10. LANDSCAPE AND VISUAL IMPACT ASSESSMENT
Introduction
10.1 The objective of this report is to identify the existing and proposed landscape elements and the visual quality within the limits of the primary visual envelope of the study area (Figure 10.1) and provide an evaluation of the impact on the landscape and visual aspects due to the proposed improvement works with elevated viaduct and the road widening works. The assessment will cover the landscape and visual impact on the surrounding with stage of the life cycle through out the project.
10.2 It will address the main concerns from the visual and landscape point of view to derive mitigation measure to minimize the landscape and visual impact due to the improvement works.
Legislation
10.3 The assessment of the landscape visual impact due to the proposed improvement works has been carried out all in accordance with the criteria and methodology in annexes 10 and 18 of the EIA Technical Memorandum issued under the Environmental Impact Assessment Ordinance. (Cap.499)
10.4 The HKPSG (Chapter 10 – Landscape and Conservation) outlines the criteria which should be considered when planning in the rural environment; the Government Circulars regarding Tree Preservation WBTC 14/2002 Tree preservation are also applied to this assessment.
In addition, the following guidelines and technical circulars have been considered in the landscape and visual assessment:
(i) EIAO Guidance Note No. 8/2002 Preparation of Landscape and Visual Impact Assessment under the EIAO;
(ii) WBTC No. 17/2002 Improvement to the Appearance of Slopes;
(iii) WBTC No. 25/93 Control of Visual Impact of Slopes;
(iv) Highways Department Guidance Notes No. LU/GN/0001 : Management and Maintenance of Landscape Works along Public Roads;
(v) Highways Department Practice Notes No. LU/PN/001 : Landscape Works Associated with Public Roads and Highways Design, Construction and Maintenance;
(vi) Technical Guidelines on Landscape Treatment and Bio-Engineering of Man-made slope and Retaining Walls (GEO Publication No. 1/2000); and
(vii) Use of Vegetation as Surface Protection on Slope (GEO 1999).
Assessment Methodology
10.5 This project is a designated project under the EIAO, the methodology adopted for the proposed improvement work conforms to the requirements of the Environmental Impact Assessment Ordinance. A robust methodology will be derived for the LVIA to meet the requirements of the EIA Study Brief and the Technical Memorandum. It consists of:
· A definition of the scope and contents of the proposed structure;
· Review of Planning Development Control Framework
· A comprehensive description of the baseline landscape and visual character;
· Identification of the potential landscape and visual impacts and prediction of its magnitude and extent of impact;
· Recommendations on mitigation measures;
· Assessment of residual impact and conclusion.
Scope and Contents
10.6 In setting the scope of the landscape and visual impact assessment for the improvement works, the following aspects will be considered:
· Site description
· Proposed development
· Level of details required for baseline studies
· Key viewpoints to be covered
· System to be used for judging significance of impact
· Other development if cumulative impacts are to be assessed
· Impact Assessment
· Recommended mitigation measures
Existing Site Condition
10.7 The study area is located to the west of the current San Tin Roundabout leading to Lok Ma Chau Boundary Crossing from San Tin Highway slip road and Fanling Highway slip road. From the aerial photos taken in 1986, it is shown that the Boundary Crossing and the associated roadway were constructed on the former fishponds in the year of 1986-87. In comparison with the aerial photo taken in 2001 (Figure 10.2), there is no apparent change on the overall landscape character for the surrounding area.
10.8 The study area is orientated in a northeast-southwest direction with the two main accesses from Fanling Highway and San Tin Highway and extended towards the northwest to the existing vehicle holding ground. The Shenzhen River is at the distant north, which forms the physical border separates Hong Kong from China. To the north side of the river, the skyscrapers with a great variety of forms, textures and building heights are the prominent feature across the skyline. To the northeast, the site faces the wooded hill knoll of Lok Ma Chau with a number of villages and fishponds scattered over the foothill. To the northwest, the village of Sam Po Shue and Lin Barn Tsuen, wherein mainly consist of fish and duck ponds. Open container storage areas and workshops are located to the southeast along Kwu Tung Road.
10.9 The site for the proposed two elevated roads will be located on the amenity strip beyond the San Tin Highway and Fanling Highway. The intersection of these two elevated roads will be sited beyond the southbound of Castle Peak Road- San Tin on where the existing open parking space and workshops are located. This elevated road will extend further to the north, through the existing parking lot, before it descends to the existing vehicle holding ground.
Landscape and visual context in the study area
10.10 The landscape elements and visual context in the immediate vicinity is very diverse and it has been characterized by a number of contrasting features as illustrated in Figure 10.3.
10.11 To the immediate north, the site consists of the Boundary Control Point main building with two rolls of kiosks on the lateral sides. There are two vehicles holding areas at the inbound and outbound in the north end and south end respectively. Parking spaces are located on both sides of the existing main building. A number of building blocks, which houses the Agriculture and Fisheries facilities, Custom & Excise Department facilities, Department of Health Check Point, Cargo Examination facilities and Vehicle X-ray facility are distributed adjacent to the main building. There is a helipad at the east part of the Boundary Control Point site. At present, the Boundary Crossing Point is in the process of carrying out the kiosk expansion exercise with all kinds of construction activity in this location.
10.12 There are quite a few numbers of 25 metres lighting high masts distributed along the traffic route in the Boundary Crossing Point complex. They form a distinct element in the skyline from a distant view in the daytime and a dominant landscape feature to the surrounding at night.
10.13 A dense tree belt of tall canopy trees is planted along the periphery immediately outside the Boundary Control Point complex. The tree belt is stretching from the south to the north on both sides of the site. They are very effective screen on the distant views from the north into the study area.
Fishponds
10.14 Fishponds are mainly found in Sam Po Shue, San Tin and part of the Lok Ma Chau. They have a distinctive landscape character of their own in this rural setting. The ponds vary in size and shape. Bunds, which serve as access routes, separate these ponds. Aquatic vegetation blends in naturally with the pond edge. Apart from the hurdle of ducks that can be seen in the ponds; occasionally, wild fouls are also observed. They use the ponds as a resting and feeding place. This whole setting forms a pleasant view to the visual receptors.
Open container storage Area / Workshops
10.15 The open container storage areas and workshops are located at the north and south of the study area. The landscape context of these areas is in great contrast with the natural setting of the surrounding landscape. The extent and bulkiness of the containers and workshop have a substantial visual intrusion on the surrounding.
Residential Settlement Area
10.16 Residential settlements are located at the west and the north side of the study area. In Tung Chan Wai, it is densely packed with 3 to 4-storey high village houses. In Wing Ping Tsuen, the houses are less dense. In these villages, the high border fence with climbers has somewhat screened and filtered the views to the subject site.
Public Open Space
10.17 Lok Ma Chau Lookout is the only public open space found in the study area. It is on the high ground to the west of Lok Ma Chau with a distance view to the subject site. There are antique stalls selling souvenir items to the visitors. It is a popular tourist spot, which attracts a number of visitors to the area all year round.
Wooded Hill Slope
10.18 A wooded hill slope is located beyond the south part of the study area. It is mature woodland that forms a green pleasant backdrop on views to the south.
Public Transit
10.19 Lok Ma Chau Public Transport Interchange is located to the east of the study area north of the San Tin Roundabout. It is a transport terminal with single storey building for public transit.
Description of the improvement works
10.20 The propose improvement works include the followings:
§ Provision of two elevated viaduct from southbound Fanling Highway and northbound San Tin Highway.
§
Provision of noise mitigation measures along the proposed elevated
viaduct along San Tin Highway, Castle Peak Road - San Tin and San
Sham Road.
§ Provision of road widening
Life cycle of the proposed improvement works
10.21 The construction of the slip road will commence in April 2005 and to be completed in March 2007. The life cycle of this work can be divided into the construction stage and operational stage
Key Issues to be addressed
10.22 The assessment identifies the impacts of the proposed improvement works upon the resources that make up the landscape, upon the character of that landscape and upon the visual amenity of that area. The surrounding area has its distinctive character and its own landscape value. The alteration of the existing landscape elements, such as tree belt would be vulnerable to the existing landscape character. The proposed improvement works shall require the removal of the existing trees. The study area will be exposed to view thus lead to the loss of visual quality on the surrounding. Mitigation measure should be addressed to compensate on the loss of visual quality due to the proposed improved works.
10.23 Key issues relating to landscape impact of the proposal will include:
§ Impacts upon the landscape character within the study area;
§ Impacts upon the proposed landscaping in the study area from the surrounding area.
10.24 Key issues relating to the visual impact of the proposal will include:
§ Impact upon VSRs due to the proposed improvement works during the construction stage and operation stage.
§ Interference of views due to the proposed improvement works.
Baseline Study
10.25 The baseline study will present an appraisal of the landscape and visual resources of the study area. It will focus on the sensitivity of the landscape and visual impact on the visual receiver and its ability to accommodate change. Under the study brief, the study area defines for the Landscape Impact Assessment is approx. 500 metres from the proposed works site boundary. The area for the visual impact assessment is defined by a visual envelope. This is generally the view shed formed by natural/manmade feature such as tree line and building block.
10.26 Landscape resources considered include topography, woodland, other vegetation, built form, settlement pattern, land use, scenic spots and details of local streetscapes. The baseline study described the landscape resource by identifying broadly homogenous landscape character units (LCU) of a similar character, they are rated on the quality of element, their sensitivity to change and its importance at various geographical level.
10.27 Visual resources considered are typical view points located and direct towards the project. A visual envelope will establish which define the extent of visual influence of the project and the potential visual impacts. Definition of the extent of the view shed formed by natural / man-made feature, such as ridgeline or building blocks, will be based on desktop study and site investigation. As the topography of the surrounding areas of the project is quite gentle and flat, the zone of visual influence is expected to be quite extensive. Sensitive visual receivers (SVRs) identified in this assessment are representative in that individual or groups that have a similar sensitivity to changes in the visual and landscape environment.
Review of the Planning and Development Control Framework
10.28 A review of the planning and development control framework has been undertaken to provide an insight to the future outlook of the area affected and the way the improvement work would fit into its wider context. This will also give further insight into possible future sensitive receiver that might be affected by the proposed improvement works.
10.29 Principle view Point
View point from area surrounding the study area will be established and examined. They are representation of the specific type of SVRs subject to the impact covered by proposed improvement works.
Methodology for Assessment of Landscape and Visual Impact
Landscape impact
10.30 Landscape impacts can be positive or negative. They are assessed at two levels :
§ Impacts upon individual landscape features and resources; and
§ Impacts upon landscape character
10.31 Landscape impacts are assessed as a function of the magnitude of change and the sensitivity of the landscape resource or landscape character. Landscape sensitivity is assessed as high, medium and low, and magnitude of change is assessed as large, intermediate, small and negligible. Landscape impacts are assessed subsequent to the implementation of prescribed mitigation measures at both construction and operational stages.
§ Landscape sensitivity is the ability of the landscape resource or character to accommodate change without prejudice to the quality of that resource.
§ Magnitude of change is the degree of degradation or intrusion on the landscape element on which it may be possible to affect through landscape or environment enhancement
10.32 Impacts are assessed as very substantial, substantial, moderate, slight moderate, slight or very slight (positive or negative). Insignificant impacts are termed negligible. A matrix is used to assess landscape impacts and is shown in the Table below :
Landscape Impact Characteristic (Positive or Negative)
|
Magnitude of Change |
Sensitivity of Landscape Resource/Character |
||
|
High |
Medium |
Low |
|
|
Large |
Very substantial to substantial |
Substantial to moderate |
Moderate |
|
Intermediate |
Substantial to moderate |
Moderate |
Moderate to slight |
|
Small |
Moderate |
Moderate to slight |
Slight to very slight |
|
Negligible |
Negligible |
Negligible |
Negligible |
Substantial - Adverse/ Beneficial impact where the proposed project would cause significant degradation or improvement in existing landscape baseline conditions.
Moderate - Adverse / Beneficial impact where the proposed project would cause noticeable degradation or improvement in existing landscape baseline conditions.
Slight - Adverse / Beneficial impact where the proposed project would cause a barely noticeable degradation or improvement in existing landscape conditions or where the changes brought about by the project would not be apparent in visual terms.
Negligible - The proposed project does not perceptibly affect the existing landscape baseline conditions
Visual Impact
10.33 Visual impacts can be positive or negative and are defined as a function of the sensitivity of a receiver and the magnitude of the change to that receiver’s existing view.
10.34 The assessment of visual impacts is structured by receiver sensitivity. Visually Sensitive Receivers (VSRs) are identified through the definition of the structure’s zone of visual influence or ZVI (i.e. the area within which views of the study area are possible). For the purpose of this study, receivers have been grouped into the following categories :
Residential - Those people who would view the proposal from their home
Occupational - Those people who would view the proposal from their workplace
Travelers - Those people who would view the proposal from their vehicles or on foot
Recreational - Those people who would view the proposal whilst engaging in recreational activities
10.35 The sensitivity of receivers to visual impacts is influenced by the immediate context of the viewer, the activity in which they are engaged and the value that they attach to this location in particular. Receivers are categorized as being of high, medium or low sensitivity to visual impacts.
10.36 Those who view the proposal from their homes are considered to be highly sensitive to any visual intrusion. This is because the attractiveness, or otherwise, of the view would have a notable effect on a resident’s general quality of life and acceptability of their home environment.
10.37 Those people who view the scheme from their workplace are considered relatively less sensitive to visual intrusion. This is because they are employed in activities where visual outlook plays a less important role in the perception of the quality of the working environment. They are classified as a low sensitivity group.
10.38 For those who view the scheme whilst engaging in outdoor leisure pursuits, visual sensitivity varies depending on the type of recreational activity. Those taking a stroll in a park, for example, would be classified as a high sensitivity group compared to football players who would have a low sensitivity rating.
10.39 For those people who view the scheme from public thoroughfares, the degree of visual intrusion experienced depends on the speed of travel and whether views are continuous or only occasional. Generally, the slower the speed of travel and the more continuous the viewing experience, then the greater the degree of sensitivity.
10.40 The criteria used to determine the sensitivity of VSRs are given below :
§ value and quality of existing views;
§ availability and amenity of alternative views;
§ the number of visual receivers;
§ the category or type of visual receivers as discussed above;
§ the landscape context of the proposed development;
§ the particular visual backdrop from specific viewpoints.
§ the frequency (length and duration of time) the proposed development is in view;
§ degree of visibility;
10.41 The criteria used to determine the magnitude of change to a view are given below :
§ proximity of receivers;
§ degree of change of views;
§ the particular visual backdrop to the development from specific important view points;
§ the landscape context of the proposed development.
§ the nature of the proposed development and its compatibility with the surrounding landscape;
§ scale of development
§ reversibility of change
§ potential blockage of view
§ duration of impacts under construction and operation phase
10.42 Impacts are assessed as very substantial, substantial, moderate, slight or very slight. Insubstantial impacts are termed negligible. A matrix is used to assess visual impacts and is shown in Table below :
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Visual Impact Characteristic (Positive or Negative)
|
Magnitude of Change |
Sensitivity of Landscape Resource/Character |
||
|
High |
Medium |
Low |
|
|
Large |
Very substantial to substantial |
Substantial to moderate |
Moderate |
|
Intermediate |
Substantial to moderate |
Moderate |
Moderate to slight |
|
Small |
Moderate |
Moderate to slight |
Slight to very slight |
|
Negligible |
Negligible |
Negligible |
Negligible |
Substantial - Adverse/ Beneficial impact where the proposed project would cause significant degradation or improvement in existing visual baseline conditions.
Moderate - Adverse / Beneficial impact where the proposed project would cause noticeable degradation or improvement in existing visual baseline conditions.
Slight - Adverse / Beneficial impact where the proposed project would cause a barely noticeable degradation or improvement in existing visual conditions or where the changes brought about by the project would not be apparent in visual terms.
Negligible - The proposed project does not perceptibly affect the existing visual baseline conditions
Recommendation for mitigation Measure
10.43 Alternative alignment, design and construction method that would avoid or reduce the identified impacts on landscape, or that would make the project visually more compatible with the surrounding setting will be examined. The identification of the landscape and visual impact will highlight those sources of conflict requiring design solutions or modification to reduce impacts and absorb the improvement and associated activities into the surrounding landscape. These mitigation efforts will consider factors as list below and will derive landscape mitigation proposals to alleviate the identified landscape and visual impact.
§ Woodland, tree and shrub planting to new or disturbed slopes, amenity strips, highway reservations and adjacent to any proposed structures:
§ Contouring of new slopes to blend with existing topography in a natural manner;
§ Earth mounding and screening;
§ Highlighting unacceptable impacts and considering alternative proposals;
§ Hard landscape elements including design and appearance of proposed facility;
§ Significant landscape elements.
Residual landscape and Visual impact
10.44 Residual impact is defined as the impact remaining after all practical methods of mitigation have been implemented. At the final stage of the LVIA study is to assess the significance of the residual impacts. The impacts will be classified according to their level of significance as summarized below:
§ Beneficial - the project will complement the landscape and visual character of its setting, will follow the relevant planning objectives and will improvement the landscape and visual quality of the study area.
§ Acceptable - the assessment indicates that there will be no significant effects on the landscape, no significant visual effects caused by the appearance of the project, or no interference with key views.
§ Acceptable with mitigation measure - there will be some adverse effects, these can be eliminated, reduced or offset to a large extent by specific measures.
§ Unacceptable - the adverse effects are considered too excessive and are unable to mitigate practically.
§ Undetermined – significant adverse effects are likely, but the extent to which they may occur or may be mitigated cannot be determined from the study. Further detailed study will be required for the specific effects in question.
Baseline Study
Background
10.45 San Tin Interchange improvement works is
located to the west of the existing San Tin Roundabout. Two elevated slip roads
branch off from San Tin Highway and Fanling Highway in the west and east
direction, united and extended northward along side the San Sham Road and
descend onto the existing vehicle holding ground. Noise barriers are proposed
in three twolocations
to provide a mitigation measure to the existing and the planned receptor. A1.5
M high vertical barrier will be erected along the widen section of San Tin
Highway at the south side of the existing open storage area. Two noise barriers are proposed for the
planned noise sensitive receivers. One is at the junction of Castle Peak Road
and access road to Tung Chan Wai with a 5M high cantilevered barrier with 2M
cantilever at 45 . The
second one is a 4.52.0M high vertical barrier along the east bound of the elevated slip
road connecting San Sham Road. The landscape
character units in the vicinity vary from woodland, industrial, transport corridor,
residential and institutional, as shown in Figure 10.20. The site is open to view only from
the north along San
Sham Road and enclosed to the remaining sides by
existing tree screen. Site inspection reveal that the residence in Sam Po Shue, On Lung Tsuen, Fan
Tin Tsuen, San Lung Tsuen, Tsing Lung Tsuen, Luk Mei Tsuen, Ki Lung Tsuen, Chau
Tau, Pau Uk Tsuen will have no view of the project due to distance, topography
and the existing tree screenas shown in cross sections in Figure 10.21. Thus, visual
resources are mainly in the local context and the cross boundary traffic at the
Boundary Crossing Point.
Baseline Landscape resources
10.46 In accordance with the study brief, landscape character units (LCUs) and landscape elements have been identified within 500M from the site boundary. Their results are described in Table 10.1 Landscape Character Units and Table 10.2 Landscape Elements. These to include the followings:
LCUs
· LCU1- Woodland and Shrub bed
Existing green area comprise the predominantly wooded back drop of Lam Tsuen Country Park, Ki Lun Shan
· LCU2- Transport Corridor
Existing linear structure for vehicle, Fanling Highway, San Tin Highway, San Sham Road, Kwu Tung Road, Castle Peak Road, Lok Ma Chau Road
· LCU3- Institutional
Existing government facilities next to the study area, boundary control point main building and associated facilities
· LCU4- Residential
Village settlement next to the study area including village house
· LCU5- Industrial/Utility
Industrial/Utility facilities next to the study area including workshops. Container storage and repair warehouse, public transport terminal
· LCU6- Fish pond / Agricultural field
Fish pond/bund, agricultural field next to the study area in the conservation area
LEs
· LE1 Woodland (Approx. 63.2 ha )
Existing woodland associated with Lam Tsuen Country Park to the south and the hill knoll to the north east
· LE2 Vehicle Corridor (Approx.3.7 ha )
Existing linear structure for vehicle, Fanling Highway, San Tin Highway, San Sham Road, Lok Ma Chau Road, Kwu Tung Road, Castle Peak Road
· LE3 Existing Road side tree (Approx.3.6 ha )
Existing planting on amenity strip along roads
· LE4 Residential built up area (Approx.61.9 ha)
Existing village settlement including village house
· LE5 Industrial/Utility (Approx.5.3 ha)
Workshop, container storage area, built element including work shed, transport terminal
· LE6 Fish pond/ Agricultural field (Approx.129.6 )
Existing fish pond, agricultural field in the wetland conservation area including pond bunds and drainage waterway
A tree survey has been carried out and the extent of existing trees in conflict with this project was assessed in the Tree Survey Report. Information from the Tree Survey Report is summarized below:
A total of 1146 nos. of individual trees were identified in the tree surveys. The individual tree species surveyed are mainly amenity tree species. All are commonly found in Hong Kong. No rare specimens were recorded and none of them have any special ecological value. The tree species found are listed below:
Dominant species |
Other species present |
|
Acacia confuse |
Bombax malabaricum |
|
Albizia lebbek |
Bridelia monoica |
|
Casuarina equisetifolia |
Carica papaya |
|
Cinnamomum camphora |
Celtis sinensis |
|
Ficus microcarpa |
Citrus grandis |
|
Ficus virens |
Eucalyptus citriodora |
|
Magnifera indica |
Euphoria longan |
|
Melaleuca leucadendron |
Ficus hispida |
|
Melia azedarach |
Ficus superba |
|
Syzygium jambos |
Hibiscus tiliaceus |
|
|
Leucaena leucocephala |
|
|
Liquidamber formosana |
|
|
Macaranga tanarius |
|
|
Psidium guajava |
|
|
Sterculia lanceolata |
It is considered possible to retain 816 nos. of the individual trees within the limit of the project. However, 238 nos of trees which lie either within the area for new viaduct or slip roads construction are proposed to be felled and 92 nos. of trees which lie on gentle slopes with better forms and conditions are recommended for transplanting.
To compensate the loss of 238 nos. of trees, 714 nos of compensatory trees are proposed. This will provide a compensation ratio of about 3 : 1. More over, an addition of 106 no compensation trees for the advance work SSSR will also be planted in this site, This will result with a total of 820 nos of compensatory trees. Light standard trees are proposed on SIMAR slopes as advised by HyD while heavy standard trees will be planted on gentle area. Tree species proposed for the compensation are mainly flowering tree species found in this location. With this arrangement, all the compensatory trees will blend nicely with the existing vegetation
Baseline Visual Resources
10.47 In accordance with the study methodology, sensitive visual receivers (SVRs) within the visual envelope were identified and grouped into types as shown in Table 10.3. The visual resources closely relate to the landscape character units. These units vary from traffic corridor to agriculture.
10.48 A visual envelope has been mapped to determine Sensitive Visual Receiver (SVRs), key views from and towards the proposed improvement works are shown in Figure 10.21 and described as below.
Key views towards the proposed improvement work :
Figure 10.4 View southwest from Castle Peak Road – Chau Tau
Figure 10.5 View north of the study area from Castle Peak Road - San Tin
Figure 10.6 View southeast from Castle Peak Road – San Tin
Figure 10.7 View south from parking lot on Castle Peak Road, San Tin
Figure 10.8 View north from San Tin Roundabout
Figure 10.9 View northeast from westbound San Tin Highway
Figure 10.10 View east from Kwu Tung Road flyover
Figure 10.11 View northwest from Kwu Tung Road slip Road entrance
Figure 10.12 View northeast from Kwu Tung Road
Figure 10.13 View north from Kwu Tung Road Slip Road Junction
Figure 10.14 View south from San Tin Transport Interchange
Figure 10.15 View north from Ki Lun Shan
Figure 10.16 View east from Castle Peak Road – Wing Ping Tsuen
Figure 10.17 View northeast from Yan Shau Wai
Figure 10.18 View east from Lin Barn Tsuen
Figure 10.19 View south from Lok Ma Chau Lookout point.
Details of the SVRs are listed in Table 10.3 below.
The potential visual receiver located in the planned uses area in the San Tin OZP OU (Comprehensive Development and Wetland Enhancement Area) and OU (Comprehensive Development to include Wetland Restoration Area) will have the impact addressed.
Review of Planning and Development Control Framework
10.49 The broad statutory planning framework and intention for the proposed improvement work is currently covered by the Draft Ngai Tam Mei Outline Zoning Plan No. S/YL-NTM/7 exhibited on 14/6/2002, and the Approved San Tin Outline Zoning Plan No. S/YL-ST/5 exhibited on 10/5/2002. In accordance with the Draft Ngau Tam Mei Outline Zoning Plan No.S/YL-NTM/7 a portion of the study area for the improvement works is zoned for “OS’ (Open Storage). This area is to cater for the continuing demand for open storage and to regularize the already haphazard proliferation of the open storage use within the zone. In the explanatory statement, all uses directly related and ancillary to the permitted developments and uses are always permitted
10.50 A portion of the site for the improvement works is also zoned for ‘OU’ (Service Station), ‘V’ (Village type Development) and roadway in the Approved San Tin Outline Zoning Plan No. S/YL-ST/5, a section of the elevated road will be extended through San Tin Highway. In the notes for the Approved San Tin Outline Zoning Plan S/YL-ST/5, item (V)(i) the elevated road are always permitted in any area shown as ‘Road. The slip road from San Tin Highway is zone for ‘V’ in the Approved San Tin Outline Zoning Plan No. S/YL-ST/5. In the explanatory statement, item no. 13 Planning Control, all uses directly related and ancillary to the permitted developments and uses and always permitted.
10.51 Under S13A of the Town Planning Ordinance, any works or use authorized under the Roads (Works, Use and Compensation) Ordinance shall be deemed to be approved under this ordinance. As the project will undergo the authorization process under the said Roads Ordinance, planning permission from the Town Planning Board is not required.
10.52 The area in which the improvement work located is within the context of item 10.1 Road Network, on Castle Peak Road and San Tin Interchange.
10.53 With the proposed Slip Road, the existing open storage and workshop along Kwu Tung Road are likely to be relocated elsewhere.
10.54 The non-statutory planning context reveal that Northern Rail Link of the Second Railway Development Study will be located east of the improvement works stretching from north over the proposed viaduct and extends further to the southwest.
10.55 Other non-statutory guidance from Government on the need for the improvement work has been recognized by the Government. According to TD’s assessment, the two approaches to San Tin Roundabout from San Tin Highway Slip Road and Fanling Highway Slip Road will exceed the allowable capacity in 2011. Improvement by means of elevated roads is required to segregate the cross-boundary goods vehicles to relieve the traffic queues in the San Tin Roundabout.
10.56 The future planning outlook and interface with sensitive uses and sensitive visual receivers on the planned uses in San Tin OZP indicated that the improvement work in San Tin Interchange will remain as ‘road’ which complies with the Planning intention. No potential conflicts are found with respect to landscape and visual impacts within the existing Planning and Development Control framework.
10.57 The proposed improvement work is located within the approved San Tin Outline Zoning Plan No. S/YL-ST/5 and Draft Ngau Tam Mei Outline Zoning Plan No. S/YL-NTM/7 for uses directly related and ancillary to the permitted developments and uses. Planning permissions from Town Planning Board will not be required.
Landscape & Visual Impact Assessment
Landscape & Visual Impact Assessment during Construction Stage
Background
10.58 The proposed improvement work is on existing Highway network and the open storage area. Potential construction impact will be the removal of existing vegetation, building material delivery, site formation and construction of the elevated viaduct and noise barrier and the associated facilities. The area of potential landscape impact on the Landscape Character Unit and Landscape Elements are illustrated in table 10.4 and Table 10.5 with their respective location shown in Figure 10.20. The level of potential landscape impact is shown in table 10.6. The work on San Tin Highway and Fanling Highway will commence in April 2005 and complete in March 2007.
Source of landscape impact
10.59 The source of construction landscape impact will include:
§ The removal of existing vegetation for the build element and the related construction activity
§ The construction works of principle site formation works for the proposed elevated viaduct and noise barrier
§ Designation of temporary site area for storage , plant cabins and associated site equipment
§ Temporary construction arrangement that affect access to adjacent area
Prediction and Evaluation of Landscape Impact during Construction
10.60 A landscape impact is a physical change to an existing landscape resource. Any loss or alteration can be assessed and re-provisioned or compensated by landscape mitigation measures. The landscape impact in the construction stage will have a slight negative impact upon the landscape character units and landscape element of the study area by the construction of the elevated viaduct, slip road and noise barrier. A summary of the disturbance to the landscape character unit is shown in Table 10.4 and to the Landscape Elements in Table 10.5. A summary of the Landscape Impact is given in Table 10.6. The potential landscape impact is quantified in Table 10.6. The level of the landscape impact on individual LCUs at both construction and operation stages has been stated in Table 10.6
Source of visual impact
10.61 The elements of the improvement works would create varying levels of visual impact on the visual amenity of the surrounding area during construction stage. Potential impact would result from the followings
§ Removal of existing vegetation within the site
§ Construction of site access and traffic movement
§ Storage of existing topsoil and reinstatement works
§ Possible glares generated from the area flood light at night
§ Material stockpiling
§ Construction equipment and plant
§ Temporary parking area on site, accommodation and working areas.
Prediction and Evaluation of Visual Impacts during Construction
10.62 It is considered that VSRs located close to the construction works will receive a moderate negative visual impact. On this basis, VSRs in the following developments would be worst affected during the construction stage;
SVR1 (VPT1.1)
This group of visual receptor is drivers and
passengers traveling along Castle Peak Road through the proposed improvement
work area. Along this section of road, tall canopy trees are lined on both
sides of the road with occasional openings for glimpse view to the south side.
The situation is even more open due to the existing open storage area located to
the south. They will have a full view of the construction work of the viaduct
and noise barrier along Castle Peak Road and along San Tin
Highway. Yet not so much on the Fanling Highway due to the existing tree
screen. Despite the fact that this group of visual receptor is transit in
nature, in general, they are mainly frequent user on this section of Castle
Peak Road. The visual impact caused on this group of visual receptor by the
proposed improvement work is considered moderate to slight adverse during
construction stage.
SVR1 (VPT1.2)
This group of visual receptor is passengers and visitors traveling along San Sham Road to and back from the Boundary Control Point Crossing in a north-south direction. The existing view towards south side of the study area is open. This group of visual receptor will have a clear view of part of the proposed improvement work and the noise barrier during construction stage when view towards south. As this group of receptor is transit in nature, the construction work expose to view is relatively short. The visual impact caused is considered negligible during construction stage.
SVR1 (VPT1.3)
This group of visual receptor is passenger traveling along Fanling Highway and San Tin Highway. There are existing trees on both side of the Highway, the view along this section of road will be quite restricted in a east-west direction and in line with the Highway’s orientation. They will have a clear view of the construction of the viaduct along south side of Fanling Highway and immediately beyond the west side of San Tin roundabout. As the passengers are transit in nature plus the fact that they will be traveling in high speed, the time of exposure on the view of the proposed improvement work is relatively short. Thus the visual impact caused is considered moderate to slight adverse during construction stage.
SVR2 (VPT3.1)
This group of visual receptor is resident in
Wing Ping Tsuen, the village houses are mainly two to three storeys high. Residents live along the southern edge and with
a south and southeast facing window will be able to see the proposed
improvement works including the viaduct on San Tin Highway and noise barrier along
Castle Peak Road. The exterior view plays an important part of
their normal life for this group of visual receptor, thus the visual impact
caused is considered substantial to moderate adverse during construction stage.
SVR2 (VPT3.2)
This group of visual receptor is resident in Yan Shau Wai with their main view facing north and north east. They will have glimpse view of the north end of the improvement work. The village is at present partially screened by tall trees along the village boundary to the north. The visual receptor in this location will be limited to those resident with a east facing window and live along the east edge of then village. The external view plays an important part of the life of this group of visual receptor, thus the visual impact caused is considered substantial to moderate during construction stage.
SVR5 (VPT5.1)
This group of visual receptor is the potential residents for the planned development in the CD Wetland Enhancement Area. They are located further north of the San Tin villages. In considering the height of the existing village house which is only 3 to 4 storeys in height, they may be able to see the proposed improvement work and the noise barriers from an elevated location. As the exterior view plays an important part of the life of this group of visual receptor, the visual impact caused is considered substantial to moderate adverse during construction stage.
SVR5 (VPT5.2)
This group of visual receptor is resident for the planned development in the CD Wetland Restoration Area with a great distance to the west. In considering the height of the existing village house which is only 3 to 4 storeys in height, they may be able to see the proposed improvement work and the noise barriers from an elevated location. As the exterior view plays an important part of the life of this group of visual receptor, the visual impact caused is considered substantial to moderate adverse during construction stage.
10.63 Slight to negligible negative visual impact will be felt by VSRs located in theDistance.
SVR1 (VPT1.4)
This group of visual receptor is passenger and pedestrian traveling along Kwu Tung Road. This road is lined with mature trees on both side. The proposed improvement works will be partial screen from view by the existing vegetation except at the ingress/exit point and the elevated viaduct cross over Kwu Tung Road. This group of receptor is mainly transit in nature and the time to pass through this section of road is relatively short, thus the visual impact caused is considered moderate to slight during construction stage.
SVR1 (VPT1.5)
This group of visual receptor is those passenger traveling along Lok Ma Chau Road in a north-south direction. This is a local road with tall canopy trees along the west side of this road. This group will have no view of the proposed improvement work thus the visual impact caused is considered negligible during construction stage.
SVR2 (VPT2.1)
This group of visual receptor is mainly visitors to this Boundary Control Point crossing and a small quantity of workers. Tall canopy trees are located on both sides of the complex and along the access road. Thus the possible view would only be limited to the south side along San Sham Road. This group of visual receptor will be able to see the construction of the elevated viaduct and the noise barrier. Even thought the majority of the visual receptors are transit in nature, the workers, however, will still experience a moderate to slight adverse visual impact in relation to their exterior working environment
SVR2 (VPT2.2)
This group of visual receptor is passenger and workers in this public transport terminal. Despite the close distance from the proposed improvement work, the existing tree surrounding this terminal has screen the improvement from view. The only area can be seen is the ingress/exit point at the junction of Castle Peak Road whereby minor road adjustment is required. As this group of visual receptor is transit in nature, the visual impact caused is considered slight adverse during construction stage.
SVR2 (VPT2.3)
This group of visual receptor is workers in the workshops along Kwu Tung Road. The proposed improvement works along Faning Highway can be seen by this group of visual receptor, particularly the elevated viaduct and the embankment. As the exterior view will have little impact on their nature of work during the working hour, thus the visual impact caused is considered moderate to slight adverse during construction stage.
SVR2 (VPT2.4)
This group of visual receptor is workers in workshop along Ki Lun Shan Road, the propose improvement work will be screened by the tall canopy trees along Kwu Tung Road with no open view be seen by this group of visual receptor. The visual impact caused is considered negligible during construction stage.
SVR3 (VPT3.3)
This group of visual receptor is villagers in Lin Barn Tsuen at a great distance to the northwest from the proposed improvement works. The existing topography and vegetation including the villages to the east has blocked any possible view. Thus the visual impact caused is considered negligible during construction stage.
SVR4 (VPT4)
This group of visual receptor is mainly visitors to this Lok Ma Chau Lookout Point. Their main view will be towards the north and the northwest, the existing vegetation to the southwest has blocked the proposed improvement work from view. Thus the visual impact caused is considered negligible during construction stage.
10.64 The visual impact arising will be :
§ The loss of existing greenery
§ Visual glare from welding and site illumination
§ Rotational site traffic, deliveries and cranes
§ The interruption and obstruction of views eastward from the adjacent village of Tung Chen Wai
§ The interruption
and obstruction of view due to the erection of noise barrier along San Tin
Highway, Castle Peak Road-San Tin and San
Sham Road.
§ The interruption and obstruction of views east and southwards from the Wing Ping Tsuen along Castle Peak Road
§ The change of visual quality on Castle Peak Road San Tin north bound travelling east
§ The interruption and obstruction of view southwards by construction activity on the vehicle using Fanling Highway.
§ The interruption and obstruction of view northwards by construction activity on the vehicle using San Tin Highway.
§ The interruption and obstruction of view westward by construction activity on the vehicle using San Sham Road.
§ The slight interruption and obstruction of view northward by construction activity on the vehicle using Kwu Tung Road.
10.65 Visual impact will result from the permanent intrusion of the built elements and related construction activities. This to include the elevated viaduct, noise barrier and the associated road widening works. A summary of the visual impacts is given in Table 10.7.
Landscape and Visual Impact Assessment during Operational Stage
Background
10.66 The propose improvement works is a traffic corridor. The permanent elevated viaduct and the associated facilities including the noise barrier will intrude into the local landscape context. The overall quality of the ‘Road’ and ‘OS’ context will remain unchanged. Once the improvement is put into operation, it will not result in any further perceptible change to the existing landscape and visual character.
10.67 This improvement work will be completed by 2007, cumulative landscape and visual impact will result from the construction and operation of the following:
§ East Rail Extension – Spur Line to Lok Ma Chau,
§ The main drainage and Poldered village protection scheme for San Tin NWNT Phase 3, Part 1 – Eastern Main Drainage Channel for San Tin under PWP Item no. 73CD
§ Proposed Drainage Channel NTM04 under the Northern NT DMP Study
§ Northern Rail Link of the Second Railway Development Study
§ Expansion of kiosk and other facilities at Lok Ma Chau Boundary Crossing – Remaining works
Prediction and evaluation of Landscape Impact during operation
10.68 During operational stage, it is anticipated that the magnitude of change from the baseline condition will be negligible. With the gradual and periodic construction of the eastern main drainage channel for San Tin, LCU4 will experience a slight adverse landscape impact. No change is predicted to the other LCUs and LEs. A summary of landscape impact is given in Table 10.6
Prediction and evaluation of Visual Impact during operation
10.69 On completion of construction and operation of the elevated viaduct, no perceptible change to views from SVRs in the baseline condition is predicted other than the cumulative impact to the VPT3.1 and 3.2. Magnitude of visual change is therefore predicted as slight to negligible. A summary of Visual impact is given in Table 10.7 with detail description as below.
SVR1 (VPT1.1)
The passenger on Castle Peak Road –San Tin
will have the view of the elevated viaduct and 1.5M High noise barrier to the
south and the noise barrier at the junction of Castle
Peak Road and access road to the north. With the completion of the construction activities, there will
have little to no perceptible change to view on this group of visual
receptor. The visual impact caused
during operation stage will be slight.
With the incorporation of the proposed mitigation measure as listed in
table 10.8 and 10.10, the proposed viaduct and noise barrier will be screen or
soften to view result with negligible residual visual impact during operation
stage.
SVR1 (VPT1.2)
The passenger and visitors on San Sham Road
will have the view of the elevated viaduct and the 4.52.0M high noise barrier at the west of San Sham Road. With the
completion of the construction activities, there will have little perceptible
change to view other than the vehicle traffic and the night lighting. The visual impact caused during operation
stage will be Moderate due to close distance. With the incorporation of the
proposed mitigation measure as listed in table 10.8 and 10.10, the proposed viaduct
will be screen by vegetation, the semi-transparent noise barrier will have the
visual impact soften substantially. The residual visual impact caused during
operation stage is considered as slight adverse.
SVR1 (VPT1.3)
The passenger traveling on Fanling Highway and San Tin Highway will be able to see the elevated section cross the Highway. The remaining portion of the improvement work will be screen by existing vegetation along side this highway. The visual impact caused during operation stage is considered slight. With the incorporation of the proposed mitigation measure as listed in the table, the anticipated residual visual impact during operation stage will be negligible.
SVR1(VPT1.4)
The passenger traveling along Kwu Tung Road will be able to see a portion of the elevated viaduct across this road. The remaining portion of the improvement work will be screened by existing trees along both side of Kwu Tung Road. With the completion of the construction works, there will have no perceptible change to view other than the vehicle traffic and the night lighting. The visual impact caused during operation stage is considered slight. With the incorporation of the proposed mitigation measures as listed in the table, the residual visual impact caused will be negligible during operation stage.
SVR1 (VPT1.5)
Passenger traveling on Lok Ma Chau Road will have no view of the proposed improvement works, thus the residual impact during operation stage is considered negligible.
SVR2 (VPT2.1)
The visitors and workers in the Boundary
Control Point Crossing will have the view of the elevated viaduct and the 4.52.0M high noise barrier along San Sham Road. The remaining portion of the improvement works will be screened
by existing vegetation along side the Highway.
With the completion of the construction works, there will have little to
no perceptible change to view other than the vehicle traffic and the night
lighting on this group of visual receptor.
The visual impact caused during operation stage is considered slight.
With the incorporation of the proposed mitigation measures as listed in the
table, the proposed viaduct and the embankment will be screened by planting,
the semi-transparent noise barrier will have the visual impact soften to allow
through view. The residual visual impact caused during operation stage is
considered negligible.
SVR2 (VPT2.2)
The passenger and workers in this public transport terminal will have no view of the proposed improvement other than the on grade junction improvement. With the completion of construction works, there will be no perceptible change to view on this group of visual receptor. The residual visual impact caused during operation stage is considered as negligible.
SVR2 (VPT2.3)
The workers in the workshop along Kwu Tung Road will be able to see the elevated viaduct along Fanling Highway. With the completion of the construction works, there will have little to no perceptible change to view other than the vehicle traffic and the night lighting. The visual impact during operation stage is considered slight. With the incorporation of the proposed mitigation measures as listed in the table, the residual visual impact caused during operation stage is considered negligible.
SVR2 (VPT2.4)
Workers in workshop along Ki Lun Shan Road will have no view of the proposed improvement works. The residual visual impact caused during operation stage is considered negligible.
SVR3 (VPT3.1)
The residents in Wing Ping Tsuen will be able
to see the elevated viaduct and the 1.5M high noise barrier along San Tin
Highway and over Castle
Peak Road. With the completion of
construction work, there will have little to no perceptible change to view
other than vehicle traffic. In considering external view plays an important
part of their life. The visual impact caused during operation stage is
considered moderate. With the
incorporation of the proposed mitigation measures as listed in table, the
viaduct will be soften by tree planting and the noise barrier will be screen by
vegetation with the residual visual impact considered as slight.
SVR3 (VPT3.2)
The residents in Yan Shau Wai will be able to see the northern section of the improvement work including the viaduct and the noise barrier along San Sham Road. With the completion of the construction works, there will have little to no perceptible change to view other than the vehicle traffic. The visual impact caused during operation stage is considered moderate. With the incorporation of the proposed mitigation measures as listed, the viaduct and the embankment will be screen by vegetation, the semi-transparent noise barrier will be soften with through view with the residual visual impact considered as slight.
SVR3 (VPT3.3)
The residents in Lin Barn Tsuen at a great distance will have no view of the proposed improvement works. The residual visual impact during operation stage is considered negligible.
SVR4 (VPT4)
The visitors to Lok Ma Chau Lookout point will have no view of the proposed improvement works. The residual visual impact caused during operation stage is considered negligible.
SVR5 (VPT5.1)
The residents in the planned Wetland Enhancement Area may be able to see the proposed improvement work. With the completion of construction works, there will have little to no perceptible change to view during operation stage other than vehicle traffic and night lighting, the visual impact caused is considered moderate. With the incorporation of the proposed mitigation measures as listed, the viaduct will be screen by vegetation, the semi-transparent noise barrier will be soften with through view with the residual visual impact considered as slight.
SVR5 (VPT5.2)
The residents in the planned CD Wetland Restoration Area may be able to see the proposed improvement work. With the completion of construction works, there will have little to no perceptible change to view during operation stage other than vehicle traffic and night lighting, the visual impact caused is considered moderate. With the incorporation of the proposed mitigation measures as listed, the viaduct will be screen by vegetation, the semi-transparent noise barrier will be soften with through view with the residual visual impact considered as slight.
10.70 Visual impact to VPT3.1 and VPT3.2 resulting from an increase in vehicle trafficusing the elevated viaduct will have a moderate adverse visual impact.
10.71 Cumulative adverse visual impact will result from the permanent intrusion of the Northern Rail Link, Eastern main drainage channel for San Tin, Drainage channel NTM04.
Night time glare assessment
10.72 Night time glare is potentially a significant visual impact. Yet, permanent lighting of the elevated viaduct is required to meet the safety and security requirement. The lighting requirement for these types of facilities are standard, they will be similar to those used on the San Tin Roundabout and Fanling Highway.
10.73 The impact of the night time glare for the proposed improvement works will bereduced by its absorption into the overall and existing night time of the neighbouring traffic corridor and the Cross Boundary Point. The night time glare from these facilities will be more conspicuous than that for the proposed improvement works.
10.74 A slight cumulative impact from the night time glare is anticipated with the completion and operation of the Northern Rail Link.
10.75 It is predicted that the magnitude of change will be small resulting in slight to negligible adverse impact.
Recommended Landscape Mitigation Measures
Background
10.76 The assessment in the previous section predicts that the majority of visual impacts both during construction and the initial operation stage are predicted as moderate to slight adverse. The impact on landscape character is predicted as negligible to slight adverse because of the existing traffic corridor and industrial/utility. Impacts on the visual resources and SVRs are also predicted to be moderate to slight adverse primary due to the location of the elevated viaduct is in an enclosed setting.
10.77 The key source landscape impact arises from construction activity, such as site formation, building material delivery, stockpiling, and associated facilities. The key source of visual impact is the permanent intrusion of the viaduct and the noise barrier in views from all SVRs.
10.78 To mitigate these impacts, an alternative alignment of the proposed elevated viaduct is developed to examine the possible way to reduce the anticipated landscape and visual impact. In comparing this alternative alignment with the original proposal, the alignment of the viaduct is designed further to the east. With this arrangement, the associated elevated viaduct and the embankment will be shift further to the east as well. This alternative alignment is selected for the proposal with the following benefit in terms of Landscape and visual quality.
Landscape
• Less trees and vegetated area are affected thus reduse the impact on the LCUs and Les.
• Less trees are required to be removed for the works.
Visual
• Further away from the existing residential built up area to provide a greater distance separation for the SVRs in the villages.
• Shorter length of the elevated viaduct thus tone down slightly the massive scale of the proposed works and in turn reduce the extent of landscape and visual impact.
A comprehensive range of landscape mitigation measures (figure 10.22 to figure 10.29) and landscape framework have been developed in conjunction with the site planning and phasing of the site works as shown in Table 10.8. Tables 10.9 and 10.10. will illustrate the mitigation measure for each VSR. The landscape framework includes the following enhancement and mitigation measures.
Landscape mitigation measure at construction stage
§ LMM1 Advance tree transplanting
§ LMM2 Advance boundary buffer planting for via ducted noise barrier
§ LMM3 Advance screen planting
§ LMM4 Soil conservation
§ LMM7 Sensitive design and chromatic treatment for the viaduct
§ LMM8 Semi-transparent noise barrier
Landscape mitigation measure at operation stage
§ LMM5 Selection of fast growing native tree and shrub mixes
§ LMM6 Foundation planting below viaduct
Residual Impacts and Acceptability of the Proposed Improvement Works
Analysis of impact
10.79 The proposed improvement works with elevated viaduct and noise barrier are compatible with the existing zoned ‘Road’. The proposed mitigation measure will help to reduce slight to negligible adverse impact during construction and operational stage.
Residual landscape impact
10.80 A Summary of Residual Landscape Impact is shown in Table 10.9. In general, the incorporation of mitigation measures into the proposed improvement works will be effectively in reducing the “slight adverse impact’ at the construction stage to ‘negligible’ at the operational stage.
They are as follows:
The significance threshold of Residual Landscape impact during construction stage and operation stage on Landscape Character Units (LCUs) and Landscape Elements (LEs) are lists below.
LCUs
• The existing transport corridor LCU2 with the incorporation of Landscape mitigation measures i.e. LMM3 – advance screen planting. LMM4 – soil conservation, LMM5 – planting of fast growing native tree and shrub species. LMM6 – Foundation planting below and adjacent viaduct, will result with slight adverse Residual Landscape impact at the construction stage and negligible residual Landscape impact at the operation stage.
• The existing Industrial/Utility LCU 5 with the incorporation of Landscape mitigation measures i.e. LMM1 – Advance tree transplanting, LMM2 – Advance boundary planting and LMM3, LMM4. LMM5, mentioned above will result with slight adverse residual Landscape impact at the construction stage and negligible Residual Landscape impact at the operation stage.
The remaining LCUs will have negligible Residual Landscape impact at both construction and operation stage.
LEs
• The existing vehicle corridor LE2 with the incorporation of Landscape mitigation measures i.e. LMM3, LMM4, LMM5, LMM6 will result will slight adverse Residual Landscape impact at the construction stage and negligible Residual Landscape impact at the operation stage.
• The existing Road side tree LE3 with the incorporation of Landscape mitigation measures i.e. LMM1, LMM4, LMM5 LMM6 will result with slight adverse Residual Landscape impact at the construction stage and negligible Residual Landscape impact at the operation stage.
• The existing Industrial/Utility LE5 with the incorporation of landscape mitigation measures i.e. LMM1,LMM2,LMM4,LMM5 will result with slight adverse residual landscape impact at the construction stage and negligible residual landscape impact at the operation stage.
• The remaining LEs will have negligible Residual Landscape impact at both construction and operation stage.
Residual visual impact
10.81 A summary of residual visual impact in Table 10.10 illustrates that the incorporation of mitigation measures in the proposed improvement works will effectively reduce construction and operational visual impact to negligible.
Acceptability of the Proposed Improvement Works
10.82 The residual impacts are evaluated as being acceptable with mitigation measures based on the following:
§ The proposed improvement works incorporate landscape and visual mitigation measures which will reduce the overall adverse level of visual impact to an acceptable level. Advance buffer planting work along the north and west part of the elevated viaduct will enhance the local visual quality for the adjacent villages of Wing Ping Tsuen and Tung Chan Wai. The adverse impact on the Industrial/Utility zone along Kwu Tung Road will be less adverse due to its small in quantity of the sensitive receive and relatively insensitive.
§ Night time glare is considered to be acceptable within the visual envelope. The change to the baseline condition will be negligible.
§ The potential landscape impacts are restricted to local level, namely, the transport corridor, industrial/utility, which is of medium to low landscape quality and of a low sensitively to change.
§ Careful phasing of the tree transplanting and advance boundary buffer planting would reduce the impact of the loss of roadside trees, thus maximize the buffering effect along the perimeter of the study area, in particular along the west boundary.
§ Within the planning context of ‘Road’, the proposed improvement work is predicted to be acceptable with landscape and visual mitigation measure implemented.
Conclusion and Summary of findings
10.83 The cumulative landscape and visual impact predicted by the LVIA are as follows:
§ Majority of the baseline condition within the study area comprises traffic corridor, industrial/ utility uses are considered to be of medium to low quality and sensitivity to change. The wooded slope to the south of the study area with high in landscape quality and sensitivity to change will not be affected by the proposed improvement works.
§ No area of the improvement works will be fall within the landscape zoning context such as country park, open space, greenbelt or conservation area. This project is compatible with the government’s statutory planning framework in terms of landscape conservation.
§ This project would result in the loss of 238 nos. of roadside trees, compensatory planting will comprise 820 no. of screen planting and road side planting result in a net gain of over 582 no. of trees.
§ The Proposed Improvement Works will result in negligible landscape impact and slight adverse visual impact assuming mitigation measures are incorporated.
§ Views towards the proposed improvement works are generally in short distance. For the potential local sensitive residents at Wing Ping Tsuen, it is assessed that advance boundary screen planting will screen the project from view. These local residents will therefore have no adverse visual impact caused by the proposed improvement works.
§ The landscape and visual impact assessment indicated that no significant impact will occur during construction and operation stage. The disturbance to existing road side tree will either be transplanting or compensated in the form of advance planting prior to the construction stage. The disturbed traffic corridor and industrial/utility is man-made with low sensitivity to change, the landscape mitigation measure will minimize the adverse impact. Adverse visual impact on the villages, which is in a local context, will be minimized with the incorporation of mitigation measures.
10.84 It is predicted that the proposed improvement works will have limited landscape and visual impact. In conclusion, the landscape and visual impact are considered “acceptable with mitigation measures”.
Environmental Monitoring and Audit
10.85 The implementation and maintenance of the landscape compensatory planting measures is a key aspect and should be checked to ensure that the proposal are fully realised. It is recommended that detail design, implementation, and operational maintenance of all the proposed landscape and visual mitigation measure are included within the EM&A. In the design stage EM&A will consist of auditing the detailed landscape design. Construction and operational stage EM&A will comprise audit of the tree transplanting, compensatory planting and planting establishment in the form of site inspection. Details of the EM&A requirement with regard to baseline monitoring and construction and operational stage audit are given in Table 10.8 and Table 14.
Table 10.1 Landscape Character Units (LCUs)
|
LCU |
Name |
Description |
Quality/Sensitivity to Change |
|
LCU1 |
Woodland and Shrub bed |
Existing green area comprise the predominantly wooded back drop of Lam Tsuen Country Park, Ki Lun Shan |
High/High |
|
LCU2 |
Transport Corridor |
Existing linear structure for vehicle, Fanling Highway, San Tin Highway, San Sham Road, Kwu Tung Road, Castle Peak Road, Lok Ma Chau Road |
Medium/Low |
|
LCU3 |
Institutional |
Existing government facilities next to the study area, boundary control point main building and associated facilities |
Medium/Low |
|
LCU4 |
Residential |
Village settlement next to the study area including village house |
Medium/Low |
|
LCU5 |
Industrial/Utility |
Industrial/Utility facilities next to the study area including workshops. Container storage and repair warehouse, public transport terminal |
Low/Low |
|
LCU6 |
Fishpond / Agricultural field |
Fish pond/bund, agricultural field next to the study area in the conservation area |
High/High |
Table 10.2 Landscape Elements (LEs)
|
LE |
Type |
Description |
Sensitivity to Change |
|
LE1 |
Woodland Quantity: Medium |
Existing woodland associated with Lam Tsuen Country Park to the south and the hill knoll to the north east |
High |
|
LE2 |
Vehicle Corridor Quantity: Small |
Existing linear structure for vehicle, Fanling Highway, San Tin Highway, San Sham Road, Lok Ma Chau Road, Kwu Tung Road, Castle Peak Road |
Low |
|
LE3 |
Existing Road Side Tree Quantity: Small |
Existing planting on amenity strip along roads |
High |
|
LE4 |
Residential built up area Quantity: Small |
Existing village settlement including village house |
Low |
|
LE5 |
Industrial/Utility Quantity: Medium |
Workshop, container storage area, built element including work shed, transport terminal |
Low |
|
LE6 |
Fish Pond/ Agricultural Field Quantity: Large |
Existing fish pond, agricultural field in the wetland conservation area including pond bunds and drainage waterway |
High |
Table 10.3 Sensitive Visual Receivers
|
SVRs |
Name Location Quantity Of SVRs |
Nature of Viewer Group |
Distance to Proposed Improvement Work |
Frequency and Duration of View towards Proposed Improvement Works and Sources of Impact Type of View |
Sensitivity to Change and Visual Intrusion |
|
SVR1 |
Traffic along traffic corridor VPT1.1 Castle Peak Road Quantity of SVRs : medium |
Passenger and pedestrian |
5 to 10 M |
Partial view towards elevated roads medium frequency transition view during day and night |
Low |
|
VPT1.2 San Sham Road Quantity of SVRs : large |
Passenger and pedestrian |
10M |
Open view towards south and west of the study area medium frequency transition view during day and night |
Low |
|
|
VPT1.3 San Tin Highway Fanling Highway Quantity of SVRs : large |
Passenger and pedestrian |
1 to 20M |
Open views of the elevated viaduct across the highway high frequency transition view during day and night |
Low |
|
|
VPT1.4 Kwu Tung Road Quantity of SVRs : medium |
Passenger and pedestrian |
2 to 10 M |
Oblique and open views north west across the study area medium frequency transition view during day and night |
Low |
|
|
VPT1.5 Lok Ma Chau Road Quantity of SVRs : small |
Passenger and pedestrian |
20 to 50M |
Oblique view south of the study area low frequency transition view during day and night |
Low |
|
|
SVR2 |
Industrial Utilities Facilities VPT2.1 Boundary control point crossing Quantity of SVRs : large |
Visitors and workers |
60 to 120M |
Partial view towards south of the study area. Low frequency view during working hour and transit view |
Low |
|
VPT2.2 Public transit terminal Quantity of SVRs : large |
Passenger and workers |
10 to 100M |
Partial view towards west and south of the study area. Low frequency view during working hours and transit view |
Low |
|
|
VPT2.3 Work shop on Kwu Tung Road Quantity of SVRs : small |
Workers |
2 to 65M |
Partial and open view towards north of the study area. Low frequency view during working hours |
Low |
|
|
VPT2.4 Work shop in Ki Lun Shan Quantities of SVRs : small |
Workers |
10 to 80M |
Obstructed views towards the study area block by natural vegetation |
Low |
|
|
SVR3 |
Residential settlement VPT3.1 Wing Ping Tsuen Quantity of SVRs : small |
Residents |
30 to 130M |
Open view towards south of the study area. High frequency view during day and night |
High |
|
VPT3.2 Yan Shau Wai Quantity of SVRs : small |
Residents |
20 to 150M |
Obstructed views north east to south east towards the study area block by natural vegetation.
|
Medium |
|
|
VPT3.3 Lin Barn Tsuen Quantity of SVRs : small |
Resident |
160 to 190M |
Obstructed views east towards the study area, block by natural vegetation |
Medium |
|
|
SVR4 |
VPT4 Lok Ma Chau Lookout Quantity of SVRs : medium |
Visitor |
800 to 1500M |
Obstructed views south towards the study area, block by natural vegetation |
Medium |
|
SVR5 |
VPT5.1 CD Wetland Enhancement Area Quantity of SVRs : large |
Resident/ visitor |
80 to 150M |
Partial to open view towards east of the study area Medium frequency View during day and night |
High |
|
|
VPT5.2 CD Wetland Restoration Area Quantity of SVRs : Large |
Resident/ Visitor |
240M |
Partial to open view towards east Low frequency View during day |
High |
Table 10.4 Summary of Disturbance to Landscape Character Units
|
Description |
Disturbance |
|
LCU1 – Woodland and shrub bed |
NIL |
|
LCU2 – Transport corridor |
Approximately 2775 sq m |
|
LCU3 – Institutional |
NIL |
|
LCU4 – Residential |
NIL |
|
LCU5 – Industrial/Utility |
Approximately 0.3 ha of land zone for ‘OU’ (Service Station) and approximately 0.3 ha of land zone for ‘OS’ (Open Storage) |
|
LCU6 – Fishpond/Agricultural Field |
NIL |
Table 10.5 Summary of Disturbance to Landscape Elements
|
|
Type of Landscape Element |
Total Area within the Study Area of the Improvement Works |
Area in Interaction with the Improvement Works |
|
LE1
LE2
LE3
LE4
LE5
LE6 |
Woodland
Vehicle
corridor
Residential built up area
Industrial/Utility
Fishpond/Agricultural
field |
Approx. 63.2 ha
Approx.3.7 ha
Approx.3.6 ha
Approx. 61.9ha
Approx. 5.3 ha
Approx. 129.6ha |
Nil
Approx.2775 sq.m.
Approx. 0.9 ha
Nil
Approx. 0.6 ha
Nil |