expected to be slight for grassland and moderate for agricultural areas.
· Landscape impact upon the rural village character of Ngau Hom Shek (LR3) is expected to be moderate. The elevated 6 lane carriageway and columns will divide the village and be a permanent presence within the area. Landscape impact upon slope profiles within the small natural valley and adjacent ridgeline immediately south of Ngau Hom Shek Village.
· Landscape impact upon Mangroves (LR4) will be limited to a small area. Planting of new mangroves proposed under the ecological impact report will mitigate these impacts. The residual mitigated impacts to this area are expected to be slight.
· Impact upon the mudflats (LR5) is expected to be moderate to substantial. After construction, re-contouring of these area will result in residual mitigated impact of slight / moderate.
· There will be little likely impact to existing ponds (LR6) in the study area and residual impact is expected to be negligible.
· Landscape impact upon the wetland/marsh (LR7) areas. The construction of the road will result in the permanent loss of marsh. The impact upon this area is expected to be substantial. However, it is expected the wetland compensation scheme proposed under the DBL will substantially alleviate the loss of this resource (refer to the ecological impact report). Mitigated impact will be moderate.
· A significant length of stream channel (LR8) is expected to be impacted upon. The landscape value of these is low to moderate. After construction, the stream channels will be re-created (refer to ecological section-). The expected residual impact is moderate to substantial.
· Areas affected for each Landscape Resource are provided in the table below.

Landscape Character Impacts

13.10.2 Residual impact to the Agricultural Coastal Lowland Character (LC1) is expected to be moderate. This is mainly due to the large, elevated road structure traversing the area, incongruous to the existing character

13.10.3 Residual impacts to the Greenbelt (LC2) is expected to be slight/ moderate. This impact will be a result of the DBL at the interface with the SWC. The road will result in slope cuts and modification to hillsides and valley forms.

13.10.4 Residual impacts to the village coastal lowlands (LC3) is expected to be moderate / substantial. The large, elevated road structure will permanently change the rural / agrarian landscape character at Ngau Hom Shek.

13.10.5 Residual impact to the sea edge (LC4) is expected to be moderate / substantial. The incongruous road structure will be in direct contrast with the sea edge character.

Visual Impacts (refer to Figure 13.16b)

13.10.6 Significant visual impacts and the expected residual impact are described below.

· Visual impact upon walkers within the Coastal Protection Area and rural areas of Ngau Hom Shek (VSR5) is expected to be moderate during both construction and operation phases. Residual impact is expected to be slight / moderate.
· The visual impact to Ngau Hom Shek Village (VSR1) is expected to be substantial during construction and moderate during operation. A sufficient buffer zone with associated screen planting will significantly alleviate the impact. Residual impact is expected to be moderate.
· Slight residual visual impacts will be experienced by the villages to the west of Ngau Hom Shek (VSR2) and Tin Shui Wai (VSR4). This is largely due to distance and the screening that will be provide by vegetation.
· Villages to the east of the site (VSR3) and the future CDA (VSR13) will experience slight to moderate visual residual impacts. Given the distance, the proposed mitigation measures will not greatly influence the residual impact.
· Military personnel (VSR8) and Power Station Workers (VSR9) will experience negligible visual impacts during the construction phase which will continue through the operation phase.
· The visual impact to walkers within the Green belt adjacent to Ngau Hom Shek (VSR6) is expected to be moderate. Observations, however, reveal that this area is not visited frequently by walkers. It is remote and is dotted with grave sites and associated tracks. Residual impact is expected to be moderate.
· Travellers on marine craft (VSR10) will expect slight/moderate visual impact as will travellers within motor cars driving along Deep Bay Road (VSR11). Residual impact for both these VSRs is also slight/moderate.
· The visual impacts for Walkers on Castle Peak (VSR7) will be Slight after mitigation and will remain as a residual impact.
· Views from most VSRs (including marine craft) will see the bridge and associated structures within a backdrop of the development of Shenzhen. When viewed in this context, negative visual impacts are alleviated.
· Many bridge structures are seen as a positive attribute to visual environments. There are many world wide examples of these including: Sydney Harbour Bridge, Sydney, Australia; Golden Gate Bridge, San Francisco, USA and The Alamillo Bridge, Seville, Spain. Well designed bridge structures can be a valuable contribution to landscapes, particularly within urban contexts. This must be considered in the on-going visual assessment of the SWC.
· The visual impact upon travellers on the SWC (VSR12) are identified as slight positive. The route over Deep Bay will offer outstanding views to motorists of Deep Bay and the coastlines of North West New Territories and Shenzhen. The bridge design can generally be viewed as a positive aesthetic for these travellers.

13.10.7 All impacts must be considered in relation to the proposed Deep Bay Link Road. The study area overlaps with the study area for the DBL by 350 metres and many of the potential impacts (particularly landscape impacts) are reflected in both studies.

13.11 ENVIRONMENTAL MONITORING AND AUDIT

13.11.1 It is recommended that EM&A during the design, construction and operational stages is undertaken. The design stage EM&A will consist of auditing the detailed landscape designs. Construction and operational stage EM&A will comprise audit of the EIA recommendations together with planting and planting establishment in the form of site inspection. The operational stage auditing will be undertaken for one year during the Contractor's maintenance period. Further details of the specific EM&A requirements are detailed in Section 16 of this report and in the EM&A Manual.

13.11.2 The extent of the works areas should be regularly checked during the construction phase. Any trespass by the Contractor outside the limit of the works, including any damage to landscape areas should be reported to the Engineer. The progress of the engineering works should be regularly reviewed on site to identify the earliest practical opportunities for implementing landscape and visual mitigation measures.

13.11.3 The Monthly Report shall provide a statement on the general state of the landscape and visual aspects in the study area, and confirm that required mitigation measures are being implemented.

13.11.4 Details of the EM&A programme are provided in the EM&A Manual which is required to be made available for public exhibition under the EIAO.

13.12 CONCLUSION

13.12.1 Landscape impact to the rural village character of Ngau Hom Shek (LR3) will be moderate and permanent. Impacts upon mangroves and mudflats (LR4 and 5) will be mitigated in conjunction with ecological mitigation measures and residual impact is expected to be slight and slight / moderate respectively. Residual impacts to wetlands/marshes (LR7) will be moderate and stream channel (LR8) will be moderate to substantial.

13.12.2 Mitigated impact upon the overall landscape quality (inclusive of character areas LC1-LC4) will vary from slight/moderate to moderate / substantial. Much of the SWC is elevated and physical impacts in the area, whilst being moderate to substantial during construction, are expected to be mitigated for operation. This will involve extensive landscape treatment to the area within Ngau Hom Shek, specifically adjacent to the proposed roadway.

13.12.3 The residual visual impact to Ngau Hom Shek village (VSR1) and Walkers within the Greenbelt adjacent to Ngau Hom Shek (VSR6) are expected to be moderate. Views from most other VSRs will be negligible, slight or slight/moderate. Views from most VSRs will see the bridge and associated structures within a backdrop of the development of Shenzhen. When viewed in this context, negative visual impacts are alleviated. In addition, the perception of the bridge as a 'landmark' structure with positive visual attributes should also be considered.

13.12.4 Given the elevated, linear nature of the SWC combined with its scale, it is unlikely the mitigation measures will ever totally visually mitigate the proposal. Planting and the overall design will have an effect on reducing the overall impact on VSRs in comparison to if no mitigation measures were proposed. These mitigation measures include planting to screen the structures as well as designing the structures to an acceptable quality of aesthetics. After 10 years, it is reasonable to expect the planting to grow and therefore enhance the screening measures but it is also envisaged that mature growth will still not screen all the structures.

13.12.5 Overall, it is considered that, in terms of Annexe 10 of the EIAO TM, the landscape and visual impacts are acceptable with mitigation measures.