9. LANDSCAPE AND VISUAL IMPACT ASSESSMENT

Preamble

9.1 A Landscape and Visual Impact Assessment (LVIA) of the Castle Peak Road proposed upgrading works (hereafter referred to as the Project), located between Siu Lam and Ka Loon Tsuen was conducted by Design Research Unit HK Ltd. between June 2000 and July 2001. This section summarises the assessment findings.

Objectives of the LVIA

9.2 The objectives of the LVIA are to:

· assess the potential landscape and visual impacts associated with the construction and operation of the upgrading works;

· recommend mitigation measures for incorporation into the design to minimise potential impacts and to meet the Hong Kong Government's environmental planning intentions and the Hong Kong Planning Standards and Guidelines (HKPSG);

· evaluate residual landscape and visual impacts assuming landscape mitigation measures are incorporated into the Project;

· identify key urban and landscape planning issues which should be examined in further detail during detailed design.

LVIA Methodology

9.3 The LVIA methodology is in accordance with the Project Brief and Annex 18 of Technical Memorandum on Environmental Impact Assessment Process (hereafter referred to as “TM”) entitled “Guidelines for Landscape and Visual Impact Assessment”. The main stages of the LVIA are follows:

· baseline study of landscape and visual resources;

· review of planning and development control framework;

· landscape impact assessment during construction and operation;

· visual impact assessment during construction and operation;

· recommendations for landscape mitigation design measures.

· assessment of residual impact and conclusion on the acceptability of the Project.

9.4 The baseline study identified and examined the existing landscape and visual resources within the study area, particularly between the Siu Lam Interchange and Ka Loon Tsuen.

9.5 Landscape resources considered included topography, woodland types, other vegetation, built forms, settlement patterns, land use, scenic spots and details of local streetscapes. Reference is made to the EIA Final Assessment Report, (Southern Section) for Route 10 – North Lantau to Yuen Long Highway, Investigation and Preliminary Design Assignment, for which a large section between Siu Lam and Tai Lam Chung is complementary. The baseline study describes the landscape resources by identifying broadly homogenous landscape units of a similar character. The landscape character was rated low, moderate or high depending not only on the quality of elements present but also to its sensitivity to change and its importance at a local, district, regional or international level.

9.6 Visual resources considered were typical viewpoints, location and direction of views towards the project. A viewshed (refer to Figure 9.3) was established which approximately defined the extent of visual influence of the project and, therefore, of the potential visual impacts. Definition of the extent of the viewshed was based on desktop study and site investigation. Sensitive visual receivers who would be present at typical viewpoints and likely to be affected by the Project were identified within the viewshed. Sensitive visual receivers (SVRs) are individuals or groups of who are sensitive to changes in the visual environment. The Environmental Guidelines for Planning in Hong Kong defines sensitive users as “land uses which, by virtue of the nature of the activities thereon….are susceptible to the influence of residual or physical changes generated by polluting uses”.

9.7 The next stage was a review of the planning and development control framework. This information was mapped and analysed to provide an insight to the future outlook of the area affected and the way the Project would fit into its wider context. This information reviewed included:

· land with landscape related zoning on the Outline Zoning Plan (OZP);

· landscape planning and visual guidelines already established in other planning documents including the EIA for Route 10 Southern Section.

9.8 The following stage was to assess impacts on the landscape and visual resources during construction and operation. The impact assessments allow predictions to be made about the likely levels and significance of landscape and visual impacts.

9.9 The assessment of landscape impacts will result from:

· Identification of the sources of impact and their magnitude that would be generated during construction and operation of the project;

· 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 landscape elements, the project and its context.

9.10 The overall landscape impact is a product of the following:

· The landscape character and its quality;

· The sensitivity of the landscape in accommodating change;

· Source, nature and magnitude of impacts;

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

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

· Cumulative effects with other proposals;

· Identification of vegetation of significant value which should be conserved.

9.11 The sensitivity / quality of the landscape will be assessed as follows:

· High: e.g. important components or landscape of particularly distinctive character susceptible to small changes;

· Moderate: e.g. a landscape of moderately valued characteristics reasonably tolerant to change;

· Low: e.g. a relatively unimportant landscape which is able to accommodate extensive change.

9.12 The magnitude of change in the landscape is as follows:

· High – notable change in the landscape characteristics over an extensive area ranging to very intensive change over a more limited area;

· Moderate – moderate changes to a local area;

· Low – virtually imperceptible changes in any components.

9.13 The system for the assessment of landscape impact is summarised in Tables 9.1 and 9.2. The significance threshold of landscape impact is derived from the combined analysis of the magnitude of change and the landscape’s quality and sensitivity to change. The matrix in Table 9.1 indicates how the significance threshold of landscape impact is derived. Table 9.2 explains the terms used to in Table 9.1.

Magnitude of Change	Table 9.1 Assessment of Landscape Impact
	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
		Low	Moderate	High
		Sensitivity / Quality

Table 9.2 Adverse / Beneficial Impacts of Landscape Impact
Significant:	Moderate:	Slight:
adverse / beneficial impact where the proposal would cause significant degradation or improvement in existing landscape quality.	adverse / beneficial impact where the proposal would cause noticeable degradation or improvement in existing landscape quality	adverse / beneficial impact where the proposal would cause a barely conspicuous degradation or improve in existing landscape quality.

9.14 This analysis of the significance threshold of landscape impact will apply in the majority of situations, however in certain cases a deviation may occur e.g. the impact may be so major that a significant impact may occur to a low quality element.

9.15 The assessment of potential visual impacts will result from:

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

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

9.16 The significance threshold of visual impact will result from the following:

· the context and proximity of the SVRs’ location to the project;

· other views available from the SVRs’ location;

· the number of people normally present at a SVR location;

· the sensitivity of the SVRs (for example, resident, working, studying, etc);

· the frequency and length of the view of the proposed scheme from the SVRs’ location;

· the quality and sensitivity of the existing view from the SVRs’ location and its ability to absorb change;

· the magnitude of change brought about by the project in relation to the overall view from the location of each SVR.

9.17 The magnitude of change to views from SVRs is classified as follows:

· High: e.g. the majority of viewers affected and/or major changes to the view;

· Moderate: e.g. many viewers affected and/or moderate change in view;

· Low: e.g. very few viewers affected and/or minor change in view.

9.18 The significance threshold of visual impact is rated in a similar fashion to the landscape impact and is illustrated in Tables 9.3 and 9.4 below.

Magnitude of Change	Table 9.3 Assessment of Visual Impact
	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
		Low	Moderate	High
		Sensitivity / Quality

Table 9.4 Adverse/Beneficial Impacts of Visual Impact
Significant:	Moderate:	Slight:
adverse/beneficial impact where the proposal would cause significant degradation or improvement in existing landscape quality.	adverse/beneficial impact where the proposal would cause noticeable degradation or improvement in existing landscape quality	adverse/beneficial impact where the proposal would cause a barely conspicuous degradation or improve in existing landscape quality.

9.19 The next stage of the study following impact assessment is to recommend mitigation measures. The identification of the landscape and visual impacts will highlight those sources of conflict requiring design solutions or modifications to reduce impacts, and if possible absorb the development and associated activities into the surrounding landscape. These mitigation efforts should consider factors including :-

· Woodland, tree and shrub planting to new or disturbed slopes, amenity strips, highway reservations and adjacent to any proposed structures;

· Contouring of new slopes to blend with existing topography in a natural manner;

· Earth mounding and screening;

· Highlighting unacceptable impacts and considering alternative proposals;

· Hard landscape elements;

· Significant landscape elements.

9.20 The above will result in the formulation of landscape mitigation proposals which will as far as possible help to alleviate the previously identified landscape and visual impacts.

9.21 The final stage of the LVIA study is to assess the significance of the residual impacts of the study assuming landscape mitigation measures are incorporated into the design. The landscape and visual impacts were then classified into five levels of significance based on criteria in Annex 10 of the TM, as summarised below:

· The impacts are is beneficial if the project will complement the landscape and visual character of its setting, will follow the relevant planning objectives and will improve the overall quality and visual quality of the study area;

· The impacts are is acceptable if the assessment indicates that there will be no significant effects on the landscape, no significant visual effects caused by the appearance of the project, or no interference with key views;

· The impacts are acceptable if potential adverse effects are eliminated, reduced or offset to a large extent by design mitigation measures;

· The impact is acceptable with mitigation measures if there will be some adverse effects, but these can be eliminated, reduced or offset to a large extent by specific measures;

· The impacts are is unacceptable if there are excessive the adverse effects which cannot be practically mitigated are considered too excessive and are unable to mitigate practically.;

· The impact is undetermined if significant adverse effects are likely, but the extent to which they may occur or may be mitigated cannot be determined from the study. Further detailed study will be required for the specific effects in question.

Project Description

9.22 The boundary for the assessment of landscape impacts was defined in the study brief as 500 m either side and along the full length of the proposed new road alignment (see Figure 9.1A). The existing Castle Peak Road through Tai Lam Chung, although in the project area, is not intended to have improvement works in this area. The boundary for assessment of visual impacts was defined by site inspection and is shown as a viewshed boundary on Figure 9.3.

9.23 The proposed elements of the Project is described in detail in earlier sections of the EIA (Sections 2.1-2.2). There are a number of proposed elements which are particularly relevant to the LVIA as they will affect landscape and visual resources (refer to Figures 9.1A and 9.1B):

· The new viaduct at the mouth of the Tai Lam Chung Nullah

· Modifications to the junction at Siu Lam Interchange to incorporate a new roundabout and ramps.

· The new seawall and reclamation extending from Tai Lam Kok to Ka Loon Tsuen

· Slope treatment to the existing embankments and hillside separating Castle Peak Road and Tuen Mun Road

9.24 The design of the engineering elements has been presented to the Advisory Committee on Bridges and Associated Structures (ACABAS) and the comments received will be incorporated into the design planning. During detailed design, ACABAS shall be consulted on the more detailed aspects of the appearance of structures, particularly material finishes and colour schemes.

Baseline Study of Landscape and Visual Resources

9.25 The study area was categorised into distinct and separate landscape character areas (LCAs). Within each character area the baseline information is homogenous with regard to local topography, natural coastline, woodland extent and type, other vegetation, terrain, habitation and settlement patterns, streetscapes, water availability, cultural styles and land use. SVRs within each LCA were also identified. The areas are described in the following paragraphs (refer to Figures 9.2A, 9.2B, and 9.2C and Tables 9.5 and 9.6).

Ma Wan Coast (LCA1)

9.26 A narrow stretch of coastal land, sea and tidal flats segregated from surrounding natural landscape areas by both Castle Peak Road and Tuen Mun Road comprising approximately 2.0 hectares of low habitat quality backshore vegetation (see Section 7 for detailed information). The area is extremely exposed to winds and salt spray and covers the rock, sands and shingle found between the low and high tide lines. Occasional strand line planting can be found within sheltered pockets. Backshore vegetation is made up of common Hong Kong coastal species, dominated by Clerodendrum inerme and Vitex rotundifolia and including Atalantia buxifolia, Canavalia maritima and Hibiscus tiliaceus.

9.27 The sensitivity/quality of this LCA is considered to be high, as it is particularly distinctive coastal landscape susceptible to relatively small changes.

9.28 A single SVR location was identified within the visual catchment between Tai Lam Kok and Ka Loon Tsuen (refer to Figure 9.3):

· Ma Wan boat traffic (SVR1);

Transport corridor (LCA2)

9.29 The Tuen Mun and Castle Peak Roads are distinct man made environments, with artificial slopes and 0.5ha of amenity planting. The ecosystems are poorly developed. Roadside tree planting has been thorough at the Siu Lam interchange, but consists almost exclusively of plantation species of Acacia confusa, Casuarina spp. and Eucalyptus spp. Roadside tree planting along Castle Peak Road is extensive and acts to restrict views beyond the roadside. Planting does include some fine examples of Albizia lebbeck which has also become the most successful colonising tree in the area. Typical roadside planting has been made immediately next to Tuen Mun Road on the reclamation area across the Tai Lam Chung Channel which includes predominantly Acacia confusa and Macaranga tanarius.

9.30 The sensitivity/quality of this LCA is considered to be low.

9.31 A single SVR location has been identified within the visual catchment between Siu Lam and Ka Loon Tsuen within the transport corridor (refer to Figure 9.3):

· Tuen Mun Road and Interchange traffic (SVR2)

Siu Lam Ridge (LCA3)

9.32 A ridge separates Siu Lam Valley from the neighbouring Tai Lam Chung. Parts of the lower slopes have been developed and Tuen Mun Road has been carved through a pass at the Siu Lam Interchange. The areas surrounding both sides of Tuen Mun Road are littered with government and institutional buildings, resulting in some limited degradation of the surrounding green belt environment.

9.33 The sensitivity/quality of this LCA is considered to be medium, as it is a landscape which has retained some natural value on the upper ridge slopes despite peripheral modification and the presence of buildings.

9.34 A number of SVR locations were identified within the visual catchment between Siu Lam and Tai Lam Chung (refer to Figure 9.3):

· Siu Lam Hospital (SVR3);

· Siu Lam Psychiatric Centre (SVR4);

· Siu Lam Police Quarters (SVR5).

· Poseidon Coast Residential Development (SVR6)

Tai Lam Chung Valley (LCA4)

9.35 The modern village of Tai Lam Chung Tsuen is oriented to the south-west, towards the sea. A temple is present in the village. The watercourse running through the base of the valley serves as an outflow for the Tai Lam Chung Reservoir at the valley head. In general the LCA has the following characteristics:

· The valley landscape is heavily disturbed by development, roads and structures;

· Interspersed amongst the development are fragments of heavily vegetated woodland trees ranging between 6 – 12 metres in height, which the ecological assessment has described as a typical young secondary woodland common in Hong Kong. The tree species include many common Hong Kong woodland species (see Appendix 7.2);

· Shrubland was found in the northern parts of the valley and comprising similar species to the woodland, but only 1.5 to 3 metres in height.

· Tree planting is typically at roadside with individual stands of some stature

9.36 The open nature of the valley floor is lost at ground level due to a variety of elements such as trees, buildings and structures. The outflow of the Tai Lam Chung reservoir has been canalised causing loss of existing or potential habitats and generating poor visual attributes. Roadside tree planting has helped to significantly improve the outlook and structure of the landscape setting.

9.37 The sensitivity/quality of this LCA is considered to be medium, owing to the presence of urban development within a partially vegetated setting.

9.38 Two SVR locations were identified within the visual catchment of Tai Lam Chung (refer to Figure 9.3):

· Seaman’s Training Centre (SVR7);

· Future residential buildings at Tai Lam Chung Comprehensive Development Area (CDA) (SVR8).

9.39 The village areas of Tai Lam Chung itself and surrounding hamlet and building, including Wu Uk Tsuen, clusters were not designated as an SVR since the low-lying character of the valley precludes distant views to the Project owing to intermediate topography, development and vegetation. Similarly the nearby Customs and Excise Training School is hidden behind existing trees on Castle Peak Road. However future CDA residential buildings between the nullah and Tai Lam Ridge will have sweeping views over the valley and out to sea in the distance and this area is therefore classified as an SVR.

Tai Lam Ridge (LCA5)

9.40 This ridge forms a high backdrop behind Tai Lam Valley and Tuen Mun Road, reaching over 170 metres at the local crest. The ridge is undeveloped and footpaths connecting with the adjacent Tai Lam Country Park are popular with local hikers. The sides of the ridge are steep and vegetated primarily by rough grass and scrub and unlike many of the hills in the area have not been eroded. The convex nature of the landform, coupled with the vegetation cover preclude views of the roads below and these only become visible for occasional distant views across the valley.

9.41 Three herb layer species of conservation interest were identified in the ecological survey within the grass / shrubland of the steep slopes of the south facing hillside. They were Alloteropsis semialatus and Thysanotus chinensis, which are both rare and Platycodon grandiflorus, which is protected in Hong Kong.

9.42 The sensitivity/quality of this LCA is considered to be high, as it is particularly distinctive and visually exposed undisturbed natural coastal landscape susceptible to relatively small changes.

9.43 A single SVRs was identified within the visual catchment of Tai Lam Ridge (refer to Figure 9.3):

· Ridge Footpaths (SVR9).

9.44 Tables 9.5 and 9.6 summarise the findings of the baseline studies. Table 9.6 indicates the type and distance of the viewer groups likely to be found at each SVR.

9.45 Viewer groups at three SVR locations (SVRs 1,2 and 9) are transitory and would not be present in the study area permanently. Therefore they would have a lower sensitivity to change or visual intrusion. when considered with other factors as described in 9.16.

9.46 Viewer groups at five SVR locations are present for long periods (SVR 3, 4, 5, 6 7 and 8) and would be 150 to 500 metres away from the project. They are considered to have a higher sensitivity to change or visual intrusion when considered with other factors as described in 9.16.

Table 9.5 Summary of LCAs
LCA number	Name	Sensitivity to Change
LCA1	Ma Wan Coast	High
LCA2	Transport Corridor	Low
LCA3	Siu Lam Ridge	Moderate
LCA4	Tai Lam Chung Valley	Moderate
LCA5	Tai Lam Ridge	High

Table 9.6 Summary of Sensitive Visual Receivers
Location	Type of viewer	Distance to nearest visual impact source	Sensitivity to Change and Visual Intrusion
Ma Wan Boat Traffic	Local commuters, international shipping, fishing boats and tourist vessels, transitory views.	Adjacent	Low
Tuen Mun Road	Road traffic, transitory views.	Within works area boundary	Moderate
Siu Lam Hospital	Resident staff	250m	Moderate
Siu Lam Psychiatric Centre	Resident staff	400m	Moderate
Siu Lam Police Quarters	Residents	Adjacent	High
Poseidon Coast residences	Residents (Upper Level)	150m	Moderate
Seaman’s Training Centre	Resident staff	200m	Moderate
Tai Lam Chung CDA	Future Residents	500m	Moderate
Ridge Footpaths	Hikers, transitory views.	Varies from adjacent to 2km.	Low

9.47 The majority of the baseline landscape and visual resources within the study area are considered to be of local importance for the following reasons:

· Whilst the presence of roads, settlements and other built forms have had a low level of immediate disruption in a localised sense, when considered in the greater context their cumulative effect has been a significant erosion and fragmentation of the previously strong landscape character generated by the backdrop of the ridges of Siu Lam and Tai Lam. Whilst the landscape resources in the study area are individually unspectacular they are locally important owing to their cumulative effect.

· The strong transportation links of Tuen Mun Road and Castle Peak Road have served to compartmentalise the landscape character and resources and have severed the natural relationship between the Siu Lam / Tai Lam ridges and the Tai Lam Country Park with coastal landscape. While the small part of study area covered by Tai Lam Country Park could be considered to be of regional importance.

· Given the size of the study area the SVRs are few in number compared to the other denser-populated parts of Hong Kong such as nearby Tuen Mun.

Review of Planning and Development Control Framework

Outline Zoning Plan

9.48 The starting point for the review of the planning and development control framework is the Outline Zoning Plan for So Kwan Wat (S/TM-SKM/5). This plan forms the statutory basis for the control of the use of land, and gives insight into the future pattern of development. In summary, the land use zones relevant to the LVIA are as follows (refer to Figure 9.4):

· The slopes north of Tuen Mun Road zoned as green belt

· The area of CDA in Tai Lam Chung Village

· The area zoned G/IC at the outflow of the Tai Lam Chung Nullah which includes the Seaman’s Training Centre, Customs and Excise Training School and Highways Department Maintenance Depot

· The coastal hill area west of Siu Lam Interchange zoned as G/IC

· The coastal area below Castle Peak Road zoned as G/IC

· The areas accommodating the new viaduct across the Tai Lam Chung Nullah which is outwith the boundary of the OZP, lying within coastal waters.

· The interchange at Siu Lam Ridge lying within blocks of G/IC

9.49 The study found there to be no conflict between the proposed development and the Outline Zoning Plan for So Kwan Wat (S/TM-SKM/5).

EIA Route 10 – Southern Section

9.50 The next document reviewed was the Environmental Impact Assessment for Route 10 (Southern Section). The linking of the existing Tuen Mun Road to the proposed Route 10 Highway is intended to be made via link roads which cross the Tai Lam Chung Nullah on either side of Tuen Mun Road, starting from Brothers Point and forming viaducts over the interchange at Siu Lam. The impact of these link roads is likely to be very high and will have distinct implications for the impacts of the new Castle Peak Road viaduct (Figure 9.1B).

9.51 The EIA identifies the impacts caused to much of the area contained within this study and can be summarised as followed :-

9.52 Route 10 link road viaducts will result in significant adverse visual impacts on the following viewer groups:

· Ma Wan Boat Traffic

· Tai Lam Chung Residents

· Siu Lam Residents

· Ridge Trail walkers

9.53 The Route 10 link road viaducts will cross the Tai Lam Chung Nullah well above the level of the existing Tuen Mun Road and will be seen from most of the valley area in Tai Lam Chung, Siu Lam and surrounding ridges.

9.54 A series of barriers and enclosures are recommended for the Route 10 link road viaducts. The requirement for noise barriers along substantial sections of the viaducts is potentially an added source of visual impact by increasing the depth of the road profile.

Summary of planning and development control framework

9.55 The review of the planning and development control framework indicated that the presence of the Project would not weaken the planning intentions of the surrounding landscape zonings in the study area.

Assessment of Landscape and Visual Impacts

Ma Wan Coast (LCA1)

9.56 There are a number of sections of roadside planting next to Castle Peak Road and naturalised coastal margin flora that will be severely impacted by the reclamation works and road construction. The resulting total is a loss of 16 individual tree stands in various tree pockets measuring 0.1ha in area between Ka Loon Tsuen and Brothers Point (refer to Figure 9.5), and 2.0ha of coastal and backshore vegetation although these are not considered highly developed ecosystems. The majority of developed trees surveyed were medium to poor form and are not considered worthy of transplantation.

9.57 The landscape resource is considered to be of a high sensitivity as it is particularly distinctive coastal landscape susceptible to relatively small changes. As the magnitude of change is also going to be high the landscape impact to LCA1 will be significant and adverse.

Ma Wan Boat Traffic (SVR1)

9.58 The new high level viaducts and seawall will contrast conspicuously with the existing surrounding physical form characterised by the backdrop of naturally vegetated hillside (see Figure 9.6A). Visual impacts will be long term since visual mitigation of the viaducts is not possible and will be exacerbated by the addition of noise mitigation barriers, especially when considered cumulatively with the intended construction of the Route 10 link roads.

9.59 The magnitude of change of view for receivers is going to be high. This is set against a low sensitivity and will result in a moderate adverse visual impact during construction and operation.

Transport corridor (LCA2)

9.60 Revision of the existing road junction at Siu Lam to a roundabout form, allowing the new viaducts to return to grade, requires the construction of a large abutment wall and viaduct construction through the existing plantation of trees at the centre of the junction, along with some slope cutting work at the periphery of the road. An approximate 0.4 ha loss of existing amenity planting will result (see Figure 9.5 for location of planting affected).

9.61 The roadside environment will undergo the addition of new and enhanced engineering features including high mast lighting, noise barriers, fast access ramps and roadside barriers. The character of Castle Peak Road is likely to change significantly being a wider and faster transport corridor receiving a much higher degree of traffic (see Figures 9.6B and C). However there is opportunity to enhance a low value landscape resource into something of far more benefit. Roadside planting and amenity areas will create new habitats and improved pedestrian environments can be created with access to the waterside which is not currently possible.

9.62 The landscape resource is considered to be low in sensitivity to change. As the magnitude of change will be high the landscape impact to LCA2 will be moderate and adverse during construction and operation.

Tuen Mun Road and Interchange traffic (SVR2)

9.63 Visual impacts to the existing transport corridor on Tuen Mun Road will be very noticeable as the new road alignment runs parallel and adjacent (see Figures 9.6B and C). The open views out to sea currently enjoyed by road users will be obscured during construction phase and further affected in the longer term, with the new viaduct sailing overhead, columns interrupting views and deck casting shade. This will be exacerbated on the sections where noise barriers are in place.

9.64 The magnitude of change of view for receivers is going to be high. The sensitivity of the viewer groups is medium owing to their large number but transitory nature. A moderate / significant adverse visual impact is predicted during construction and operation.

Siu Lam Ridge (LCA3)

9.65 The proposed works impinge little on the existing landscape character area and should provide slight adverse impacts during construction and operation.

Siu Lam Hospital (SVR3) / Siu Lam Psychiatric Centre (SVR4)

9.66 The main views out to the sea will be affected by the viaduct construction and noise mitigation measures. The noise mitigation measures on the viaducts will create far more visual intrusion than would otherwise be expected and will form the main visual impact. In addition, night time glare from lighting can be expected.

9.67 The magnitude of change of view for viewer groups at these SVRs is moderate. This is set against a moderate sensitivity to change resulting in an moderate visual impact during construction and operation.

Police Quarters (SVR5)

9.68 The project at Siu Lam interchange will be in proximity to viewer groups at this SVR leading to a high magnitude of change in this view (see Figure 9.6D). This is predominantly caused by the noise mitigation measures proposed in front of the facility which will create far more impact than would otherwise be expected. In addition, night time glare from lighting can be expected. The more distant view out across the bay to the Tai Lam Ridge to the south-east will be compromised in the long term with the new viaducts running across the line of the hills at eye level and their visual depth significantly increased by noise mitigation measures. The effects of this will be seriously compounded by the Route 10 Link Roads.

9.69 The magnitude of change of view for viewer groups at this SVR is high. This is set against a high sensitivity to change resulting in a significant adverse visual impact during construction and operation.

Poseidon Coast (SVR6)

9.70 South and West facing upper floors of the residential units look out to sea to the south. The foreground of this open view will be dominated by the construction of new viaducts and noise barriers at Siu Lam interchange and also in the middle and distance across Tai Lam Channel (see Figure 9.6E). This will be exacerbated by the future Route 10 link roads. Night time glare from lighting from both roads can be expected.

9.71 The magnitude of change of view for viewer groups at this SVR is moderate. This is set against a moderate sensitivity to change resulting in a moderate adverse visual impact during construction and operation.

Tai Lam Chung Valley (LCA4)

9.72 The proposed works impinge little on the existing landscape character area and should provide slight adverse impacts during construction and operation.

Seaman’s Training Centre (SVR7);

9.73 The viewer groups will experience a high magnitude of change owing to dominance of the Project in the foreground. This is set against a moderate sensitivity to change resulting in a moderate / significant adverse visual impact during construction and operation.

Tai Lam Chung CDA (SVR8);

9.74 The village of Tai Lam Chung itself was not designated as a SVR since the low-lying character of the valley precludes distant views due to development and vegetation. However the CDA between the nullah and Tai Lam Ridge is zoned to accept residential tower development and will have sweeping views over the valley and out to sea in the distance. It is likely that the magnitude of change will be influenced by the timing of the CDA development and the project. If the project is constructed first, the new road will already be an established feature in the landscape therefore there would be no change to views from the CDA development. However, adopting a worse case scenario, if the CDA development is constructed first then the magnitude of change would be moderate as the distance between the SVR location and the project is 500m but directly obscures the views to sea. Other possible developments which have not received planning permission have not been considered.

9.75 The worst case scenario magnitude of change of view for receivers is going to be moderate. With a moderate sensitivity to change a moderate adverse visual impact will result during construction and operation.

Customs and Excise Training School

9.76 The Customs and Excise Training School is hidden behind the existing trees on Castle Peak Road and is not a visual receiver. A low level of visual impact from the Route 10 Viaducts may be felt in the higher storeys of this development but it is not expected to be affected by the proposed Castle Peak Road viaducts.

Tai Lam Ridge (LCA5)

9.77 The proposed works impinge little on the existing landscape character area and should provide slight adverse impacts during construction and operation.

Ridge footpaths (SVR9)

9.78 Much of the foreground along Brothers Point is generally out of view due to the convex landform and steep drop in level to the road. However, users of the recreational walking routes atop Tai Lam Ridge will have a moderate degree of change upon distant and middle ground views caused by the construction of viaducts of Castle Peak Road and subsequent higher Route 10 Viaducts to Siu Lam and the north-west. These viaducts run in front of the nullah and a visually open foreshore making the high viaducts conspicuous. However, the residual impact of Castle Peak Road will become less significant when viewed with the visual impact of the Route 10 viaducts.

9.79 The magnitude of change of view for receivers is going to be moderate. This is set against a low sensitivity to change and will result in a slight/moderate adverse visual impact during construction and operation.

Table 9.7 Summary of Landscape Impacts
LCA Number	LCA Name	Magnitude of change and source of impact (see Table 9.7 for quantification of loss of landscape elements)	Sensitivity to change	Significance threshold of landscape impact during construction (refer to Table 9.3)	Significance threshold of landscape impact during operation (assuming no mitigation measures (refer to Table 9.3)
LCA1	Ma Wan Coastal Area	High Viaducts/Seawall	High	Significant Adverse	Significant Adverse
LCA2	Transport Corridor	High Roadworks/Slopeworks/Noise Barriers/	Low	Moderate Adverse	Moderate Adverse
LCA3	Siu Lam Ridge	No change	Moderate	No impact	No impact
LCA4	Tai Lam Chung Valley	No change	Moderate	No impact	No impact
LCA5	Tai Tam Ridge	No change	High	No impact	No impact

Table 9.8 Quantification of loss of landscape elements
Description and Location of Loss	Area (Ha)
Coastal and backshore vegetation	2.0
Amenity planting at Siu Lam Interchange	0.4
Tree planting along Castle Peak Road	0.1
Total Area	2.5

Table 9.9 Summary of Visual Impacts
SVR number	Location	Type of viewer group	Magnitude of change and source of impact	Sensitivity to change and visual intrusion	Significance threshold of visual impact during construction (refer to Table 9.4)	Significance threshold of visual impact during operation (assuming no mitigation measures)(refer to Table 9.4)
SVR1	Ma Wan Boat Traffic	Commuters, fishermen and tourists	High Road Structure/Noise Barriers/Viaducts/Lighting/ Seawall Traffic	Low	Moderate adverse	Moderate adverse
SVR2	Tuen Mun Road	Motorists	High Road Structure/Viaducts/Noise Barriers/Lighting	Moderate	Moderate / Significant adverse	Moderate / Significant adverse
SVR3	Siu Lam Hospital	Residents / Staff	Moderate Road Structure/Viaducts/Noise Barriers/Lighting	Moderate	Moderate adverse	Moderate adverse
SVR4	Siu Lam Psychiatric Centre	Residents / Staff	Moderate Road Structure/Viaducts/Noise Barriers/Lighting	Moderate	Moderate adverse	Moderate adverse
SVR5	Siu Lam Police Quarters	Residents / Staff	High Road Structure/Viaducts/Noise Barriers/Lighting	High	Significant adverse	Significant adverse
SVR6	Poseidon Coast residences	Residents / Staff	Moderate Road Structure/Viaducts/Noise Barriers/Lighting	Moderate	Moderate adverse	Moderate adverse
SVR7	Seaman’s Training Centre	Residents / Staff	High Road Structure/Viaducts/Noise Barriers/Lighting	Moderate	Moderate / Significant adverse	Moderate / Significant adverse
SVR8	Tai Lam Chung CDA	Future Residents (Upper level of buildings only)	Moderate Road Structure/Viaducts/Noise Barriers/Lighting	Moderate	Moderate adverse	Moderate adverse
SVR9	Ridge Footpaths	Hikers	Moderate Road Structure/Viaducts/Noise Barriers Traffic/Lighting	Low	Slight/Moderate Adverse	Slight / Moderate Adverse

Recommended Landscape Mitigation Measures

9.80 The assessment predicts a number of significant landscape and visual impacts, which are summarised in Tables 9.7 and 9.9. In order to mitigate these impacts, a number of on-site landscape mitigation measures are recommended for incorporation into the Project, subject to further studies during detailed design. The aim of the mitigation measures is twofold :

· to alleviate those landscape and visual impacts that are unavoidable through the engineering design;

· to enhance the existing landscape and visual context of the surrounding areas.

9.81 The mitigation measures are summarised in the following paragraphs in addition to the likely funding, implementation, management and maintenance agencies and will be in accordance with Appendix A to Works Branch Circular No 18/94, Management And Maintenance Of Both Natural Vegetation And Landscape Works. No off-site mitigation measures have been proposed.

9.82 Landscape mitigation measure 1 (LMM1) – Construction programming and management. The construction programme for the Project should be reduced to the shortest possible period, particularly in those locations where severe or high landscape and visual impacts are expected, e.g., coastal area and viaducts. Additionally, the periphery of the works areas at street level should be managed so that they do not appear cluttered, untidy and unattractive and inconvenient to pedestrians. For example, all hoarding should be colourfully designed with interesting motifs demonstrating the work of Highways Department. Hoarding with bland colours should be avoided.

Funding: Highways Department (HyD);

Implementation, management and maintenance: Contractor.

9.83 Landscape mitigation measure 2 (LMM2) - Advanced planting and erosion control works. Where possible, the stockpiling of topsoil, new planting and erosion control works should be carried out as early as possible in the construction period instead of at the end (refer to Figures 9.8A to E for proposed locations where this LMM is recommended). This will assist in maximising the time for carrying out new planting, resulting in a higher success rate for the establishment of new screen trees. Excavated topsoil will be stockpiled for re-use, on site if possible, in mounds of height no greater than 1.5 metres in height and for no longer than 12 months to prevent the build up of anaerobic conditions. These areas can be temporarily hydroseeded to minimise erosion and improve the visual appearance. Other techniques of stockpiling of topsoil in a manner that would avoid washing into the drainage scheme should be examined comprehensively.

Funding: HyD;

Implementation: Contractor

Management and maintenance during construction: Contractor;

Management during operation in accordance with Appendix A to WBTC 18/94.

9.84 Landscape mitigation measure 3 (LMM3) – Maximisation of amenity planting in road corridor (refer to Figures 9.8A to E for proposed locations where this LMM is recommended). Opportunities to incorporate significant amenity areas along the alignment should be maximised to provide visual relief in an otherwise congested traffic environment. The requirements of pedestrians are to be considered uppermost here as footpaths running adjacent to the Tuen Mun and Castle Peak Roads are in an unpleasant, windswept environment subject to the pollution of heavy passing traffic. Efforts to remove the footpath from the immediate road edge are to be incorporated whenever possible.

Funding: HyD;

Implementation: Contractor

Management and maintenance during construction: Contractor;

Management during operation in accordance with Appendix A to WBTC 18/94.

9.85 Landscape mitigation measure 4 (LMM4) –Design, materials and finishes of engineering structures. The quality of the design of all engineering structures, which will include viaducts, portals, parapets, piers, slip roads, noise barriers, noise enclosures and drainage systems are an important consideration and will need to be approved by ACABAS during detailed design (refer to Figures 9.8A to E for proposed locations where this LMM is recommended). They should be designed in accordance with HyD’s guidelines, but equally attention should be given to design modern and attractive structures. Correctional Services Department should be consulted about the design of an architectural screen adjacent to its low rise staff quarters. The design of the overall noise barrier structure should be elegant, and integrate together all the component parts eg supporting members, panels etc. The height of any members supporting the transparent view panels should be as low as possible, with spacing of these members as wide as practical. Horizontal edges should be kept to a minimum number and be as thin and slim as possible. Additionally the colour and surface treatment of all noise barrier materials should be as visually recessive as possible.

Funding: HyD;

Implementation: Contractor

Management and maintenance during construction: Contractor;

Management during operation in accordance with Appendix A to WBTC 18/94.

9.86 Landscape mitigation measure 5 (LMM5) – Maximisation of Woodland Planting on Disturbed land (refer to Figures 9.8A to E for proposed locations where this LMM is recommended). All land disturbed by construction should be restored to an equivalent standard or higher. Compensatory planting should be adopted for all felled trees. All felled mature trees which are considered to be high in environmental amenity, should be compensated by a similar size specimen. Where slopes or ground conditions prevent the planting of mature trees, other locations as close as possible to the location of the felled tree within the works area should be used. Existing woodland cleared by construction activity will also be replaced at a ratio of at least twenty trees planted for every tree felled. All planting on slopes should be in accordance with Works Branch Technical Circular 25/93.

Funding: HyD;

Implementation: Contractor

Management and maintenance during construction: Contractor;

Management during operation in accordance with Appendix A to WBTC 18/94.

9.87 Landscape mitigation measure 6 (LMM6) – Urban area under-viaduct hard and soft landscape works. Where viaducts result in sterilised space under viaducts, extensive hard and soft landscape works should be provided to enhance and restore the function of the land, including creepers and climbers on retaining walls and supporting columns (refer to Figures 9.8A to E for proposed locations where this LMM is recommended).

Funding: HyD;

Implementation: Contractor

Management and maintenance during construction and operation in accordance with Appendix A to WBTC18/94.

9.88 A detailed landscape design will be prepared and issued to all management and maintenance agencies, particularly LCSD, for approval prior to implementation (refer to Figures 9.8A to E for proposed locations where the detailed landscape design is recommended). In particular, the following design parameters should be observed:

· Proper and adequate automatic irrigation systems with lockable water points are required at planting locations which are difficult to access or are considered feature planting areas.

· Adequate, safe and convenient access and drop off points/ lay-bys to soft landscaping areas for maintenance vehicles should be provided.

· Planter beds should be of good drainage with minimum soil depth of 1,200 mm for trees and 600 mm for shrubs, etc.

· Planter beds are preferably placed under direct sunlight. Sufficient illumination for plant growth should also be provided.

· The minimum headroom for planting areas under flyovers is 2,000 mm unless such areas are less than 2,000 mm in width and situated adjacent to access paths.

· Planter beds should preferably be in continuous form with an internal width of at least 1,000 mm.

· Planter beds within central dividers or elevated roads’ decks should have a minimum internal width of 1,000 mm.

Residual Impacts and Acceptability of Development

Ma Wan Coast (LCA1)

(No Landscape Mitigation Measures)

9.89 Approximately 2.0ha of backshore vegetation will be lost within LCA1 replaced by the new reclamation and road corridor. The opportunities for effective mitigation measures to reduce the residual landscape impact have not been included. The design of the reclamation structures do not allow for significant or varied planting outwith the seawall and it is not feasible to provide suitable potential habitats within the rock armour. Residual impacts remain significant adverse.

Ma Wan Boat Traffic (SVR1)

LMM 1, 2, 3, 4, 5, and 6

9.90 Visual impacts will be long term since effective mitigation of the viaducts to reduce visibility is not possible and the visual impact is exacerbated by the addition of noise mitigation barriers resulting in significant and adverse residual landscape impacts (see Figure 9.6A). While a number of mitigation measures have been proposed for the appearance of the viaducts and seawalls, the opportunities for substantial reduction of visual impact are otherwise extremely limited. The integration of the seawall visually in plan or elevation and the strong engineering form has no variation in height nor does it respond to the natural coastline and mountain forms around it owing to design restrictions. The linear roadside planting will be extremely limited in its ability to reduce any visual impacts in the long term. There is no ability for coastal margin species to invade and mitigate the seawall construction. It has been concluded that the residual visual impact will remain moderate adverse.

Transport corridor (LCA2)

LMM 1, 2, 3, 4 and 5

9.91 Extensive planting of the roadside and creation of amenity areas will create an immediate landscape environment. This will mature in time to provide robust links to the surrounding woodland environment and provide significantly increased amenity value and landscape resource. For this reason, the remedial landscape impact is considered to become slightly beneficial over time as the planting matures and establishes (see Figure 9.6B).

Tuen Mun Road and Interchange traffic (SVR2)

LMM 1, 2, 3, 4 and 5

9.92 The compensatory planting on the reclamation for Castle Peak Road between Ka Loon Tsuen and Brothers Point will create an immediate landscape environment. The planting will mature of time to provide significantly increased visual amenity along this section of the road corridor. The viaduct section will however continue to give long term significant adverse visual impact. Careful design of the engineering elements and in particular with the extensive noise mitigation measures may help to reduce the immediate visual impact at Day1 from moderate / significant adverse to moderate adverse whilst the planting mitigation may reduce this further to moderate / slight adverse by Year 10. (see Figure 9.6B).

Siu Lam Ridge (LCA3)

(No Landscape Mitigation Measures)

9.93 The proposed works do not impinge on the landscape character area.

Siu Lam Hospital (SVR3) / Siu Lam Psychiatric Centre (SVR4)

LMM 1, 2, 3 and 4

9.94 The main views out to the sea will be affected by the viaduct construction and noise mitigation measures. The noise mitigation measures on the viaducts will create far more visual intrusion than would otherwise be expected and will form the main visual impact. While a number of recommendations have been made regarding the design of these structures resulting in a limited reduction in visual impact, the opportunities for more substantive reduction is otherwise extremely limited. Therefore the residual visual impacts will reduce only slightly from moderate adverse to moderate / slight adverse at these locations.

Police Quarters (SVR5)

LMM 1, 3, 4 and 5

9.95 The project at Siu Lam interchange will be in proximity to this SVR leading to significant adverse visual impact on viewer groups. This is predominantly caused by the noise mitigation measures proposed in front of the facility. While a number of recommendations have been made regarding the design of these structures resulting in a limited reduction in visual impact, the opportunities for more substantive reduction is otherwise extremely limited. Therefore the residual visual impacts will reduce only slightly from significant adverse to moderate / significant adverse at this location.

Poseidon Coast (SVR6)

LMM 1, 3, 4 and 5

9.96 The views from this SVR will become obscured with the construction of new viaducts and noise barriers in the foreground at Siu Lam interchange and also in the middle and distance across Tai Lam Chung Channel. The proposed Route 10 viaducts will exacerbate this visual impact. While a number of recommendations have been made regarding the design of these structures resulting in a limited reduction in visual impact, the opportunities for more substantive reduction is otherwise extremely limited. Therefore the residual visual impacts will reduce only slightly from moderate adverse to slight/moderate adverse at this location.

Tai Lam Chung Valley (LCA4)

(No Landscape Mitigation Measures)

9.97 The proposed works impinge little on the existing landscape character area and should provide negligible adverse or beneficial impacts.

Seaman’s Training Centre (SVR7);

LMM 1 and 4

9.98 The project will be in immediate proximity to this SVR with the viaduct construction over the Tai Lam nullah. While a number of recommendations have been made regarding the design of these structures resulting in a limited reduction in visual impact, the opportunities for more substantive reduction is otherwise extremely limited. Therefore the residual visual impacts will reduce only slightly from moderate/significant adverse to moderate adverse during operation at this location.

Tai Lam Chung CDA (SVR8);

LMM 4

9.99 Owing to the distance from this SVR to the Project, the effects of the recommendations regarding the design of these structures will be limited. Therefore the residual visual impacts will remain slight/moderate adverse at this location during operation.

Customs and Excise Training School

9.100 The Customs and Excise Training School is hidden behind the existing trees on Castle Peak Road and is not a visual receiver. A low level of visual impact from the Route 10 Viaducts may be felt in the higher storeys of this development but it is not expected to be affected by the proposed Castle Peak Road viaducts.

Tai Lam Ridge (LCA5)

(No Landscape Mitigation Measures)

9.101 The proposed works impinge little on the existing landscape character area and should provide no adverse or beneficial impacts during operation.

Ridge footpaths (SVR9)

LMM 1, 2, 4 and 5

9.102 Owing to the distance from this SVR to the Project, the effects of the recommendations regarding the design of these structures will be limited. As the compensatory planting works of LMM 5 come into effect a further reduction of residual impacts should take place resulting in a Year 10 slight adverse residual impact.

9.103 Tables 9.10, 9.11 and 9.12 on the following pages summarise the predicted residual landscape and visual impacts assuming the landscape mitigation measures are incorporated into the Project.

Table 9.10 Summary of Landscape Loss and Compensation
Description and Location of Loss	Area (Ha)	Location of compensatory woodland and amenity planting (refer to 9.8A to E)	Area of compensatory planting (Ha)
Coastal and backshore vegetation	2.0	Amenity planting zones separating the new road alignment	1.59
Amenity planting at Siu Lam Interchange	0.4	Woodland planting areas disturbed land and old road alignment and adjacent amenity tree and shrub planting	1.04
Tree and shrub planting along Castle Peak Road	0.1
Total Area	2.5	Total Area	2.63

9.104 The tables indicate that in general the proposed landscape mitigation measures would reduce the levels of landscape and visual impacts to some extent. However, there is a net gain of 0.13ha of trees and shrubs. The proposed mitigation measures to reduce landscape impacts will be increasingly effective at Year 10 of operation onwards.

Table 9.11 Summary of Residual Landscape Impacts
LCA Number	LCA Name	Significance of landscape impact during construction assuming no mitigation measures (refer to Tables 9.7 and 9.8)	Significance of landscape impact during operation assuming no mitigation measures (refer to Tables 9.7 and 9.8)	Proposed Mitigation Measures (refer to Figures 9.8A to 9.8E)	Significance of landscape impact during operation assuming mitigation measures are incorporated into Project – DAY1	Significance of landscape impact during operation assuming mitigation measures are incorporated into Project – YEAR 10
LCA1	Ma Wan Coastal Area	Significant Adverse	Significant Adverse	-	Significant Adverse	Significant Adverse
LCA2	Transport Corridor	Moderate Adverse	Moderate Adverse	LMM 1, 2, 3, 4 and 5	Slight Adverse	Slight Beneficial
LCA3	Siu Lam Ridge	No impact	No impact	-	No impact	No impact
LCA4	Tai Lam Chung Valley	No impact	No impact	-	No impact	No impact
LCA5	Tai Tam Ridge	No impact	No impact	-	No impact	No impact

Table 9.12 Summary of Residual Visual Impacts
SVR Number	SVR Name	Significance of visual impact during construction assuming no mitigation measures (refer to Table 9.9)	Significance of visual impact during operation assuming no mitigation measures (refer to Table 9.9)	Proposed Mitigation Measures (refer to Figures 9.8A to 9.8E)	Significance of visual impact during operation assuming mitigation measures are incorporated into Project – DAY 1	Significance of visual impact during operation assuming mitigation measures are incorporated into Project – YEAR 10
SVR1	Ma Wan Boat Traffic	Moderate adverse	Moderate adverse	LMM 1, 2, 3, 4, 5, and 6	Moderate adverse	Moderate adverse
SVR2	Tuen Mun Road	Moderate/Significant adverse	Moderate/Significant adverse	LMM 1, 2, 3, 4 and 5	Moderate adverse	Slight / Moderate adverse
SVR3	Siu Lam Hospital	Moderate adverse	Moderate adverse	LMM 1, 2, 3 and 4	Moderate Adverse	Slight /Moderate Adverse
SVR4	Siu Lam Psychiatric Centre	Moderate adverse	Moderate adverse	LMM 1, 2, 3 and 4	Moderate Adverse	Slight /Moderate Adverse
SVR5	Siu Lam Police Quarters	Significant adverse	Significant adverse	LMM 1, 3, 4 and 5	Moderate/Significant Adverse	Moderate/Significant Adverse
SVR6	Poseidon Coast Residences	Moderate Adverse	Moderate Adverse	LMM 1, 3, 4 and 5	Slight/Moderate Adverse	Slight /Moderate Adverse
SVR7	Seaman’s Training Centre	Moderate/Significant Adverse	Moderate/Significant Adverse	LMM 1 and 4	Moderate Adverse	Moderate Adverse
SVR8	Tai Lam Chung CDA	Moderate adverse	Moderate adverse	LMM 4	Slight/Moderate Adverse	Slight/Moderate Adverse
SVR9	Ridge Footpaths	Slight/Moderate Adverse	Slight / Moderate Adverse	LMM 1, 2, 4 and 5	Slight/Moderate Adverse	Slight Adverse

Conclusion

9.105 The major findings of the LVIA are as follows:

· The majority of the baseline condition of the study area is considered to be of local importance, with the exception of a small part of the study area in the Tai Lam Country Park which is of regional importance.

· No areas designated with a landscape zoning such as country park, open space or green belt would be affected by the Project and therefore the Project is compatible with the Government’s statutory planning framework in terms of landscape conservation.

· The Project would result in the loss of approximately 2.0ha of coastal vegetation, 0.5ha of roadside vegetation and affects 1.6ha of open sea under viaducts. Compensatory planting will provide 2.63ha of roadside and amenity planting, resulting in a net gain of 0.131.63ha of trees and shrubsvegetation.

· The introduction of the Project into the study area will result in mainly in moderately adverse to slightly beneficial landscape impacts assuming mitigation measures are incorporated into the scheme. The moderately adverse landscape impact will occur along the Ma Wan coastal area, while there will be a slightly beneficial landscape impact along the Tuen Mun Road corridor.

· The introduction of the Project into the study area will result mainly in moderately adverse visual impacts assuming mitigation measures are incorporated into the scheme. The incorporation of visual mitigation measures into the Project will reduce all of the moderate/significant visual impacts to moderate levels.

· The viewer group at SVR5 Siu Lam Police Quarters will experience moderate/significant adverse levels of residual visual impact.

· The significance of the proposals in visual terms is changed considerably with the construction of the Route 10 Link Roads should they proceed. The baseline condition will be changed to a point where the visual implications become far less significant in terms of magnitude of change. However the cumulative impact of the two projects together will be significantly more adverse.

9.106 Based on findings summarised above, the landscape and visual impacts of the proposed road are considered to be acceptable with mitigation measures despite the likelihood that some viewer groups, particularly at SVR5, will experience a noticeable degradation to the baseline visual resources and the quality of the existing landscape resources will be diminished. The level of degradation and loss of landscape resources is not considered so severe or excessive so as to constitute unacceptable landscape or visual impacts. However, a key landscape design issue during detailed design will be the need for a high level of co-ordination and liaison between the parties within the future consultant to ensure that all recommended mitigation measures are effectively incorporated into the Project, particularly with regard to visual impact on viewer groups at SVR5. The proposed works would not be acceptable in landscape and visual terms if these mitigation measures are not incorporated.