8. LANDSCAPE AND VISUAL IMPACTS

8.1 Introduction

8.1.1 This chapter of the report outlines the landscape and visual impacts associated with the construction of Roads P2, D1, D8 and D10 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.

8.1.2 The assessment includes:

§ A listing of the relevant environmental legislation and guidelines;

§ a definition of the scope and contents of the study, including a description of the assessment methodology;

§ a review of the relevant planning and development control framework;

§ a baseline study providing a comprehensive and accurate description of the baseline landscape and visual character;

§ recommendation of appropriate mitigation measures and associated implementation programmes; and

§ identification of the potential landscape and visual impacts and prediction of their magnitude and potential significance, before and after the mitigation measures.

§ a prediction of the overall acceptability, or otherwise, of the impacts according to the five criteria in Annex 10 of the EIAOTM.

8.2 Environmental Legislation and Guidelines

8.2.1 The following legislation, standards and guidelines are applicable to the evaluation of landscape and visual impacts associated with the construction and operation of the Roads P2, D1, D8 and D10:

§ Environmental Impact Assessment Ordinance (Cap.499.S.16) and the Technical Memorandum on EIA Process (EIAO TM), particularly Annexes 10, 11, 18, 20 and 21;

§ Territorial Development Strategy Review (1998);

§ Approved Tseung Kwan O Outline Zoning Plan No. S/TKO/10 dated 25 May 2001 under the Town Planning Ordinance;

§ Hong Kong Planning Standards and Guidelines;

§ WBTC No. 18/94 - Management and Maintenance of both Natural Vegetation and Landscape Works; and

§ WBTC No. 24/94 [PELBTC No. 3/94] – Tree Preservation.

8.2.2 In addition, reference has been made to:

§ MTR Tseung Kwan O Line, Tseung Kwan O Area 86 CDA, Modification of the Approved Master Layout Plan; Submission under Section 16/4A Town Planning Ordinance, Revision I, December 1999;

§ Tseung Kwan O Town Centre Layout Plan (areas 45,47,50, 51 55, 56, 57, 59, 65, 66, 67 & 68) L/TKO-66/1 Explanatory Statement, September 1999;

§ Tiu Keng Leng Layout Plan (including Areas 72, 73 & 74 Tseung Kwan O) L/TKO-73/2 Explanatory Statement, September 1999; and

§ Planning with Vision – Tseung Kwan O, Planning Department 1999.

8.3 Scope and Content of the Study

Nature and Extent of Project

8.3.1 The nature and extent of the Roads P2, D1, D8 and D10 is described in detail in Chapter 2 of this report. This extent is illustrated in Figure 8.6.1.

Limits of the Study Area

8.3.2 The limit of the landscape impact study is 500m on either side of the limit of Roads P2, D1, D8 and D10. The limits of the visual impact studies are the zones of visual influence (ZVIs) of the Roads P2, D1, D8 and D10 during the construction and operation phases, which are illustrated in Figures 8.5.7 and 8.5.11.

Assessment Methodology

8.3.3 Landscape and visual impacts have been assessed separately for the construction and operational phases. Two assessments have been carried out in the operation phase – Assessment 1 – Worst Case Scenario (with further development), and Assessment 2 – Committed Development.

8.3.4 The assessment of landscape impacts has involved the following procedures.

§ Identification of the baseline landscape resources (physical and cultural) and landscape character found within the study area. This has been achieved by site visit and desk-top study of topographical maps, information databases and photographs.

§ Assessment of the degree of sensitivity to change of the landscape resources. This is influenced by a number of factors including whether the resource is common or rare, whether is considered to be of local, regional, national or global importance, and 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 the physical extent of the impact, the landscape and visual context of the impact, and the time-scale of the impact - i.e. whether it is temporary (short, medium or long term), permanent but potentially reversible, or permanent and irreversible. Landscape impacts have been quantified wherever possible.

§ Identification of potential landscape mitigation measures. These may take the form of adopting alternative designs or revisions to the basic engineering and architectural design to prevent and/or minimise adverse impacts; remedial measures such as colour and textural treatment of building features; and compensatory measures such as the implementation of landscape design measures (e.g. tree planting, creation of new open space etc) to compensate for unavoidable adverse impacts and to attempt to generate potentially beneficial long term impacts. A programme for the mitigation measures is provided. The agencies responsible for the implementation, management and maintenance of the mitigation measures are identified and their approval-in-principle has been sought.

§ Prediction of the significance of landscape impacts before and after the implementation of the mitigation measures. By synthesising the magnitude of the various impacts and the sensitivity of the various landscape resources it is possible to categorise impacts in a logical, well-reasoned and consistent fashion. Table 8.1 shows the rationale for dividing the degree of significance into four thresholds, namely substantial, moderate, slight and insubstantial depending on the combination of a negligible-small-intermediate-large magnitude of impact and a negligible-low-medium-high degree of sensitivity of landscape resource. Note that a neglible magnitude or sensitivity will always result in an insubstantial impact.

§ Prediction of Acceptability of Impacts. An overall assessment of the acceptability, or otherwise, of the impacts according to the five criteria set out in Annex 10 of the EIAOTM.

Table 8.1 Relationship between Receptor Sensitivity and Impact Magnitude in Defining Impact Significance

	Large	Slight/Moderate	Moderate/ Substantial	Substantial
Magnitude of Impact	Intermediate	Slight/Moderate	Moderate	Moderate/ Substantial
	Small	Insubstantial/ Slight	Slight/Moderate	Slight/Moderate
	Negligible	Insubstantial	Insubstantial	Insubstantial
		Low	Medium	High
		Receptor Sensitivity (Landscape Resource, Landscape Character Area or VSR)

8.3.5 The assessment of visual impacts has involved the following procedures.

§ Identification of the Zones of Visual Influence during the construction and operational phases of Roads P2, D1, D8 and D10. This is achieved by site visit and desk-top study of topographic maps and photographs.

§ Identification of the Visually Sensitive Receivers (VSRs) within the ZVIs at construction and operational phases. These are the people who would reside within, work within, play within, or travel through, the ZVIs.

§ Assessment of the degree of sensitivity to change of the VSRs. This relates to whether the person is at home, at work, at play, or travelling. Those who view the impact from their homes are considered to be highly sensitive as the attractiveness or otherwise of the outlook from their home will have a substantial effect on their perception of the quality and acceptability of their home environment and their general quality of life. Those who view the impact from their workplace are considered to be only moderately sensitive as the attractiveness or otherwise of the outlook will have a less important, although still material, effect on their perception of their quality of life. The degree to which this applies depends on whether the workplace is industrial, retail or commercial. Those who view the impact 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 the visual context of source of the impact, the duration of the impact, the distance of the source of impact from the viewer, the degree of visibility of the impact, and the degree to which the impact dominates views available to the viewer.

§ 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. A programme for the mitigation measures is provided. The agencies responsible for the implementation, management and maintenance of the mitigation measures are identified and their approval-in-principle has been sought.

§ Prediction of the significance of visual impacts before and after the implementation of the mitigation measures. By synthesising the magnitude of the various visual impacts and the sensitivity of the VSRs, and the numbers of VSRs that are affected, it is possible to categorise the degree of significance of the impacts in a logical, well-reasoned and consistent fashion. Table 8.1 shows the rationale for dividing the degree of significance into four thresholds, namely substantial, moderate, slight and insubstantial depending on the combination of a negligible-small-intermediate-large magnitude of impact and a negligible-low-medium-high degree of sensitivity of VSRs. Consideration is also be given to the relative numbers of affected VSRs in predicting the final impact. Note that a neglible magnitude or sensitivity will always result in an insubstantial impact.

§ Prediction of Acceptability of Impacts. An overall assessment of the acceptability, or otherwise, of the impacts according to the five criteria set out in Annex 10 of the EIAOTM.

8.3.6 In addition, the following assumptions have been made in the assessment:

§ Funding, implementation, management and maintenance of the mitigation proposals can be satisfactorily resolved. 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 8.6 and 8.9. Approval-in-principle to the implementation, management and maintenance of the proposed mitigation measures has been sought from the appropriate authorities.

§ The assessment of landscape and visual impacts during the operation phase is based on the assumption that the development of the land adjacent to Roads P2, D1, D8 and D10 proceeds as indicated by the TKO OZP Plan No. S/TKO/10 dated 25 May 2001.

8.4 Planning and Development Control Framework

8.4.1 A review has been undertaken of the current planning goals and objectives, statutory land-use and landscape planning designations for the Study Area. The background of the planning review is detailed in Section 2.1.

8.4.2 In the case of Assessment 1 – Worst Case Scenario, there would be a need to revise the OZP to include the possible further development.

8.4.3 In the case of Assessment 2 – Committed Development, there is no need to make any amendment to the current OZP to accommodate the proposals.

8.5 Baseline Study

Physical Landscape Resources

8.5.1 The baseline landscape characteristics within the landscape impact study area are mapped in Figure 8.5.1. Photo views illustrating the landscape and visual characteristics are illustrated in Figures 8.5.2 to 8.5.6 inclusive. These photo views show features within the visual impact study area, which includes, and extends beyond, the landscape impact study area.

Landform

8.5.2 Tseung Kwan O New Town and its new extension under construction are built on flat reclaimed land from Tseung Kwan O Bay. Hills surround the town to the north, east and west and the sea (Tseung Kwan O Bay) lies to the south. These hills (which are outside the landscape impact study area, but within the visual impact study area) form a distinctive and attractive scenic backdrop to the town. To the east the hills rise to over 300m with Devils Peak (222m), Chui Keng Wan Shan (247m), Black Hill (304m), Mau Wu Shan (233m) and Tai Sheung Tok (419m) forming peaks in an undulating ridgeline. To the north Razor Hill (432m) forms the backdrop and in the east the skyline of the Clear Water Bay Peninsula is punctuated by Sheung Yeung Shan (260), High Junk Peak (344m) Tin Ha Shan (273m) and Fat Tong Chau (100m).

8.5.3 Within the landscape impact study area, the landform is predominantly artificial, comprising the flat reclamation areas of the new town, and the gently domed Tseung Kwan O Landfill Phase 1 in Area 77. The only natural landforms within the landscape study area are a rocky knoll in Area 47 and the lower slopes of the surrounding hills which extend into the western and eastern edges of the study area. These latter slopes have been partly modified with steep cut-slopes to enable the formation of roads and platforms serving the new town development. The prominent rocky knoll in Area 47 rises from sea level to 50mPD, overlooks the Eastern Drainage Channel and forms the most distinctive topographical element in the landscape impact study area. None of the areas of natural topography in the landscape impact study area are affected by the works.

Drainage

8.5.4 There are no significant natural drainage systems within the landscape impact study area. The only visible drainage feature is the Eastern Drainage Channel. All other drainage within the reclamation area is culverted. The Eastern Drainage Channel is approximately 1000m long and 80m wide and is a remnant of the old Tseung Kwan O Bay that has been retained as a water body in the town layout for its aesthetic qualities as well as its drainage function. Proposals to provide attractive landscape treatment to the eastern drainage channel were endorsed by CPLD in September 2000.

Vegetation

8.5.5 Within the landscape impact study area, existing natural vegetation is confined to the lower slopes of the surrounding hillsides and the rocky knoll in Area 47 and consists of grassy shrubland with one small isolated woodland area (approx. 2 Ha) in Area 128 on the lower slopes of Pau Toi Shan. None of these areas of natural vegetation are affected by the proposed works.

8.5.6 Within the landscape impact study area, the reclamation area is generally devoid of existing vegetation with the exception of the planting works associated with completed development in Areas 55, 56 and 57 in the northern edge of the study area. None of these plantings are affected by the proposed works.

8.5.7 The landfill area in Area 77 and the peripheral cut slopes adjacent to the reclamation have been hydroseeded in the interests of stability and visual mitigation.

8.5.8 In Assessment 1 - Worst Case Scenario, there would be construction works along the planned Road D1 (East-West section) in order to create noise mitigation measures for development to the south of Road D1. By the time such construction works are undertaken, trees and shrubs would have been planted in the amenity strips alongside Road D1. Therefore, in Assessment 1 - Worst Case Scenario, these future trees and shrubs are considered as a landscape resource (LR1) which is categorised as having a medium sensitivity to change owing to the fact that the trees may have been planted for several years by the time the works are undertaken, but would not yet have reached full maturity.

Human and Cultural Landscape Resources

Buildings and Settlements

8.5.9 Existing urban developments are found to the north of the proposed roads, including Beverly Garden in Area 55 and Tong Ming Court in Area 57. A number of developments are currently under construction. These include a PSPS development in Area 65 south of Road D4; the private development ‘Oscar By the Sea’ within Area 51 located north of the landfill site; ‘Ocean Shores’ in Area 72, south of Road D8; and the MTR development ‘Dream City’ in Area 86, west of Wan Po Road. Areas 66, 67 and 68 are currently being reclaimed. These three Areas will provide district open space, residential uses (R(A)) and schools. A promenade is proposed to the south of Road D1, along the waterfront. The landfill site in Area 77 is currently being restored and will provide recreational facilities in the long term.

Infrastructure

8.5.10 The roads under assessment will form an extension to the existing TKO road system serving the newly reclaimed areas. They will form part of the overall TKO transport infrastructure which includes 5 MTR stations connecting to Lam Tin, a footpath and cycleway network integrated with the public open space network and ferry services from the waterfront at Area 68. External access to and from TKO will be mainly via Tseung Kwan O Tunnel and the proposed Western Coast Road, supplemented by Po Lam Road and the improved Hang Hau Road connecting to Clear Water Bay. The Road D10 bridge connection over the Eastern Drainage Channel will reinforce the east-west open space corridor by linking the amenity space at area 77 with the planned open spaces along the Area 68 waterfront and the western side of the drainage channel. The Cross Bay Link has been planned south of Area 86 to divert traffic from the industrial area to East Kowloon.

Special landscape Features

8.5.11 There are no special landscape features.

Landscape Character Areas

8.5.12 Several landscape character areas have been identified within the landscape impact study area. These are described below and indicated on Figure 8.5.1 Baseline Landscape Conditions.

Landscape Character Area No.1 – Lower Slopes of Pau Toi Shan

8.5.13 This character area is designated Green Belt and comprises the natural lower slopes of Pau Toi Shan and the cut slopes in Area 128, west of Area 72. The natural topography and vegetation cover form a strong visual contrast to the built form of the town and the zone is considered a high quality character area with a high sensitivity to change.

Landscape Character Area No.2 – Lower Slopes of Ng Kwai Shan

8.5.14 This character area is designated Green Belt and comprises the natural lower slopes of Ng Kwai Shan in Area 125. The natural topography and vegetation cover form a strong visual contrast to the built form of the town and the zone is considered a high quality character area with a high sensitivity to change.

Landscape Character Area No.3 – Lower Slopes of Pak Shing Kok

8.5.15 This character area is designated Green Belt and comprises the natural lower slopes of Pak Shing Kok, and the cut slopes adjacent to Wan Po Road, in Area 108. The natural topography and vegetation cover form a strong visual contrast to the built form of the town and the zone is considered a high quality character area with a high sensitivity to change.

Landscape Character Area No.4 – Lower Slopes of Tiu Yue Yung

8.5.16 This character area is designated Green Belt and comprises the natural lower slopes of High Junk Peak (Tiu Yue Yung), and the cut slopes adjacent to the Sewage Treatment Works, in Area 103. The natural topography and vegetation cover form a strong visual contrast to the built form of the town and the zone is considered a high quality character area with a high sensitivity to change.

Landscape Character Area No.5 - Vegetated Knoll (Area 47)

8.5.17 Area 47 is an existing vegetated knoll which rises from sea level to 50 metres, and is separated from the adjacent hillsides by the Wan Po Road cutting. It is a prominent vertical landform in the context of the surrounding level reclamation to the west and its natural vegetation cover reinforces its visual and landscape value in a predominantly man-made environment. This LCA is designated Green Belt. It is considered to be of high landscape quality and its sensitivity to change is assessed as high.

Landscape Character Area No.6 – TKO Existing Urban Area

8.5.18 The TKO existing urban zone lies to the north of Road D4 and consists of the recent new high-rise developments of Tong Ming Court, Sheung Tak Estate and Beverly Gardens, associated Government and Institutional developments and public open space. It is zoned R(A) and G/IC. The area is assessed as a medium quality character area with a medium sensitivity to change.

Landscape Character Area No.7 – New Reclamation Area

8.5.19 This character area comprises recently reclaimed land on which extensive construction work is currently underway, associated with the new MTR, new roads and building developments. It is considered to be of negligible landscape quality and negligible sensitivity to change. However, the area will gradually transform into a higher quality urban environment of built-forms, streetscapes and civic spaces as the TKO New Town plan is implemented. Consequently, it should ultimately have a medium landscape quality and medium sensitivity to change.

Landscape Character Area No.8 – Area 77 Landfill

8.5.20 The Area 77 Landfill forms a distinctive character zone demarcated by the Eastern Drainage Channel to the west, Wan Po Road to the east and the Area 86 CDA to the south. In contrast to the flat reclamation areas this area has a gently domed profile rising away from the sea towards the hills and it is visually prominent. It currently supports grass cover but will be developed into a district open space with recreational facilities and will form a “green lung” for the dense urban development to the west and south. This area is considered to currently be of medium landscape quality and medium sensitivity to change. In the long term it should be of high landscape quality and high sensitivity to change.

Landscape Character Area No.9 – G/IC Area in Area 106

8.5.21 This character comprises the formed slopes and platforms rising to the east of Wan Po Road, south of the junction with Road D6. It is zoned G/IC and possesses low landscape quality and low sensitivity to change.

Landscape Character Area No.10 – Area 86 CDA

8.5.22 The character area comprises the reclamation in Area 86 which is currently being developed by the MTRC as “Dream City”. The area is flat with no features of any landscape interest and is currently undergoing intense construction activity. It therefore currently has negligible landscape quality and sensitivity to change. However, with the creation of the MTRC development, the area will transform into a higher quality urban environment. Consequently, it should ultimately have a medium landscape quality and medium sensitivity to change.

Landscape Character Area No.11 – Tseung Kwan O Bay

8.5.23 The LCA is applicable to the base condition for the Construction Phase and the Operation Phase Assessment 2. The open expanse of water forming Tseung Kwan O Bay is a character zone of high landscape value providing a dramatic visual contrast to the rising natural and man-made forms of the uplands and TKO. The bay affords an open visual aspect to the south from the dense urban centre of TKO across to Hong Kong Island. It is considered to have high sensitivity to change. For the purposes of this assessment, the southern boundary of this LCA in the operation phase is considered to be the Cross Bay Link. In the Operation Phase Assessment 1, this LCA would be replaced by possible future development (see LCA11A below).

Landscape and Visual Character Area No.11A – Possible Further Development Southwards to Cross Bay Link

8.5.24 Assessment 2 involves the possible future development of the reclamation in Tseung Kwan O Bay as far south as the Cross Bay Link. This would be developed as an urban area with commercial/residential development, G/IC facilities and open space, and it is considered that it would eventually possess a medium landscape quality and a medium sensitivity to change. This LCA would only be relevant for consideration in the context of the operation phase of Roads, P2, D1, D8 and D10

Landscape Character Area No.12 – Eastern Drainage Channel

8.5.25 The open expanse of water of the Eastern Drainage Channel in Area 52 provides a distinct landscape character to the eastern area of TKO and is planned to form the focus for an open space corridor. The channel is considered to be currently of low landscape quality and the edges of the channel are considered of low sensitivity to change, due to the fact that they have not yet undergone any landscape treatment and comprise sloping rubble revetment seawalls of large, loosely placed boulders. The exception to this is the short stretch (~200m) of ‘natural’ coastline adjacent to the rocky knoll in Area 47 which is considered to be of high sensitivity, but this stretch will not be affected by the proposed road works. With the future development of the open space corridor along the edge of Eastern Drainage Channel, it is considered that both the landscape quality and the sensitivity to change will increase to high.

Landscape and Visual Character Area No.13 – Areas 50 and 51

8.5.26 This landscape character area comprises the area being developed as high-rise residential development and G/IC development, located between the vegetated knoll in Area 47 and the landfill in Area 77. It is currently under construction and has a low landscape quality and sensitivity to change. However, upon completion the landscape quality should increase to a medium landscape quality and medium sensitivity to change.

Landscape and Visual Character Area No.14 – Area 85

8.5.27 This landscape character area comprises the industrial area and Sewage Treatment Works east of Wan Po Road, opposite Area 86. It currently has low landscape quality and low sensitivity to change. However, the northern portion of the area is zoned for residential and G/IC development and it can be expected that the landscape quality and sensitivity will both increase to medium in the future.

Landscape Sensitivity to Change

8.5.28 The landscape character areas and landscape resources that would be impacted during the construction phase, together with their sensitivity to change, would be the same for Assessments I and 2, with the exception of the additional construction impacts on LCA7 and LR1 that are associated with Assessment 1. They are listed in Table 8.2, and illustrated in Figure 8.6.2.

8.5.29 The landscape character areas that would be impacted in the operation phase would be the same for Assessments 1 and 2. They are listed, together with their sensitivity to change, in Table 8.3, and illustrated in Figures 8.7.4. For ease of reference and co-ordination between text, tables and figures each affected landscape resource is given an identity number.

Table 8.2 List of the Landscape Resources affected during Construction Phase

Identity No. of Landscape Resource	Impact on Landscape Resource / Landscape Character Area	Sensitivity to Change (Negligible, Low, Medium, High)
LCA7	Impact on character of TKO New Reclamation Area	Negligible
LCA8	Impact on character of Area 77 Landfill	Medium
LCA10	Impact on character of Area 86	Negligible
LCA12	Impact on character of Eastern Drainage Channel	Low
Additional Construction Impacts for Assessment 1 - Worst Case Scenario
LCA7	Impact on character of future Road D1 corridor within TKO New Reclamation Area	Medium
LR1	Impact on future Trees and Shrubs in planned Amenity Areas along Road D1	Medium

Table 8.3 List of the Landscape Resources affected during Operation Phase – Assessments 1 and 2

Identity No. of Landscape Resource	Impact on Landscape Resource / Landscape Character Area	Sensitivity to Change (Negligible, Low, Medium, High)
LCA7	Impact on planned character of TKO New Reclamation Area	Medium
LCA8	Impact on planned character of Area 77 Landfill	High
LCA10	Impact on planned character of Area 86	Medium
LCA12	Impact on planned character of Eastern Drainage Channel	High

Zone of Visual Influence (ZVI)

8.5.30 The ZVI will vary between the construction phase and operational phase. In addition, the ZVI for the operational phase will vary between Assessments 1 and 2. The three resulting ZVIs are described below.

Construction Phase

8.5.31 The ZVI for the construction phase is illustrated in Figures 8.5.7 and 8.5.8. It will extend along the ridgeline of the hills enclosing the west side of Tseung Kwan O from Lei Yue Mun Point over Devil’s Peak, Chiu Keng Wan Shan and Black Hill to Mau Wu Shan. To the north the ZVI is defined by the existing development in Areas 55, 56 and 57 (Tong Ming Court and Beverly Garden) and the village developments of On Ning Garden and Yuk Ming Court. To the east the ZVI follows the crest of the Clearwater Bay Peninsula from Sheung Yeung Shan southwards to High Junk Peak to Tin Ha Shan dropping to the level of the reclamation and rising again along the crest of Fat Tong Chau. The ZVI extends to the south and west across to Hong Kong Island and follows the crest of the hills in Tai Tam Country Park.

Operation Phase – Assessment 2 – Committed Development

8.5.32 The ZVI of the operation phase for Assessment 2 is illustrated in Figures 8.5.10 and 8.5.11. It is smaller than that of the construction phase due to the enclosure created by developments adjacent to the roads which are programmed to be constructed during the same time period. To the east the ZVI will follow the ridgeline of the hills enclosing the west side of Tseung Kwan O from Lei Yue Mun Point over Devil’s Peak to Chiu Keng Wan Shan. The ZVI will extend to the frontages of the C/A developments and the R(A) and G/IC developments in Area 72 adjacent to Road D8. It will be defined north of Road D1 by the R(A) and Civic Square developments. As Road D1 turns north the ZVI will be delimited by the G/IC and R(A) developments to the west, C/R developments to the north and the upland edge of the knoll in Area 47 and R(B) and GI/C developments in Area 51 to the East. From this point the visual envelope opens up and follows the ridge of the Clearwater Bay Peninsula. Moving south the ZVI follows the edge of the CDA in Area 86 then the upland ridgeline from Tin Ha Shan to Fat Tong Chau (Tseung Kwan O Island). From Fat Tong Chau the ZVI opens up south to Hong Kong Island and follows the ridgelines of the hills in Tai Tam Country Park.

Operation Phase – Assessment 1 – Worst Case Scenario (with further development)

8.5.33 The ZVI of the operational phase for Assessment 1 is illustrated in Figure 8.5.9. The northern part of the ZVI is the same as for Assessment 2. The principal difference between the two ZVIs is a result of the fact that development to the south of Road D1 would screen Roads P2, D1, D8 and D10 from further south.

8.5.34 The base year for the operational phase assessments is 2011.

Visually Sensitive Receivers (VSRs)

8.5.35 Table 8.4 lists the key VSRs found within the ZVI’s for the construction phase. Tables 8.5 and 8.5A list the VSRs found within the ZVIs for Assessments 1 and 2 of the operational phase, respectively. For ease of reference, each VSR is given an identity number, which is used in the appropriate table and also in Figures 8.5.7 to 8.5.11.

8.5.36 The list of VSRs for the construction phase includes four VSRs (O5, R5, R7 and T6) which are applicable only for Assessment 1. This is because they will not exist during initial construction of the roads, but will exist by the time that the noise barriers on Road D1 for Assessment 1 are to be built.

8.5.37 The lists of VSRs for Assessments 1 and 2 of the operational phase are similar, but not identical.

Table 8.4 List of the Key Visually Sensitive Receivers (VSRs) during Construction Phase

Identity No. of VSR*	Key Visually Sensitive Receivers (VSRs)	Sensitivity (Negligible, Low, Medium, High)
C/R1	Commercial/Residential development in Area 72	High
C/R2	Commercial/Residential development in Area 55 & 57	High
C/R3	Commercial/Residential uses in Chai Wan, Hong Kong Island	High
G/IC 1	Users of G/IC development in Area 56	Medium
G/IC 5	Users of G/IC development in Area 85	Medium
I/1	Industrial development in the TKO Industrial Estate in Area 87	Low
O1	Open Space in Area 77 Landfill	High
O2	Recreational users of upland areas to west, north and east of TKO	High
O3	Tai Tam Country Park, Hong Kong Island	High
OU1	Sewage Treatment Works in Area 85	Low
R1	Residential Development in Area 51	High
R2	Residential Development at Chai Wan, Hong Kong Island	High
R3	Residential Development in Shek O	High
R4	Residential development in Area 74	High
R11	Residential development in Area 85	High
S1	Sea-borne travellers in Tseung Kwan O Bay	High
T1	Travellers on road from Cheung Leung Tin to Tai Wan San Tsuen	Medium
T2	Travellers on Wan Po Road	Medium
Additional VSRs associated only with Assessment 1 - Worst Case Scenario
O5	Open Space adjacent to Road D1 in Areas 66 and 68	High
R6	Residential Development adjacent to Road D1 and Road D10 in Area 65	High
R7	Residential Development adjacent to Road D1 in Area 67	High
T6	Pedestrians and Cyclists adjacent to Road D1 and roundabouts (East-West)	High
* C = Commercial; C/R = Commercial/Residential; G/IC = Government/Institution/Community; I = Industrial; O = Countryside and Open space; OU = Other use; R = Residential; S = Sea-borne travellers; T = Transport related (land).

Table 8.5 List of the Key Visually Sensitive Receivers (VSRs) during Operational Phase – Assessment 1 – Worst Case Scenario (with further development)

Identity No. of VSR*	Key Visually Sensitive Receivers (VSRs)	Sensitivity (Negligible, Low, Medium, High)
C/R1	Commercial/Residential development in Area 72	High
C/R3	Commercial/Residential uses in Chai Wan, Hong Kong Island	High
C/R4	Commercial/Residential development in Area 74	High
C/R5	Commercial/Residential development in Area 56	High
C/R6	Commercial/Residential development in Area 86 (CDA)	High
C/R7	Possible future Commercial/Residential development in extended reclamation.	High
G/IC2	Govt./Institutional/Community developments in Areas 65, 66 & 67	Medium
G/IC3	Govt./Institutional/Community developments in Area 50 & 51	Medium
G/IC4	Govt./Institutional/Community developments in Area 72	Medium
G/IC5	Govt./Institutional/Community developments in Area 85	Medium
I/1	Industrial development in the TKO Industrial Estate in Area 87	Low
O1	Open Space in Area 77 Landfill	High
O2	Upland zone to west, north and east of TKO	High
O3	Tai Tam Country Park, Hong Kong Island	High
O4	Open Space adjacent to Road D8 in Area 72	High
O5	Open Space adjacent to Road D1 in Areas 66 and 68	High
O6	Open Space Adjacent to Road D1 adjacent to Eastern Drainage Channel	High
OU1	Sewage Treatment Works in Area 85	Low
OU2	MTR Public Transport Interchange in Area 73	Medium
R1	Residential Development in Area 51	High
R2	Residential Development at Chai Wan, Hong Kong Island	High
R3	Residential Development in Shek O, Hong Kong Island	High
R5	Residential Development adjacent to Road D1 in Area 65	High
R6	Residential Development adjacent to Roads D1 and D10 in Area 65	High
R7	Residential Development adjacent to Road D1 in Area 67	High
R8	Residential Development adjacent to Extended Road P2 in Area 67	High
R9	Residential Development in Area 72	High
R10	Upper floors of possible future residential development at Pak Shing Kok in Area 78	High
R11	Residential Development in Area 85	High
T2	Travellers on Wan Po Road	Medium
T4	Travellers on Cross Bay Link	Medium
T5	Pedestrians and Cyclists adjacent to Extended Road P2	High
T6	Pedestrians and Cyclists adjacent to Road D1 and roundabouts(East-West)	High
T7	Pedestrians and Cyclists adjacent to Road D1 (North South)	High
T8	Pedestrians and Cyclists adjacent to Road D8	High
T9	Pedestrians and Cyclists adjacent to Road 10	High
* C = Commercial; C/R = Commercial/Residential; G/IC = Government/Institution/Community; I = Industrial; O = Countryside and Open space; OU = Other use; R = Residential; S = Sea-borne travellers; T = Transport related (land).

Table 8.5A List of the Key Visually Sensitive Receivers (VSRs) during Operational Phase – Assessment 2 – Committed Development

Identity No. of VSR*	Key Visually Sensitive Receivers (VSRs)	Sensitivity (Negligible, Low, Medium, High)
C/R1	Commercial/Residential development in Area 72	High
C/R3	Commercial/Residential uses in Chai Wan, Hong Kong Island	High
C/R4	Commercial/Residential development in Area 74	High
C/R5	Commercial/Residential development in Area 56	High
C/R6	Commercial/Residential development in Area 86 (CDA)	High
G/IC2	Govt./Institutional/Community developments in Areas 65, 66 & 67	Medium
G/IC3	Govt./Institutional/Community developments in Area 50 & 51	Medium
G/IC4	Govt./Institutional/Community developments in Area 72	Medium
G/IC5	Govt./Institutional/Community developments in Area 85	Medium
I/1	Industrial development in the TKO Industrial Estate in Area 87	Low
O1	Open Space in Area 77 Landfill	High
O2	Upland zone to west, north and east of TKO	High
O3	Tai Tam Country Park, Hong Kong Island	High
O4	Open Space adjacent to Road D8 in Area 72	High
O5	Open Space adjacent to Road D1 in Areas 66 and 68	High
O6	Open Space Adjacent to Road D1 adjacent to Eastern Drainage Channel	High
OU1	Sewage Treatment Works in Area 85	Low
OU2	MTR Public Transport Interchange in Area 73	Medium
R1	Residential Development in Area 51	High
R2	Residential Development at Chai Wan, Hong Kong Island	High
R3	Residential Development in Shek O, Hong Kong Island	High
R5	Residential Development adjacent to Road D1 in Area 65	High
R6	Residential Development adjacent to Roads D1 and D10 in Area 65	High
R7	Residential Development adjacent to Road D1 in Area 67	High
R8	Residential Development adjacent to Extended Road P2 in Area 67	High
R9	Residential Development in Area 72	High
R10	Upper floors of possible future residential development at Pak Shing Kok in Area 78	High
R11	Residential Development in Area 85	High
S1	Sea-borne travellers in Tseung Kwan O Bay	High
T1	Travellers on road from Cheung Leung Tin to Tai Wan San Tsuen	Medium
T2	Travellers on Wan Po Road	Medium
T3	Travellers on Extended Road P2 (Western Coast Road section)	Medium
T4	Travellers on Cross Bay Link	Medium
T5	Pedestrians and Cyclists adjacent to Extended Road P2	High
T6	Pedestrians and Cyclists adjacent to Road D1 and roundabouts (East-West)	High
T7	Pedestrians and Cyclists adjacent to Road D1 (North South)	High
T8	Pedestrians and Cyclists adjacent to Road D8	High
T9	Pedestrians and Cyclists adjacent to Road 10	High
* C = Commercial; C/R = Commercial/Residential; G/IC = Government/Institution/Community; I = Industrial; O = Countryside and Open space; OU = Other use; R = Residential; S = Sea-borne travellers; T = Transport related (land).

8.6 Construction Impacts

Potential Sources of Impacts

8.6.1 The initial construction impacts will be the same for Assessment 1 - Worst Case Scenario and Assessment 2 - Committed Development as the roads will be built before any further development envisaged in the Worst Case Scenario would occur. However, if the “Worst Case Scenario” proceeds, there would be some construction impacts associated with the conversion from the Assessment 2 mitigation measures to the Assessment 1 measures. Such impacts would result from the construction of 8m high barriers adjacent to the planned schools in Area 138, and the addition of a parapet noise barrier on Road D10 near the roundabout with Road D1. The noise barriers near the schools will be subject to further review if development south of Road D1 proceeds. The deckovers associated with the Worst Case Scenario may be built outright when the road is constructed, or, alternatively, the noise barriers proposed in Assessment 2 may be built in the first case and then dismantled when the deckovers are built together with the development south of Road D1. Which construction option is adopted will depend partly on the timing of any decision to proceed with development south of Road D1. For the purpose of the assessment of the Worst Case Scenario, it is assumed that the noise barriers associated will the Committed Development will be built first, and then dismantled to make way for the deckovers, as this will create greater construction impacts than if the deckovers are built immediately.

8.6.2 The proposed roadworks would involve construction of:

§ Extended Road P2, a 300m section of primary road running south from its junction with distributor Road D4, connecting to the southern roundabout of Extended Road P2.

§ The northern roundabout of Extended Road P2, at the connection of Roads P2, D1, and D8.

§ Road D1, a 1.5 km distributor road running east at grade from the northern roundabout of Extended Road P2, turning north and following the edge of the eastern drainage channel to join the eastern roundabout of Road D4.

§ Road D8, a 300m section of distributor road connecting the northern roundabout of Extended Road P2 to Road D4.

§ Road D10, a 1.3km section of distributor road branching from Road D1 and crossing the eastern drainage channel on a viaduct and continuing on viaduct along the edge of Landfill Area 77 and CDA Area 86 and terminating at the junction with Wan Po Road.

8.6.3 The proposed noise mitigation measures are described in detail in chapter 4.

8.6.4 The extent on plan of the above works is indicated in Figure 8.6.1. Sectional illustrations of the noise barriers are provided in chapter 4.

8.6.5 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:

§ construction of the roads and noise barriers;

§ construction of deckovers for Assessment 1;

§ haulage on-site of road construction materials;

§ materials stockpiling;

§ importation and storage of construction equipment and plant;

§ construction of temporary parking areas, on site accommodation and working areas.

§ night lighting.

Nature and Magnitude of Landscape Impacts in Construction Phase Before mitigation

Physical Landscape Resources

8.6.6 There will be no temporary or permanent physical impacts upon any physical landscape resources such as vegetation, natural topography or drainage features in Assessment 2 - Committed Development. However, in Assessment 1 (Worst Case Scenario), there will be adverse impacts of substantial significance on the future trees and shrubs in the planned amenity areas along Road D1 (LR1).

Human and Cultural Landscape Resources

8.6.7 There will be no temporary or permanent impacts upon any human and cultural landscape resources.

Landscape and Visual Character

8.6.8 The following landscape and visual character areas will be adversely affected by the roadworks:

§ TKO New Reclamation Area (LCA 7). Roads P2, D1 and D8 will be built through the centre of this area, and the magnitude of change is considered intermediate. However, due to all the other construction works taking place, the area currently has a negligible landscape quality and sensitivity to change. Therefore the significance of the unmitigated adverse impacts of the construction works for Roads P2, D1 and D8 is considered to be insubstantial.

§ Area 77 Landfill (LCA 8). Road D10 will be built along the south-western edge of the landfill and the magnitude of change is considered intermediate. The area currently has a medium landscape sensitivity to change and the significance of the unmitigated adverse impact of the construction work is considered to be moderate.

§ Area 86 (LCA 10). Road 10 will be constructed along the northern edge of this area and the magnitude of change is considered intermediate. However, due to the MTRC construction works taking place, the area currently has a negligible landscape quality and sensitivity to change. Therefore the significance of the unmitigated adverse impact of the construction work is considered to be insubstantial.

§ Eastern Drainage Channel (LCA 12). Road D1 will be built along the western edge of the area and Road D10 will cross the Channel on viaduct at its southern end, and the magnitude of change is considered intermediate. The area is considered to be currently of low quality and sensitivity and the significance of the unmitigated adverse impact is considered to be slight.

Mitigation Measures in Construction Phase

8.6.9 Recommended landscape and visual mitigation measures for impacts caused during the construction process are described below, together with a recommended implementation programme. Table 8.6 summarises the mitigation measures, together with the associated implementation agency. The mitigation measures are management measures, not physical measures, and are therefore not mapped.

Landscape Mitigation Measures during Construction Phase

§ Regular checks shall be carried out to ensure that the work site boundaries are not transgressed, hoardings are properly maintained and that no damage is being caused to the surrounding areas (CM1). Any irregularities shall be brought to the attention of the appropriate adjacent management and maintenance agencies (e.g. private land owner, or HyD, LCSD, or HKHA etc.). Remedial measures shall be designed and implemented as appropriate.

§ Potential conflicts between landscape works and other works shall be avoided. Utilities works in particular shall be checked to ensure that they do not compromise landscape and visual mitigation measures. Where potential conflicts occur, engineering and utility layouts shall wherever possible be redesigned to avoid conflicts (CM5).

§ For construction works associated with the deckovers proposed in Assessment 1 - Worst Case Scenario, all impacts on all trees and shrubs shall be minimised (CM6).

Visual Mitigation Measures during Construction Phase

§ Erection of decorative screen hoarding particularly in areas adjacent to existing developments (CM2). (Hoardings next to undeveloped areas / construction sites need not be decorative).

§ Storage of materials and plant shall be limited to areas less visible to receivers (CM3).

§ Control of night-time lighting to prevent upward glare to visually sensitive receivers. Lighting should be directed to where it is required for security purposes only (or night working if permitted) (CM4).

Programme of Implementation of Mitigation Measures in Construction Phase

8.6.10 The measures listed above should be adopted from the commencement of construction and should be in place throughout the entire construction period(s).

Summary of Mitigation Measures in Construction Phase

8.6.11 The proposed landscape and visual mitigation measures in the construction phase are summarised in Table 8.6 below.

Table 8.6 Proposed Construction Phase Mitigation Measures

ID No.	Mitigation Measure	Funding Agency	Implementation Agency
CM1	Works contained within the site boundary	TDD	Contractor
CM2	Erection of decorative screen hoarding	TDD	Contractor
CM3	Careful storage of materials and plant	TDD	Contractor
CM4	Control of night time lighting	TDD	Contractor
CM5	Potential conflicts between landscape works and other works shall be avoided. Utilities works in particular shall be checked to ensure that they do not compromise landscape and visual mitigation measures. Where potential conflicts occur, engineering and utility layouts shall wherever possible be redesigned to avoid conflicts.	TDD	Contractor
CM6	For construction works associated with the deckovers proposed in Assessment 1 – Worst Case Scenario, all impacts on all trees and shrubs shall be minimised	TDD	Contractor

Prediction of Significance of Landscape Impacts in Construction Phase

8.6.12 The potential significance of the landscape impacts during the construction phase, before and after mitigation, are provided below in Table 8.7 and illustrated in Figure 8.6.2. This assessment follows the methodology outlined in section 8.3 above and assumes that the appropriate mitigation measures identified in Table 8.6 above would be implemented. It should also be noted that the further reclamation scenario and associated mitigation measures proposed herein are just for the Worst Case Scenario assessment purpose – the package of proposed measures would need to be reviewed if the further reclamation was put forward in future.

Construction Phase – Assessment 1 – Worst Case Scenario

8.6.13 Construction phase landscape impacts would be as described for Assessment 2 below, except that if the deckovers over Road D1 are constructed separately, after the completion of the other roadworks and amenity strips, then this would result in some additional adverse construction impacts, comprising adverse impacts of moderate significance on the future trees and shrubs in the planned amenity areas along Road D1 (LR1). However, these additional impacts would be avoided if the deckovers are constructed at the same time as the other roadworks.

Construction Phase – Assessment 2 – Committed Development

8.6.14 There will be no impacts on physical, human and cultural landscape resources. However, there will be some minor impacts on the four character areas through which the roads pass, for the reasons outlined above in the section describing the impacts before mitigation. The degree to which these impacts would be reduced by the proposed mitigation measures is considered to be limited and would not change the significance threshold of each impact, as indicated below in Table 8.7. Nevertheless, it is considered that the mitigation measures should be implemented on the basis that they are not expensive to implement and on the principle that landscape impacts should be minimised as far as is practical. Residual landscape impacts would comprise adverse impacts of moderate significance to the quality of landscape character area LCA8 – Area 77 landfill and slight significance to the quality of landscape character area LCA12 – Eastern Drainage Channel.

Table 8.7 Significance of Landscape Impacts in Construction Phase (Adverse Impacts unless otherwise stated)

Identity No.	Landscape Resource / Landscape Character	Sensitivity to Change (Negligible, Low, Medium, High)	Magnitude of Change (Negligible, Small, Intermediate, Large)	Impact Significance before Mitigation (Insubstantial, Slight, Moderate, Substantial)	Impact Significance After Mitigation (Insubstantial, Slight, Moderate, Substantial)
LCA7	Impact on character of TKO New Reclamation Area	Negligible	Intermediate	Insubstantial	Insubstantial
LCA8	Impact on character of Area 77 Landfill	Medium	Intermediate	Moderate	Moderate
LCA10	Impact on character of Area 86	Negligible	Insubstantial	Insubstantial	Insubstantial
LCA12	Impact on character of Eastern Drainage Channel	Low	Intermediate	Slight	Slight
Additional Construction Impacts for Assessment 1 - Worst Case Scenario only (Impact occurs only if deckovers are built separately from other roadworks.)
LR1	Impact on future Trees and Shrubs in planned Amenity Areas along Road D1	Medium	Intermediate	Moderate	Moderate

Prediction of Significance of Visual Impacts in Construction Phase

8.6.15 The potential significance of the residual visual impacts during the construction phase, before and after mitigation, are briefly described below, provided in detail in Table 8.8, and illustrated in Figures 8.6.3 and 8.6.4. This assessment follows the methodology outlined in section 8.3 above and assumes that the appropriate mitigation measures identified in Table 8.6 above would be implemented. The effect of the mitigation measures will be to reduce the potential visual impact to a small extent but generally not sufficiently to reduce the impact to lower threshold levels. It should also be noted that the further reclamation scenario and associated mitigation measures proposed herein are just for the Worst Case Scenario assessment purpose – the package of proposed measures would need to be reviewed if the further reclamation was put forward in future.

Assessment 1 - Worst Case Scenario

8.6.16 Construction phase residual visual impacts would the same as described for Assessment 2 below, except that if the deckovers over Road D1 are constructed separately, after the completion of the other roadworks and amenity strips, then this would result in adverse impacts of substantial significance being felt by the pedestrians and cyclist along Road D1 (T6); the users of the open space in areas 66 (O5); and the residents of developments in Areas 65 and 67 (R6 and R7). However, these additional impacts would be avoided if the deckovers are constructed at the same time as the other roadworks.

§ Assessment 2 - Committed Development

8.6.17 Construction phase residual visual impacts would be relatively minor and would comprise adverse impacts of moderate significance upon residents in the residential development in Area 51 (R1) and occupants and users of the commercial/residential development in Area 72 (C/R1).

8.6.18 Residual adverse impacts of slight significance would be felt by users of the landfill in Area 77 (O1); walkers in the upland areas (O2); residents in Area 74 (R4) and Area 85 (R(E)); occupants of the commercial/residential development in Area 56 (C/R2); users of the G/IC developments in Area 56 (G/IC1) and Area 85 (G/IC 5); and travellers on Tseung Kwan O Bay (S1), the road from Cheung Leung Tin to Tai Wan San Tsuen (T1), and Wan Po Road (T2).

8.6.19 All other VSR’s would experience insubstantial residual visual impacts.

Table 8.8 Significance of Visual Impacts during Construction Phase (Note: All impacts adverse unless otherwise noted)

Type and Identity No. of VSR	Key Visually Sensitive Receiver (VSR)	Source(s) of Impacts		Minimum Distance Between VSR and Source(s)	Magnitude of Impact During Construction (Negligible, Small, Intermediate, Large)	Receptor Sensitivity and Number (Low, Medium, High) (Very Few, Few, Many, Very Many)	Impact Significance before Mitigation Measures (Insubstantial, Slight, Moderate, Substantial)	Impact Significance after Mitigation Measures (Insubstantial, Slight, Moderate, Substantial)
C/R1	Commercial/Residential development in Area 72	Roads P2, D8,D1 & D10		10m	Intermediate	High / Many	Moderate	Moderate
C/R2	Commercial/Residential development in Area 56	Roads P2, D8,D1 & D10		10m	Small	High / Many	Slight	Slight
C/R3	Commercial/Residential uses in Chai Wan, Hong Kong Island	Road D10		4km	Negligible	High / Very Many	Insubstantial	Insubstantial
G/C1	Users of G/IC development in Area 56	Roads P2, D1, D8 & D10		250m	Small	Medium / Many	Slight	Slight
G/C5	Users of G/IC development in Area 85	Road D10		100m	Small	Medium / Many	Slight	Slight
I/1	Workers in the TKO Industrial Estate in Area 87	Roads P2, D1 & D10		700m	Negligible	Low / Many	Insubstantial	Insubstantial
O1	Users of Open Space in Area 77 Landfill	Roads P2, D1, D8 & D10		0m	Small	High / Few	Slight	Slight
O2	Recreational users of Upland Zone to west, north and east of TKO	Roads P2, D1, D8 & D10		300m	Small	High / Few	Slight	Slight
O3	Recreational users of Tai Tam Country Park, Hong Kong Island	Roads P2, D1, D8 & D10		4.5km	Negligible	High / Few	Insubstantial	Insubstantial
OU1	Workers in Sewage Treatment Works in Area 85	Road D10		400m	Negligible	Low / Few	Insubstantial	Insubstantial
R1	Residents in Area 51	Roads D1 & D10		150m	Intermediate	High / Many	Moderate	Moderate
R2	Residents in Chai Wan, Hong Kong Island	Roads D1 & D10		4km	Negligible	High / Very Many	Insubstantial	Insubstantial
R3	Residents in Shek O, Hong Kong Island	Roads D1 & D10		5.5 km	Negligible	High / Few	Insubstantial	Insubstantial
R4	Residents in Area 74	Roads P2, D1, D8 & D10		200m	Small	High / Many	Slight	Slight
R11	Residents in Area 85	Road D10		200m	Small	High / Many	Slight	Slight
S1	Sea-borne travellers in Tseung Kwan O Bay	Road D10		10m	Small	High / Few	Slight	Slight
T1	Travellers on road from Cheung Leung Tin to Tai Wan San Tsuen	Roads P2, D1, D8 & D10		300m	Small	Medium / Many	Slight	Slight
T2	Travellers on Wan Po Road	Roads D1 & D10		400m	Small	Medium / Many	Slight	Slight
Additional Construction Impacts for Assessment 1 - Worst Case Scenario only (Impacts occur only if deckovers are built separately from other roadworks.)
O5	Open Space adjacent to Road D1 in Areas 66 and 68		Deckovers	0m	Large	High / Many	Substantial	Substantial
R6	Residential Development adjacent to Roads D1 and D10 in Area 65		Deckovers	0m	Large	High / Many	Substantial	Substantial
R7	Residential Development adjacent to Road D1 in Area 67		Deckovers	0m	Large	High / Many	Substantial	Substantial
T6	Pedestrians and Cyclists adjacent to Road D1 and roundabouts (East-West)		Deckovers	0m	Large	High / Many	Substantial	Substantial

8.7 Operational Impacts

Potential Sources of Impacts in Operational Phase

8.7.1 The sources of impacts of the project at the operational phase for Assessments 1 and 2 would be the roads and noise barriers and enclosures as described in section 8.6.

Nature and Magnitude of Impacts in the Operation Phase before mitigation

Physical Landscape Resources

8.7.2 There will be no impact on existing physical landscape resources during the operation phase of the roads for Assessment 2.

8.7.3 For Assessment 1, in the event that the deckovers may be constructed after the other roadworks and amenity strips have been built, then there will be an adverse impact of moderate significance on the future trees and shrubs in the planned amenity areas along Road D1. However, these impacts will be avoided if the deckovers are built at the same time as the other roadworks

Landscape Character

8.7.4 The character of the following landscape areas will be adversely affected by the roads during the operation phase as described below. These impacts are applicable to both Assessment 1 and Assessment 2, unless stated otherwise:

§ TKO New Reclamation Area (LCA7). The roadworks will be integrated into the TKO New Town extension during the operation phase and will form a prominent townscape element. The magnitude of the unmitigated impact of the roads, noise barriers, noise enclosures and deckovers is considered intermediate, leading to an adverse impact of moderate significance before mitigation.

§ Area 77 Landfill (LCA8). The roadworks will cause a small magnitude of impact along the periphery of the landfill, which, because of the high sensitivity of the restored landfill, would lead to an adverse impact of moderate significance before mitigation.

§ Area 86 (LCA10). The roadworks will cause a small magnitude of impact along the periphery of the development, which, because of the medium sensitivity of the completed development, would lead to an adverse impact of slight significance before mitigation.

§ Eastern Drainage Channel (LCA12). The roadworks will cause an intermediate magnitude of impact along the western edge of the channel, which, because of the high sensitivity of the completed landscape works, would lead to an adverse impact of moderate significance before mitigation.

Mitigation Measures During the Operation Phase

8.7.5 Recommended landscape and visual mitigation measures for impacts caused during the operation phase are described below, together with a recommended implementation programme. Table 8.9 summarises the mitigation measures, together with the associated implementation, management and maintenance agencies, if applicable. These mitigation measures should be implemented for both Assessment 1 and Assessment 2. The Project Proponent has confirmed that all designated amenity strips alongside the roads will be included in the works boundaries and the landscape and visual mitigation measures implemented within these amenity strips are therefore “on-site”. There are no mitigation measures proposed beyond the extent of the designated amenity areas.

8.7.6 Landscape and visual mitigation measures which shall be incorporated within the permanent landscape design to mitigate impacts on the landscape character areas and visually sensitive receivers include the following:

§ Aesthetic design of elevated structures on Roads P2 and D10 with particular regard to form and finishes so as to create as slender and elegant an appearance as possible. ACABAS approval shall be required (OM1).

§ Sensitive integration of road embankments with surrounding ground levels (OM2) The engineering and landscape designs should be prepared to create smooth changes in level at edges of embankments, with rounded profiles wherever possible;

§ Aesthetic design of all noise barriers, noise enclosures and deckovers with particular regard to chromatic treatments. ACABAS approval shall be required (OM3);

§ Aesthetic design of road lighting with glare control measures (OM4). Light fittings and columns should be of an attractive design suitable to the streetscape setting and the overall style in TKO. The light fittings should be of a type which efficiently projects light onto the intended areas, and does not cause any glare to adjacent residents;

§ Sensitive hard and soft landscape design to edge of Area 77 and landfill beneath viaduct (OM5) so as to provide an attractive waterfront edge and promenade walk;

§ Sensitive hard landscape design along roadsides, with particular regard to the creation of an attractive and user friendly pedestrian environment (OM6). The preferred width of soft landscape amenity areas should generally be 3m (but can be narrower e.g. at bus bay ingress / egress);

§ Tree, shrub and climber planting adjacent to the roads and structures with particular regard to the softening and screening of noise barriers, provision of shade trees along footpaths, and climbing plants against abutment walls and viaduct columns (OM7);

§ Tree, planting along roadside amenity strips and central dividers to provide structure planting for the townscape (OM8);

§ In Assessment 1 - Worst Case Scenario the two full deckovers over Road D1 adjacent to areas 65 and 67 shall be designed as landscape decks. Structural design of the deck shall allow for adequate soil depth to permit tree planting (1.5m min). The appropriate maintenance agencies shall be involved in the approval of the design of the deckover (refer to table 8.9).

§ Attractive design of pedestrian subways including murals. ACABAS approval shall be required. (OM10)

Programme of Implementation of Mitigation Measures in Operation Phase

8.7.7 All the measures listed above for Assessment 2 should be adopted during the detailed design of the roads and constructed as part of the road construction works so that they are in place at the date of commissioning of the roads. However, it should be noted that the full effect of the soft landscape mitigation measures (tree, shrub and climber planting) would not be appreciated for several years. With regard to the full deckovers over Road D1 that are associated with Assessment 1, these may be built either at the same time as the other road works, or at a later date to coincide with the development of the further reclamation, if this is pursued. If the latter programming is adopted, it is assumed that the deckovers would be built concurrently with the development of the adjacent residential sites to the south of Road D1, so that they are in place prior to the occupation of the developments. Similarly the 5m high parapet noise barrier on road D10 bridge over the Eastern Drainage Channel, and the 8m high noise barriers on the south side of Road D1 opposite Area 66 would be built so that they are in place prior to the occupation of the adjacent residential and school sites to the south of Road D1. The noise barriers adjacent to the schools are indicative only and will be subject to further review.

Summary of Mitigation Measures in Operation Phase

8.7.8 Table 8.9 below summarises the mitigation measures, together with the associated funding agency, implementation agency (and management and maintenance agencies, if appropriate). The mitigation measures that are applicable to both Assessment 1 and Assessment 2 and are illustrated on plan in Figures 8.7.1 to 8.7.3. Possible aesthetic treatments to noise barriers are indicated in Figures 8.7.18 to 8.7.22.

Table 8.9 Proposed Operation Phase Mitigation Measures

ID No.	Mitigation Measure	Funding Agency	Implementation Agency	Management Agency	Maintenance Agency
OM1	Aesthetic design of elevated structures on Roads P2 and D10, with particular regard to form and finishes. ACABAS approval shall be required.	TDD	TDD	HyD	HyD
OM2	Sensitive integration of road embankments with surrounding ground levels	TDD	TDD	HyD / LCSD	HyD / LCSD
OM3	Aesthetic design of all noise barriers, noise enclosures and deckovers with particular regard to chromatic treatments. ACABAS approval shall be required.	TDD	TDD	HyD	HyD
OM4	Aesthetic design of road lighting with glare control measures	TDD	TDD	HyD	HyD
OM5	Sensitive hard and soft landscape design to edge of Area 77 and landfill beneath viaduct	TDD	TDD	HyD / LCSD	HyD / ASD(PSB) / LCSD
OM6	Sensitive hard landscape design along roadsides, with particular regard to the creation of an attractive and user friendly pedestrian environment.	TDD	TDD	HyD / LCSD	HyD / ASD(PSB) / LCSD
OM7	Tree, shrub and climber planting adjacent to the roads and structures with particular regard to the softening and screening of noise barriers, provision of shade trees along footpaths, and climbing plants against abutment walls and viaduct columns.	TDD	TDD	LCSD / HyD	LCSD / HyD
OM8	Tree, planting along roadside amenity strips and central dividers to provide structure planting for the townscape.	TDD	TDD	LCSD	LCSD
OM9	The two deckovers over Road D1 adjacent to areas 65 and 67 should be designed as attractive landscape decks. Structural design of the deck should allow for adequate soil depth to permit tree planting (1.5m min). The appropriate maintenance agencies shall be involved in the approval of the design of the deckover.	TDD	TDD	Structure: HyD (structure) Soft Landscape: LCSD	HyD(Structure)/ ASD(PSB) / LCSD
OM10	Attractive design of pedestrian subways, including murals. ACABAS approval shall be required.	TDD	TDD	HyD	HyD

Note: Management and Maintenance of landscape works to be undertaken as per WBTC No. 18/94.

Prediction of Significance of Landscape Impacts in Operation Phase

8.7.9 An assessment of the potential significance of the landscape impacts during the operational phase, before and after mitigation is provided in Table 8.10, and illustrated in Figure 8.7.4. This follows the methodology outlined in section 8.3 above and assumes that the appropriate mitigation measures identified in Table 8.9 above would be implemented, and that the full effect of the soft landscape mitigation measures would be realised after ten years. It should also be noted that the further reclamation scenario and associated mitigation measures proposed herein are just for the Worst Case Scenario assessment purpose – the package of proposed measures would need to be reviewed if the further reclamation was put forward in future.

Assessment 1 - Worst Case Scenario

8.7.10 The operation phase residual landscape impacts would be as for Assessment 2 below, except that if the deckovers are built at a later stage than the other roadworks, then the deckovers on Road D1 would result in adverse impacts of slight significance on the future trees and shrubs in the planned amenity areas along Road D1 (LR1). This is because the deckovers would preclude compensatory tree planting beneath them, but would allow compensatory planting on top of them, which would partially but not completely compensate for the loss of trees at ground level. However, these additional impacts would be avoided if the deckovers are constructed at the same time as the other roadworks.

Assessment 2 - Committed Development

8.7.11 It is considered that the mitigation measures outlined in Table 8.10 would lead to a reduction in the impacts on LCAs 7, 8 and 12 from moderate to slight. The impacts on LCA10 (Dream City) are considered to be slight before and after mitigation. This because it is considered that whilst the impacts on LCA10 would be reduced following implementation and realisation of the mitigation measures, they would not be reduced to an insubstantial level.

Table 8.10 Significance of Landscape Impacts in the Operation Phase (Adverse Impacts unless otherwise stated)

Identity No.	Landscape Resource / Landscape Character	Sensitivity to Change (Low, Medium, High)	Magnitude of Change (Negligible, Small, Intermediate, Large)	Impact Significance before Mitigation (Insubstantial, Slight, Moderate, Substantial)	Impact Significance Day 1 after Mitigation (Insubstantial, Slight, Moderate, Substantial)	Residual Impact Significance 10 years after Mitigation (Insubstantial, Slight, Moderate, Substantial)
LCA7	Impact on planned character of TKO New Reclamation Area	Medium	Intermediate	Moderate	Moderate	Slight
LCA8	Impact on planned character of Area 77 Landfill	High	Small	Moderate	Moderate	Slight
LCA10	Impact on planned character of Area 86 Dream City	Medium	Small	Slight	Slight	Slight
LCA12	Impact on planned character of Eastern Drainage Channel	High	Intermediate	Moderate	Moderate	Slight
Landscape Impacts associated only with Assessment 1 - Worst Case Scenario
LR1	Impact on future trees and shrubs in planned amenity strips along Road D1 (This would occur only if deckovers are constructed separately from other roadworks)	Medium	Intermediate	Moderate	Moderate	Slight

Prediction of Significance of Visual Impacts in Operation Phase

8.7.12 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 8.11 for Assessment 1 – Worst Case Scenario and in Table 8.11A for Assessment 2 – Committed Development. The impacts are mapped in Figures 8.7.5 to 8.7.7. This follows the methodology outlined in section 8.3 above and assumes that the appropriate mitigation measures identified in Table 8.9 above would be implemented, and that the full effect of the soft landscape mitigation measures would be realised after ten years. Photomontages of the proposed development before and after mitigation are illustrated in Figures 8.7.8 to 8.7.17 inclusive. Illustrations of typical treatments to noise barriers and semi-enclosures are indicated in figures 8.7.18 to 8.7.22. It should also be noted that the further reclamation scenario and associated mitigation measures proposed herein are just for the Worst Case Scenario assessment purpose – the package of proposed measures would need to be reviewed if the further reclamation was put forward in future.

Assessment 1 – Worst Case Scenario (with possible further development)

8.7.13 Operation phase residual visual impacts would include adverse impacts of substantial significance upon pedestrians and cyclists adjacent to Road D1 (east-west section) (T6). The substantial significance of these impacts would be due principally to the nature of the full deckovers over Road D1 adjacent to Areas 65 and 67, which would be very visually overpowering and prevent tree planting and soft landscape treatment underneath the decks. The total area under the decks, including road area, would be approximately 1.8ha. On the other hand, the deckovers would tend to reduce long term visual impacts upon VSRs looking down from adjacent residential properties in Areas 65 and 67.

8.7.14 Residual adverse impacts of moderate significance, caused principally by noise barriers and/or elevated road structures, would be felt by those VSRs located immediately adjacent to the roads, including pedestrians and cyclists adjacent to Extended Road P2 (T5); pedestrians and cyclists adjacent to Road D1 (north-south section) (T7); pedestrians and cyclists adjacent to Road D8 (T8); pedestrians and cyclists adjacent to Road D10 (T9); users of the open space adjacent to Road D8 (O4); users of the open space adjacent to Road D1 in Areas 66 (O5); and users of the open space adjacent to Road D1 adjacent to the Eastern Drainage Channel (O6).

8.7.15 Residual adverse impacts of slight significance would be felt by users of the restored landfill in Area 77 (O1); occupants and users of the commercial/residential developments in Area 72 (C/R1), Area 74, (C/R4), Area 56 (C/R5), Area 86 (C/R6) and the possible future development south of Road D1 (C/R7); and residents in the residential developments in Area 51 (R1), Area 65 (R6), and Area 67 (R7).

8.7.16 All other VSR’s would experience insubstantial residual visual impacts.

Assessment 2 – Committed Development

8.7.17 Operation phase residual visual impacts would include adverse impacts of substantial significance upon pedestrians and cyclists adjacent to Road D1 (east-west section) (T6). The substantial significance of these impacts would be due principally to the nature of the semi-enclosures over Road D1 adjacent to Areas 65 and 67, which would be visually prominent. However, these impacts would be less than those caused by the deckovers in Assessment 1, as they would be partially mitigated by good aesthetic design of the structures and attractive tree and shrub planting (refer to figure 8.7.22).

8.7.18 Some residual adverse impacts of moderate significance, caused principally by noise barriers and/or elevated road structures, would be felt by those VSRs located immediately adjacent to the roads, including pedestrians and cyclists adjacent to Extended Road P2 (T5); pedestrians and cyclists adjacent to Road D1 (north-south section) (T7); pedestrians and cyclists adjacent to Road D8 (T8); pedestrians and cyclists adjacent to Road D10 (T9); users of the open space adjacent to Road D8 (O4); users of the open space adjacent to Road D1 in Areas 66 (O5); and users of the open space adjacent to Road D1 adjacent to the Eastern Drainage Channel (O6).

8.7.19 Some residual adverse impacts of slight significance would be felt by users of the restored landfill in Area 77 (O1); occupants and users of the commercial/residential developments in Area 72 (C/R1), Area 74, (C/R4), Area 56 (C/R5), and Area 86 (C/R6); and residents in the residential developments in Area 51 (R1), Area 65 (R6), and Area 67 (R7).

8.7.20 All other VSR’s would experience insubstantial residual visual impacts.

Table 8.11 Significance of Visual Impacts in the Operation Phase - Assessment 1 - Worst Case Scenario (with possible further development) (Note: All impacts adverse unless otherwise noted)

Type and Identity No. of VSR	Key Visually Sensitive Receiver (VSR)	Source(s) of Visual Impact upon VSR	Minimum Distance Between VSR and Source(s)	Magnitude of Impact During Operation (Negligible, Small, Intermediate, Large)	Receptor Sensitivity and Number (Negligible, Low, Medium, High) (Very Few. Few, Many, Very Many)	Impact Significance before Mitigation Measures (Insubstantial, Slight, Moderate, Substantial)	Residual Impact Significance Day 1 after Mitigation Measures (Insubstantial, Slight, Moderate, Substantial)	Residual Impact Significance 10 years after Mitigation Measures (Insubstantial, Slight, Moderate, Substantial)
C/R1	Commercial/Residential development in Area 72	Roads P2, D1, D8 and D10	10m	Small	High / Very Many	Moderate	Moderate	Slight
C/R3	Commercial uses in Chai Wan, Hong Kong Island	Roads D1 and D10	4km	Negligible	Low / many	Insubstantial	Insubstantial	Insubstantial
C/R4	Commercial/Residential development in Area 74	Road D8	10m	Small	High / many	Moderate	Moderate	Slight
C/R5	Commercial/Residential development in Area 56	Road D8	10m	Small	High / Many	Moderate	Moderate	Slight
C/R6	Commercial/Residential development in Area 86 (CDA)	Road D10	10m	Small	High / Many	Moderate	Moderate	Slight
C/R7	Possible future Commercial/ Residential development in extended reclamation.	Roads P2, D1 and D10	10m	Intermediate	High / Many	Moderate	Moderate	Slight
G/IC2	Govt./Institutional/Community developments in Areas 65, 66 and 67	Roads P2 and D1	10m	Small	Medium / Many	Slight	Slight	Insubstantial
G/IC3	Govt./Institutional/Community developments in Areas 50 & 51	Roads D1 and D10	150m	Small	Medium / Many	Slight	Slight	Insubstantial
G/IC4	Govt./Institutional/Community developments in Area 72	Roads D1 and D8	10m	Small	Medium / Many	Slight	Slight	Insubstantial
G/IC5	Govt./Institutional/Community developments in Area 85	Roads D10	100m	Negligible	Medium / Many	Insubstantial	Insubstantial	Insubstantial
I/1	Workers in the TKO Industrial Estate in Area 87	Roads P2, D1 and D10	1.2km	Negligible	Low / Many	Insubstantial	Insubstantial	Insubstantial
O1	Open Space in Area 77 Landfill	Roads D1, D8 and D10	0m	Intermediate	High /Few	Moderate	Moderate	Slight
O2	Recreational users of upland zone to west, north and east of TKO	Roads D1, D8 and D10	300m	Negligible	High / Few	Insubstantial	Insubstantial	Insubstantial
O3	Tai Tam Country Park, Hong Kong Island	Roads D1, D8 and D10	4.5k	Negligible	High / Few	Insubstantial	Insubstantial	Insubstantial
O4	Open Space adjacent to Road D8 in Area 72	Roads D1, D8 and D10	0m	Large	High / Many	Substantial	Substantial	Moderate
O5	Open Space adjacent to Road D1 in Areas 66 and 68	Roads P2, D1, D8 and D10	0m	Large	High / Many	Substantial	Substantial	Moderate
O6	Open Space adjacent to Road D1 adjacent to Eastern Drainage Channel	Road D1	0m	Large	High / Many	Substantial	Substantial	Moderate
OU1	Sewage Treatment Works in Area 85	Road D10	400m	Negligible	Low / Few	Insubstantial	Insubstantial	Insubstantial
OU2	MTR Public Transport Interchange in Area 73	Road D8	0m	Small	Medium / Many	Slight	Slight	Insubstantial
R1	Residential Development in Area 51	Roads D1 and D10	150m	Small	High / Many	Moderate	Moderate	Slight
R2	Residential Development at Chai Wan, Hong Kong Island	Roads D1 and D10	4km	Negligible	High / Very Many	Insubstantial	Insubstantial	Insubstantial
R3	Residential Development at Shek O Hong Kong Island	Roads D1 and D10	5.5km	Negligible	High / Few	Insubstantial	Insubstantial	Insubstantial
R5	Residential Development adjacent to Road D1 in Area 67	Road D1	10m	Small	High / Many	Slight	Slight	Insubstantial
R6	Residential Development adjacent to Roads D1 and D10 in Area 65	Road D1 and D10	10m	Intermediate	High / Many	Moderate	Moderate	Slight
R7	Residential Development adjacent to Road D1 in Area 67	Roads P2 and D1	10m	Intermediate	High / Many	Moderate	Moderate	Slight
R8	Residential Development adjacent to Extended Road P2 in Area 67	Extended Road P2 and D1	10m	Small	High / Many	Slight	Slight	Insubstantial
R9	Residential Development in Area 72	Road D8	10m	Small	High / Many	Slight	Slight	Insubstantial
R10	Upper floors of possible future residential development at Pak Shing Kok in Area 78	Road D1	700m	Negligible	High / Many	Insubstantial	Insubstantial	Insubstantial
R11	Residential Development in Area 85	Road D10	200m	Negligible	High / Many	Insubstantial	Insubstantial	Insubstantial
T2	Travellers on Wan Po Road	Roads D1 and D10	0m	Negligible	Medium / Many	Insubstantial	Insubstantial	Insubstantial
T4	Travellers on Cross Bay Link	Roads P2, D1 and D10	450m	Negligible	Medium / Many	Insubstantial	Insubstantial	Insubstantial
T5	Pedestrians and Cyclists adjacent to Extended Road P2	Noise barriers	0m	Large	High / Many	Substantial	Substantial	Moderate
T6	Pedestrians and Cyclists adjacent to Road D1 and roundabouts (East-West)	Full deckovers	0m	Large	High / Many	Substantial	Substantial	Substantial
T7	Pedestrians and Cyclists adjacent to Road D1 (North South)	Noise barriers	0m	Large	High / Many	Substantial	Substantial	Moderate
T8	Pedestrians and Cyclists adjacent to Road D8	Noise barriers	0m	Large	High / Many	Substantial	Substantial	Moderate
T9	Pedestrians and Cyclists adjacent to Road 10	Noise barriers and Viaduct	0m	Large	High / Many	Substantial	Substantial	Moderate

Table 8.11A Significance of Visual Impacts in the Operation Phase - Assessment 2 – Committed Development

(Note: All impacts adverse unless otherwise noted)

Type and Identity No. of VSR	Key Visually Sensitive Receiver (VSR)	Source(s) of Visual Impact upon VSR	Minimum Distance Between VSR and Source(s)	Magnitude of Impact During Operation (Negligible, Small, Intermediate, Large)	Receptor Sensitivity and Number (Negligible, Low, Medium, High) (Very Few. Few, Many, Very Many)	Impact Significance before Mitigation Measures (Insubstantial, Slight, Moderate, Substantial)	Residual Impact Significance Day 1 after Mitigation Measures (Insubstantial, Slight, Moderate, Substantial)	Residual Impact Significance 10 years after Mitigation Measures (Insubstantial, Slight, Moderate, Substantial)
C/R1	Commercial/Residential development in Area 72	Roads P2, D1, D8 and D10	10m	Small	High / Very Many	Moderate	Moderate	Slight
C/R3	Commercial uses in Chai Wan, Hong Kong Island	Roads D1 and D10	4km	Negligible	Low / many	Insubstantial	Insubstantial	Insubstantial
C/R4	Commercial/Residential development in Area 74	Road D8	10m	Small	High / many	Moderate	Moderate	Slight
C/R5	Commercial/Residential development in Area 56	Road D8	10m	Small	High / Many	Moderate	Moderate	Slight
C/R6	Commercial/Residential development in Area 86 (CDA)	Road D10	10m	Small	High / Many	Moderate	Moderate	Slight
G/IC2	Govt./Institutional/Community developments in Areas 65, 66 and 67	Roads P2 and D1	10m	Small	Medium / Many	Slight	Slight	Insubstantial
G/IC3	Govt./Institutional/Community developments in Area 50 & 51	Roads D1 and D10	150m	Small	Medium / Many	Slight	Slight	Insubstantial
G/IC4	Govt./Institutional/Community developments in Area 72	Roads D1 and D8	10m	Small	Medium / Many	Slight	Slight	Insubstantial
G/IC5	Govt./Institutional/Community developments in Area 85	Roads D10	100m	Negligible	Medium / Many	Insubstantial	Insubstantial	Insubstantial
I/1	Workers in the TKO Industrial Estate in Area 87	Roads P2, D1 and D10	1.2km	Negligible	Low / Many	Insubstantial	Insubstantial	Insubstantial
O1	Open Space in Area 77 Landfill	Roads D1, D8 and D10	0m	Intermediate	High /Few	Moderate	Moderate	Slight
O2	Recreational users of upland zone to west, north and east of TKO	Roads D1, D8 and D10	300m	Negligible	High / Few	Insubstantial	Insubstantial	Insubstantial
O3	Tai Tam Country Park, Hong Kong Island	Roads D1, D8 and D10	4.5k	Negligible	High / Few	Insubstantial	Insubstantial	Insubstantial
O4	Open Space adjacent to Road D8 in Area 72	Roads D1, D8 and D10	0m	Large	High / Many	Substantial	Substantial	Moderate
O5	Open Space adjacent to Road D1 in Areas 66 and 68	Roads P2, D1, D8 and D10	0m	Large	High / Many	Substantial	Substantial	Moderate
O6	Open Space adjacent to Road D1 adjacent to Eastern Drainage Channel	Road D1	0m	Large	High / Many	Substantial	Substantial	Moderate
OU1	Sewage Treatment Works in Area 85	Road D10	400m	Negligible	Low / Few	Insubstantial	Insubstantial	Insubstantial
OU2	MTR Public Transport Interchange in Area 73	Road D8	0m	Small	Medium / Many	Slight	Slight	Insubstantial
R1	Residential Development in Area 51	Roads D1 and D10	150m	Small	High / Many	Moderate	Moderate	Slight
R2	Residential Development at Chai Wan, Hong Kong Island	Roads D1 and D10	4km	Negligible	High / Very Many	Insubstantial	Insubstantial	Insubstantial
R3	Residential Development at Shek O Hong Kong Island	Roads D1 and D10	5.5km	Negligible	High / Few	Insubstantial	Insubstantial	Insubstantial
R5	Residential Development adjacent to Road D1 in Area 67	Road D1	10m	Small	High / Many	Slight	Slight	Insubstantial
R6	Residential Development adjacent to Roads D1 and D10 in Area 65	Road D1 and D10	10m	Intermediate	High / Many	Moderate	Moderate	Slight
R7	Residential Development adjacent to Road D1 in Area 67	Roads P2 and D1	10m	Intermediate	High / Many	Moderate	Moderate	Slight
R8	Residential Development adjacent to Extended Road P2 in Area 67	Extended Road P2 and D1	10m	Small	High / Many	Slight	Slight	Insubstantial
R9	Residential Development in Area 72	Road D8	10m	Small	High / Many	Slight	Slight	Insubstantial
R10	Upper floors of possible future residential development at Pak Shing Kok in Area 78	Road D1	700m	Negligible	High / Many	Insubstantial	Insubstantial	Insubstantial
R11	Residential Development in Area 85	Road D10	200m	Negligible	High / Many	Insubstantial	Insubstantial	Insubstantial
S1	Sea-borne travellers in Tseung Kwan O Bay	Roads D1 and D10	10m	Small	Medium / Few	Slight	Slight	Insubstantial
T1	Travellers on road from Cheung Leung Tin to Tai Wan San Tsuen	Roads D1 and D10	700m	Negligible	Medium / Many	Insubstantial	Insubstantial	Insubstantial
T2	Travellers on Wan Po Road	Roads D1 and D10	0m	Negligible	Medium / Many	Insubstantial	Insubstantial	Insubstantial
T3	Travellers on Extended Road P2 (Western Coast Road)	Roads D1 and D10	100m	Negligible	Medium / Many	Slight	Slight	Insubstantial
T4	Travellers on Cross Bay Link	Roads P2, D1 and D10	450m	Negligible	Medium / Many	Slight	Slight	Insubstantial
T5	Pedestrians and Cyclists adjacent to Extended Road P2	Noise barriers	0m	Large	High / Many	Substantial	Substantial	Moderate
T6	Pedestrians and Cyclists adjacent to Road D1 and roundabouts (East-West)	Noise barriers	0m	Large	High / Many	Substantial	Substantial	Substantial
T7	Pedestrians and Cyclists adjacent to Road D1 (North South)	Noise barriers	0m	Large	High / Many	Substantial	Substantial	Moderate
T8	Pedestrians and Cyclists adjacent to Road D8	Noise barriers	0m	Large	High / Many	Substantial	Substantial	Moderate
T9	Pedestrians and Cyclists adjacent to Road 10	Noise barriers and Viaduct	0m	Large	High / Many	Substantial	Substantial	Moderate

8.8 Conclusions

Proposed landscape and Visual Mitigation measures

8.8.1 The following landscape and visual mitigation measures are proposed in the construction phase:

§ Regular checks shall be carried out to ensure that the work site boundaries are not transgressed, hoardings are properly maintained and that no damage is being caused to the surrounding areas (CM1). Any irregularities shall be brought to the attention of the appropriate adjacent management and maintenance agencies (e.g. private land owner, or HyD, LCSD, or HKHA etc.). Remedial measures shall be designed and implemented as appropriate.

§ Erection of decorative screen hoarding particularly in areas adjacent to existing developments (CM2). (Hoardings next to undeveloped areas / construction sites need not be decorative).

§ Storage of materials and plant shall be limited to areas less visible to receivers (CM3).

§ Control of night-time lighting to prevent upward glare to visually sensitive receivers. Lighting should be directed to where it is required for security purposes only (or night working if permitted) (CM4).

§ Potential conflicts between landscape works and other works shall be avoided. Utilities works in particular shall be checked to ensure that they do not compromise landscape and visual mitigation measures. Where potential conflicts occur, engineering and utility layouts shall wherever possible be redesigned to avoid conflicts (CM5).

§ For construction works associated with the deckovers proposed in Assessment 1 - Worst Case Scenario, all impacts on all trees and shrubs shall be minimised (CM6).

8.8.2 The following landscape and visual mitigation measures are proposed in the operation phase:

§ Aesthetic design of elevated structures on Roads P2 and D10 with particular regard to form and finishes so as to create as slender and elegant an appearance as possible. ACABAS approval shall be required (OM1).

§ Sensitive integration of road embankments with surrounding ground levels (OM2) The engineering and landscape designs should be prepared to create smooth changes in level at edges of embankments, with rounded profiles wherever possible;

§ Aesthetic design of all noise barriers, noise enclosures and deckovers with particular regard to chromatic treatments. ACABAS approval shall be required (OM3);

§ Aesthetic design of road lighting with glare control measures (OM4). Light fittings and columns should be of an attractive design suitable to the streetscape setting and the overall style in TKO. The light fittings should be of a type which efficiently projects light onto the intended areas, and does not cause any glare to adjacent residents;

§ Sensitive hard and soft landscape design to edge of Area 77 and landfill beneath viaduct (OM5) so as to provide an attractive waterfront edge and promenade walk;

§ Sensitive hard landscape design along roadsides, with particular regard to the creation of an attractive and user friendly pedestrian environment (OM6). The preferred width of soft landscape amenity areas should generally be 3m (but can be narrower e.g. at bus bay ingress / egress);

§ Tree, shrub and climber planting adjacent to the roads and structures with particular regard to the screening of noise barriers, provision of shade trees along footpaths, and climbing plants against abutment walls and viaduct columns (OM7);

§ Tree, planting along central dividers to provide structure planting for the townscape (OM8);

§ In the Worst Case Scenario, the two full deckovers over Road D1 adjacent to areas 65 and 67 shall be designed as landscape decks. Structural design of the deck shall allow for adequate soil depth to permit tree planting (1.5m min). The appropriate maintenance agencies shall be involved in the approval of the design of the deckover (refer to table 8.9)

§ Attractive design of pedestrian subways including murals. ACABAS approval shall be required. (OM10)

8.8.3 All designated amenity strips alongside the roads are included in the works boundaries and that landscape and visual mitigation measures implemented within these amenity strips are therefore “on-site”. There are no mitigation measures proposed beyond the extent of the designated amenity areas.

Predicted Residual Impacts

Construction Phase – Assessment 1 – Worst Case Scenario (with further development)

8.8.4 Residual landscape impacts would be as described for Assessment 2 below, except that if the deckovers over Road D1 are constructed separately, after the completion of the other roadworks and amenity strips, then this would result in some additional adverse construction impacts, comprising adverse impacts of moderate significance on the future trees and shrubs in the planned amenity areas along Road D1 (LR1). However, these additional impacts would be avoided if the deckovers are constructed at the same time as the other roadworks.

8.8.5 Residual visual impacts would be as described for Assessment 2 below, except that if the deckovers over Road D1 are constructed separately, after the completion of the other roadworks and amenity strips, then this would result in adverse impacts of substantial significance being felt by the future pedestrians and cyclists on Road D1 (T6); users of open space in Area 66 (O5); and residents in the planned developments in Areas 65 (R6) and 67 (R7). However, these additional impacts would be avoided if the deckovers are constructed at the same time as the other roadworks.

Construction Phase – Assessment 2 – Committed Development

8.8.6 No physical landscape resources would be impacted. Residual Construction Phase landscape impacts would be minor and would be limited to adverse impacts of moderate significance to the quality of landscape character area LCA8 – Area 77 landfill and slight significance to the quality of landscape character area LCA12 – Eastern Drainage Channel.

8.8.7 Residual visual impacts during the construction phase would also be relatively minor and would comprise mainly adverse impacts of moderate significance upon residents in the residential development in Area 51 (R1) and occupants and users of the commercial/residential development in Area 72 (C/R1). Other impacts would be slight or insubstantial.

Operation Phase – Assessment 1 – Worst Case Scenario (with further development)

8.8.8 The operation phase residual landscape impacts would be minor and as described for Assessment 2 below, except that if the deckovers on Road D1 are built at a later stage than the other roadworks, then this would result in adverse impacts of slight significance on the future trees and shrubs in the planned amenity areas along Road D1 (LR1). This is because the deckovers would preclude compensatory tree planting beneath them, but would allow compensatory planting on top of them, which would partially but not completely compensate for the loss of trees at ground level. However, these additional impacts would be avoided if the deckovers are constructed at the same time as the other roadworks.

8.8.9 Operation phase residual visual impacts would include adverse impacts of substantial significance upon pedestrians and cyclists adjacent to Road D1 (east-west section) (T6). The substantial significance of these impacts would be due principally to the nature of the full deckovers over Road D1 adjacent to Areas 65 and 67, which would be very visually overpowering and prevent tree planting and soft landscape treatment underneath the decks. On the other hand, the deckovers would tend to reduce long term visual impacts upon VSRs looking down from adjacent residential properties in Areas 65 and 67.

8.8.10 Some residual adverse impacts of moderate significance, caused principally by noise barriers and/or elevated road structures, would be felt by those VSRs located immediately adjacent to the roads, including pedestrians and cyclists adjacent to Extended Road P2 (T5); pedestrians and cyclists adjacent to Road D1 (north-south section) (T7); pedestrians and cyclists adjacent to Road D8 (T8); pedestrians and cyclists adjacent to Road D10 (T9); users of the open space adjacent to Road D8 (O4); users of the open space adjacent to Road D1 in Areas 66 (O5); and users of the open space adjacent to Road D1 adjacent to the Eastern Drainage Channel (O6).

8.8.11 The remaining visual impacts would be of either slight or insubstantial significance.

Operation Phase – Assessment 2 – Committed Development

8.8.12 Residual landscape impacts would be very minor and would comprise adverse impacts of slight significance to the landscape character of landscape character areas LCA7 – TKO New Reclamation Area, LCA8 – Area 77 landfill, LCA10 – Area 86 Dream City and LCA12 – Eastern Drainage Channel.

8.8.13 Residual visual impacts would essentially be the same as for Assessment 1, with the exception that VSR C/R7 would not exist, and there would be slightly less, although still substantial, negative impacts on VSR T6 (pedestrians adjacent to Road D1 (east-west section) next to Areas 65 and 67). The substantial significance of these impacts would be due principally to the nature of the semi-enclosures over Road D1 adjacent to Areas 65 and 67, which would be visually prominent. However, these impacts would be less than those caused by the deckovers in Assessment 1, as they would be partially mitigated by good aesthetic design of the structures and attractive tree and shrub planting (refer to figure 8.7.22).

Overall Assessment of the Acceptability of Impacts

8.8.14 In general terms, the landscape impacts are relatively minor and can be successfully mitigated. The most significant visual impacts will be felt by those VSRs located immediately adjacent to the roads (i.e. pedestrians, cyclists and users of adjacent open spaces) and will result from the visual prominence of the noise barriers, semi-enclosures (in Assessment 2) and deckovers (in Assessment 1). Most of these visual impacts can be largely mitigated by good aesthetic design of the structures themselves and by attractive and extensive tree and shrub planting in the roadside amenity areas.

8.8.15 The only substantial adverse residual impacts that would remain after mitigation are the visual impacts identified on pedestrians and cyclists in Road D1 who will pass alongside and underneath the semi-enclosures (in Assessment 2) and deckovers (in Assessment 1), and it is considered that because these impacts are limited to one group of receivers who are relatively transient (as they pass along the road), they do not justify a conclusion that the overall impacts are unacceptable.

8.8.16 Therefore it is considered that, in the terms of Annex 10 of the EIAO TM, the landscape and visual impacts are acceptable with mitigation measures for both Assessment 1 and Assessment 2.