This section presents the
Landscape and Visual Impact Assessment (LVIA) associated with the proposed CKR.
Potential landscape and visual impacts that might occur as a result of the development
of this trunk road and its associated structures, have been assessed in
accordance with the criteria and guidelines as stated in Annexes 10 and 18 of
the Technical Memorandum on Environmental Impact Assessment Process (EIAO-TM)
and EIAO Guidance Note No. 8/2010 on Preparation of Landscape
and Visual Impact Assessment under Environmental Impact Assessment Ordinance.
Only surface construction activities and
permanent structures are assessed in this report. All underground activities
and facilities are unlikely to impose landscape and visual impacts, and hence
are not assessed.
10.2
Scope and Content of the Study
According to EIA Study Brief No.
ESB-156/2006, the Study Area for the Landscape Impact Assessment (LIA) shall
include all areas within 100 m of the project boundary of the project. The
assessment of landscape character areas and landscape resources will include
all areas within the Study Area boundary. The assessment area for the visual
impact assessment shall be defined by the visual envelope of the Project and
associated works.
As discussed in Sections 2.3 to 2.5
of the EIA, a number of alignment options have been considered for the
west, east and central portions of the CKR. These options have been evaluated
by considering a number of factors including engineering, public comments,
environmental factors etc. Figure 10.1 shows the location and preferred
alignment of the ~ 4.7 km, dual 3-lane
east-west CKR trunk road as well as the ventilation and administration buildings and the works
area. Figure 10.1.1, Figure 10.1.2 and Figure 10.1.3 provide further details of the three main
Project areas, namely the West, Central and East Portions. Figure 10.2 shows existing aerial views of the CKR, with Figure 10.2.1, Figure 10.2.2 and Figure 10.2.3 providing more detail of the three main
Project areas and Figure 10.3.1, Figure 10.3.2 and Figure 10.3.3 illustrating the context and hierarchy of the
existing landscape and visual conditions on annotated oblique aerial views of
the three main Project areas.
While a summary of the currently
agreed key elements is provided below, Section 3 provides full details of Project elements and
construction methodologies, as well as the temporary works area, including
supporting drawings. Figures
showing key elements of structures, such as plans, elevations and typical
design (e.g. of viaducts) are provided in the Impact Assessment sections of the
report, including illustration of soft landscaping.
Tunnel Sections
The tunnel section between Yau
Ma Tei and Ma Tau Kok is approximately 3.9 km (including a 370 m
long underwater tunnel between Ma Tau Kok and Kai Tak). Drill & blast rock tunnel in the central portion is approximately
2,790 m while the cut-and-cover tunnels proposed at both ends of the tunnel,
are approximately 400 m long at Yau Ma Tei and approximately 135 m long at Ma
Tau Kok.
The underwater tunnel between Ma
Tau Kok and Kai Tak is chosen based on various considerations including
minimizing the disturbance to public/marine facilities, environmental impacts,
extents of temporary reclamation and technical feasibility.
Ventilation Buildings (VB) and
There are three Ventilation Buildings (VBs)
and one
-
VB at Yau Ma Tei Interchange. Approximate footprint of 5,000 m2 with
a building height of approximately 20 m above ground (See Figure 10.10.5, Figure 10.10.6, Figure 10.10.7, Figure 10.10.8, Figure 10.10.9 and Figure 10.10.10 for details).
-
VB at Ho Man Tin. Approximate footprint of 3,300 m2 with a
building height of about 10 m above ground (See Figure 10.11.1 and Figure 10.11.2 for details).
-
Ventilation and
Slip Roads / Connection Roads
West Portion – There are
seven bridges designed for the West Portion connection roads to link CKR with
West Kowloon Interchange and Lin Cheung Road, namely Connection B2, B, C, C2,
D, E and G (See Figure 10.10.16 for some general details). The connections
have been designed to ensure the necessary headroom clearance is achieved on
all roads, considering factors such as avoiding the proposed Police Station
site and minimising traffic disruption.
East Portion – Traffic
from all destinations in particular from and to
-
Slip Road S1
– CKR eastbound to
-
Slip Road S2
–
-
Slip Road S3
– CKR eastbound to
-
Slip Road S4
–
- Slip Road S5 – CKR eastbound to Kai Tak Development (case without Trunk Road T2, as T2 will not be available by the time CKR and its east interchange are in place);
- Slip Road S6 – Kai Tak Development westbound to CKR (case without Trunk Road T2, as T2 will not be available by the time CKR and its east interchange are in place);
- Slip Road S7 – CKR eastbound to Road D2;
- Slip Road S8 – Road D2 to CKR westbound; and
-
Slip Road S9
–
Landscaped Decks
West – One landscaped deck
is provided at the west portal in Yau Ma Tei in accordance with the ‘Yau
Tsim Mong District Aspirations Study Report[1]’
published by YTM District Council in April 2010 which referred to the area of
YMT around Kansu Street being developed as an intersection area for north-south
and east-west movement of pedestrian and vehicular traffic. For further details of the western
landscape deck, see Figure 10.10.11, Figure 10.10.12, Figure 10.10.13, Figure 10.10.14 and Figure 10.10.15.
East – Two landscaped deck
are provided in the east portion.
One at the Kowloon City Ferry Pier Public Transport Interchange (PTI)
where the existing Kowloon City Ferry Pier PTI requires
re-provisioning for the duration of CKR east portion construction activities to
provide working and construction space. The re-provisioned permanent PTI will
remain in the same vicinity as the existing PTI shifting slightly towards To
Kwa Wan Road. An accessible landscaped deck on top of the re-provisioned PTI has
been proposed for public use. The other landscape deck will be
provided in Kai Tak, between the east tunnel portal of CKR and Kai Tak
Development’s depressed road D3, according to the approved Kai
Tak Outline Zoning Plan No. S/K22/4. According to the latest design, open space
would be provided at the top of the landscaped deck. For further details of the eastern landscape
decks, see Figure 10.12.7 and Figure 10.12.8.
Demolition and / or Re-provisioning Works
The Project will include the following
demolition and / or re-provisioning works which are not designated projects
under Schedule 2 of EIAO.
-
Yau Ma Tei (YMT)
-
-
Jade Hawker Bazaar. The
existing, single storey, Jade Hawker Bazaar at Battery Street will need to be
removed for the construction of the cut and cover tunnel. A temporary building
will be built on the existing Kansu Street Rest Garden on the south side of
multi-storey car park building to house the affected hawkers of the jade market
during construction and after completion of the cut and cover tunnel, the
hawkers will move to the new buildings located at the original Jade Hawker
Bazaar position.
-
-
Re-provisioning of
-
Landing Step for Temporary Relocation of Ma Tau Kok Public Pier - order to
facilitate the construction of underwater tunnel, the existing Ma Tau Kok
Public Pier is required to be demolished and a temporary Ma Tau Kok Public
Pier provided. A landing step is
proposed at LCSD promenade (GLA-TK 618 TGLA) near King Wan Street for temporary
boarding of the public between the bus drop-off area on King Wan Street and
temporary Kowloon City Ferry Pier PTI during CKR construction stage. A small
portion of the waiting area inside To Kwa Wan Vehicle Examination Centre is
required to provide a minimum width of 2m between the temporary relocated Ma
Tau Kok public pier and waiting area (GLA-TK 442 TGLA) of. A temporary covered
walkway which directly connects the landing step and temporary PTI will be
provided for the pedestrians as a safe, convenient and pleasant access. The
public pier will be re-provisioned after the commissioning of CKR works and
consistent with the theme of Kai Tak Development. According to the current
construction methodology, dredging is not required for the temporary relocation
of Ma Tau Kok Public Pier.
Conservation Works
- Yau Ma Tei (YMT) Police Station. The cut and cover tunnel of CKR will be constructed partly beneath the YMT Police Station which will therefore need to be decanted prior to construction but will not be demolished. After the commissioning of CKR, the YMT Police Station will be used for other, to be determined, purposes as discussed in the ‘Report on Revitalisation of Yau Ma Tei Police Station’. Conservation of the YMT Police Station is considered desirable not only due to its neo-classical architecture and it being the oldest police station in an urban context that still survives in Hong Kong, but due to its high contextual value (it gives an indication of the original coast line) and the high social value derived from the apparent bond the community has with the building.
Enhancement Works
-
Ma Tau Kok waterfront area and Kowloon City
Ferry Pier Public Transport Interchange (PTI) with cover. The Ma Tau Kok waterfront area is
planned to be part of a continuous waterfront promenade connecting Kwun Tong,
Kai Tak, Ma Tau Kok and To Kwa Wan waterfronts as a long term planning
proposal, as also highlighted in the approved EIA for Kai Tak Development.
Besides providing pleasant public access to the harbourfront, the waterfront
promenade will also act as a key green connector linking individual open
spaces, residential areas and surrounding areas. Temporary re-provisioning of
the existing Kowloon City Ferry Pier PTI is required to facilitate the
construction of the cut-and-cover tunnel. According to Chapter 9, Section
4.2.14 of Hong Kong Planning Standards and Guidelines (HKPSG), it is
recommended on the planning point-of-view to “locate the
facilities (i.e. the PTI in this case) so that
there is no line-of-sight of the noise sources at the noise sensitive uses”.
A rooftop cover with solid barriers on the sides is proposed to screen the
potential noise source of the re-provisioned PTI and provide landscape
treatment to the decking as far as possible to enhance the urban environment.
Full Enclosures
Based on the noise impact
assessment, noise mitigation measures using a combination of enclosure,
semi-enclosure, cantilever and vertical noise barriers will be provided in the
west (See Figure 10.10.5, Figure 10.10.6, Figure 10.10.7, Figure 10.10.8, Figure 10.10.9 and Figure 10.10.10 for general details of noise barriers). There
are three full enclosures in total
-
West Portal End (approx. 100 m and part of the landscape deck)
-
Re-provisioned of Gascoigne Road Flyover (approx. 200 m)
-
Ferry Street Flyover (approx. 100 m)
Report Content
Following the introduction and
this description of the scope of the Study, the report includes the landscape
impact assessment, visual impact assessment, and discussion of mitigation
measures.
The merits of preservation in
totality, in parts or total destruction of existing landscape and the
establishment of landscape are evaluated and alternative alignments, designs
and construction methods that would avoid or reduce the identified landscape
and visual impacts have been evaluated for comparison before adopting other
mitigation or compensatory measures to alleviate impacts. The report is laid
out as follows:
·
Section 10.3 – A list of the relevant legislation and
standards;
·
Section 10.4 – A description of the general
assessment methodology and principles;
·
Section 10.5 – A review of the relevant planning and
development control framework;
·
Section 10.6 – A review of comments received during
Public Consultation and how these have been addressed in the design;
·
Section 10.7 – A baseline study providing a
comprehensive and accurate description of the baseline Landscape Resources
(LRs) and Landscape Character Areas (LCAs) including their sensitivity;
·
Section 10.8 – A baseline study providing a
comprehensive and accurate description of the Visual Sensitive Receivers (VSRs)
including their sensitivity;
·
Section 10.9 – Landscape impact assessment including
identification of the potential landscape impacts, predication of the magnitude
change caused by those potential landscape impacts and their significance
before and after the mitigation measures;
·
Section 10.10 – Recommendation of appropriate
mitigation measures and associated implementation programmes;
·
Section 10.11 – Visual impact assessment including
identification of the potential visual impacts, predication of the magnitude
change caused by those potential visual impacts and their significance before
and after the mitigation measures; and
·
Section 10.12 – A conclusion as to the acceptability
or otherwise of the Project’s predicted residual impacts according to the
five criteria set out in Annex 10 of the EIAO-TM, namely
‘beneficial’, ‘acceptable’, ‘acceptable with
mitigation measures’, ‘unacceptable’ and
‘undetermined’.
10.3
Legislation and Standards
The following legislation,
standards and guidelines are applicable to the LVIA associated with the
construction and operation of the Project:
·
Environmental Impact Assessment Ordinance (Cap.499, S.16) and the
Technical Memorandum on Environmental Impact Assessment Process (EIAO-TM),
particularly Annexes 10 and 18;
·
Environmental Impact Assessment Ordinance Guidance Note No. 8/2010
– Preparation of Landscape and Visual Impact Assessment;
·
Town Planning Ordinance (Cap 131);
·
·
ETWB TCW No. 13/2003 – Guidelines and Procedures for Environmental
Impact Assessment of Government Projects and Proposals;
·
ETWB TCW No. 13/2003A – Guidelines and Procedures for
Environmental Impact Assessment of Government Projects and Proposals Planning
for Provision of Noise Barriers;
·
ETWB TCW No. 2/2004 – Maintenance of Vegetation and Hard Landscape
Features;
·
ETWB TCW No. 29/2004 – Registration of Old and Valuable Trees, and
Guidelines for their Preservation;
·
ETWB TCW No. 36/2004 – Advisory Committee on the Appearance of
Bridges and Associated Structures (ACABAS);
·
ETWB TCW No. 8/2005 – Aesthetic Design of Ancillary Buildings in
Engineering Projects;
·
ETWB TCW No. 3/2006 – Tree Preservation;
·
DEVB TCW No. 2/2013 – Greening on Footbridges and Flyovers;
·
WBTC No. 25/92 – Allocation of Space for Urban Street Trees;
·
WBTC No. 25/93 – on Control of Visual Impact of Slopes;
·
WBTC No. 17/2000 – Improvement to the Appearance of Slopes
·
WBTC No. 7/2002 – Tree Planting in Public Works;
·
HyD TC No. 5/2000 – Control in the Use of Shotcrete (Sprayed
Concrete) on Slope Works;
·
HyD – Structures Design Guidelines for Highways and Railways.
Third Edition. Section 17;
·
HQ/GN/13 – Interim Guidelines for Tree Transplanting Works under
Highways Department’s Vegetation Maintenance Ambit;
·
GEO Publication No. 1/2011– Technical Guidelines on Landscape
Treatment for Slopes;
·
Land Administration Office Instruction (LAOI) Section D-12 Tree
Preservation;
·
LCSD Planting Manual - Part I : General Requirements of Roadside
Landscape Areas
·
LCSD Register of Old and Valuable trees;
·
Greening, Landscape and Tree Management Section - Guidelines on Greening
of Noise Barriers (April 2012).
·
Study on Landscape Value Mapping of
·
Transport Planning & Design Manual.
In addition, reference has been
made to the following approved studies and EIA reports:
·
Road Works at
·
Hong Kong Section of
·
·
Kai Tak Development EIA Report (EIA-157/2008);
·
Final Report on Planning, Landscape and Urban Design Study for Kai Tak
Development
·
Comprehensive Feasibility Study for The Revised Scheme of South
·
Feasibility Study for South
·
Preliminary Outline Development Plan (PODP) for Kai Tak Development; and
·
Recommended Outline Development Plan for Kai Tak Development.
Outline Zoning Plans (OZPs) references for
the Study are listed in Section 10.5.
10.4
General Methodology and Principles
Landscape and Visual Impacts
have been assessed separately for the construction and operational phase of the
Project. The impact significances quoted in the landscape and visual impact
assessment are of a negative nature unless otherwise specified.
10.4.1
Landscape Impact Assessment
The assessment of landscape
impacts has involved the following procedures:
·
Baseline survey;
·
Assessment of the degree of sensitivity of the existing landscape;
·
Identification of the potential sources of landscape impacts;
·
Assessment of the potential magnitude change caused by landscape
impacts; and
·
Predication of significance of landscape impacts before mitigation.
Baseline Survey
To conduct the landscape
baseline study that describes the baseline landscape resources (LRs) and
landscape character areas (LCAs) found in the Study Area, a desktop review of
topographical maps and other relevant information and photographs was
undertaken, as well as field surveys. Broad brush tree data were taken from a
Detailed Tree Survey completed in October 2010 (submitted separately at the
inception and planning stage and key results provided in Annex B) to provide a
broad understanding of trees around the Project Site. Landscape elements
surveyed include vegetation, rock features, patterns of settlement, land use
and water bodies.
Assessment of the Degree of Sensitivity of
the Existing Landscape
The individual LCAs and LRs
identified in baseline survey were assessed by following factors that influence
sensitivity:
·
Quality and maturity;
·
Importance or rarity in local, regional, national or global context;
·
Ability to accommodate change;
·
Overall size within the Study Area; and
·
Whether there are any statutory or regulatory limitations / requirements
relating to the LCAs and LRs.
The Sensitivity of each LCA and
LR is classified as follows:
·
High: Important
landscape resource or landscape of particularly distinctive character or high
importance, sensitive to relatively small changes
·
Medium: Landscape
resource or landscape of moderately valued landscape characteristics,
reasonably tolerant to change
·
Low: Landscape
resource or landscape of relatively unimportant landscape characteristics,
largely tolerant to change
Identification of the Potential Sources of
Landscape Impacts
These are the various elements
of the construction works and operational procedures that may generate
landscape impacts. Such landscape impacts are described further in Section 10.9 (Landscape Impact Assessment) of this report.
Assessment of the Potential Magnitude of Change caused by Landscape
Impacts:
The magnitude of change on each
LCA and LR, caused by landscape impacts at both construction and operation
phases, is elevated in this report. Information from the Broad brush Tree
Survey is considered when determining the magnitude of change, and other
factors considered are:
·
The physical extent of the impacts i.e. relative size of affected area
compared to the size of the LCAs and LRs in the whole Study Area;
·
Compatibility of the Project with the surrounding landscape;
·
Duration of impacts under construction and operation phases; and
·
Reversibility of change.
The magnitude of change is
classified as follows:
·
Large: The LCA or LR
would experience a major change
·
Intermediate: The LCA
or LR would experience a moderate change
·
Small: The LCA or LR
would experience a slight or barely perceptible change
·
Negligible: The LCA or
LR would experience no discernible change
Predication of Significance of Landscape Impacts before Mitigation:
The Impact Significance is a
definition of the landscape impacts before mitigation. The landscape impact significance during
construction and operation was assessed by combining the sensitivity of the
sensitive receiver and the magnitude of change caused by the impacts, according
to Table 10.1. Impact significance is taken to be adverse
unless stated otherwise as beneficial.
Table 10.1: Matrix for Impact
Significance
|
Magnitude of Change caused by the
Project |
Large |
Moderate |
Moderate / Substantial |
Substantial |
|
Intermediate |
Slight / Moderate |
Moderate |
Moderate / Substantial |
|
|
Small |
Slight |
Slight / Moderate |
Moderate |
|
|
Negligible |
Insignificant |
Insignificant |
Insignificant |
|
|
|
Low |
Medium |
High |
|
|
|
Sensitivity (LCAs, LRs or VSRs) |
|||
The degree of Impact
Significance is divided into four thresholds:
·
Substantial: Adverse /
beneficial impact which will cause significant deterioration or improvement in
existing landscape
·
Moderate: Adverse /
beneficial impact which will cause noticeable deterioration or improvement in
existing landscape
·
Slight: Adverse /
beneficial impact which will cause barely perceptible deterioration or
improvement in existing landscape
·
Insignificant: No
discernible change in the existing landscape
10.4.2
Tree Survey Methodology
To minimize conflicts with
existing vegetation, a Detailed Tree Survey in accordance with ETWB 3/2006 was
undertaken in October 2010 under the Agreement No. CE 58/2006(HY) for the whole
development site. These data were used to facilitate the fine tuning of the
proposed detail design for the landscape and ensure that any significant trees,
where possible, be protected during both the design and construction periods. A
further Detailed Tree Survey will be carried out at a later stage of the
Project (mid 2013) when trees within the final agreed works areas will be
surveyed individually as the existing site conditions allow.
10.4.3
Visual Impact Assessment
The assessment of visual impacts has involved the followings procedures:
·
Identification of the Zones of Visual Influence (ZVIs);
·
Identification of Visual sensitive receivers (VSRs) within the ZVIs;
·
Assessments of the degree of sensitivity of the VSRs;
·
Identification of potential sources of visual impacts;
·
Assessment of the potential magnitude of change caused by visual
impacts; and
·
Predication of significance of visual impacts before mitigation.
Identification of Zone of Visual Influence (ZVIs):
This is achieved by site visit
and desktop study of topographic maps and photographs, and preparation of
cross-section to determine visibility of the Project from various locations.
The ZVIs for both construction and operational phase of the Project are
identified.
Identification of Visual Sensitive Receivers
(VSRs) within the ZVIs:
These are the people who would
reside within, work within, play within, or travel through, the ZVIs.
Assessments of the Degree of Sensitivity of
the VSRs:
Factors for considering the
degree of sensitivity of the VSRs include:
·
The type of VSRs, which is classified as Residential, Occupational,
Recreational or Travelling according to whether the person is at home, at work,
at school, at play, or travelling. Those who view the impact from their homes
are in general considered to be highly sensitive as the character of view from
their home will have a substantial effect on their perception of quality and
acceptability of their home environment and their general quality of life.
Those who view the impact from their workplace are generally considered to be
moderately sensitive as the character of view will have a less important effect
on their perception of quality of life. Those who view the impact while taking
part in an outdoor recreational activity may display varying sensitivity
depending on the type of activity. Those who view the impact while travelling
on a public thoroughfare will display varying sensitivity depending on the mode
and speed of travel;
·
Estimated number of receiver population expressed in terms of whether
there are very few, few, many or very many VSRs in any one category of VSR;
·
Value and quality of existing views;
·
Availability and amenity of alternative views;
·
Duration or frequency of view; and
·
Degree of visibility.
The rating for Sensitivity of
the VSRs is classified as below:
·
High: The VSRs are
highly sensitive to any change in their viewing experience
·
Medium: The VSRs are
moderately sensitive to any change in their viewing experience
·
Low: The VSRs are only
slightly sensitive to any change in their viewing experience
Identification of Potential Sources of Visual
Impacts:
These are the various elements
of the construction works and operational procedures that would generate visual
impacts. Such visual impacts are
described further in Section 10.9 (Visual Impact Assessment) of this report.
Assessment of the Potential Magnitude of
Change caused by Visual Impacts:
Factors for considering the
potential magnitude of visual impacts include:
·
Compatibility with the landscape and character of the surroundings;
·
Duration of impacts during construction and operation phases;
·
Scale of the project when viewed from the VSR;
·
Reversibility of the impact;
·
Viewing distance between the nearest source of impact and VSR; and
·
Potential blockage of views i.e. the extent the impact dominates the
field of vision of the viewer.
The magnitude of change is
classified as below:
·
Large: The VSRs would
suffer a major change in their viewing experience
·
Intermediate: The VSRs
would suffer a moderate changes in their viewing experience
·
Small: The VSRs would
suffer a small change in their viewing experience
·
Negligible: The VSRs
would suffer no discernible changes in their viewing experience
Predication of Significance of Visual Impacts
before Mitigation:
The significance of visual
impacts is determined by combining the magnitude of the various visual impacts
and the sensitivity of the VSRs affected. Impact significance is taken to be
adverse unless stated otherwise as beneficial. Table
10.1 shows
the rationale for dividing the degree of significance into four thresholds,
namely, insignificant, slight, moderate and substantial, depending on the
combination of a negligible-small-intermediate-large magnitude of change and a
low-medium-high degree of sensitivity of VSR.
The Significance rating is
divided into four and defined as below:
·
Substantial: Adverse /
beneficial impact where the Project would cause significant deterioration or
improvement in existing visual quality
·
Moderate: Adverse / beneficial
impact where the Project would cause noticeable deterioration or improvement in
existing visual quality
·
Slight: Adverse /
beneficial impact where the Project would cause barely perceptible
deterioration or improvement in existing visual quality
·
Insignificant: The
impacts would cause no discernible change in the existing visual quality
10.4.4
Acceptability of Landscape & Visual Impacts
Measures to mitigate landscape
and visual impacts and reduce their significance have been suggested for the
Project. Impact significance is
reassessed assuming implementation of appropriate mitigation measures and this
is termed ‘Residual Impact’.
The acceptability of impact is judged upon the residual impacts from the
Project. This is explained in
further detail under the following headings:
·
Identification of Potential Landscape and Visual Mitigation Measures;
·
Predication of Residual Impacts after Mitigation;
·
Acceptability of the Impacts.
Identification of Potential Landscape and Visual Mitigation Measures
The identification of the
landscape and visual impacts highlight those sources of conflict requiring
design solutions or modifications to reduce the impacts, and, if possible,
blend the development and associated activities in with the surrounding
landscape. Mitigation measures have
considered factors including:
·
Avoiding impact on existing sensitive receivers during construction by
carefully designed construction methods;
·
Adopting alternative design or revisions to the basic engineering or the
architectural design to prevent and / or minimize adverse impacts;
·
Remedial measures such as colour and textural treatment of physical,
engineering and building features;
·
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; and
·
Screening measures such as through tree and/or shrub planting to screen
roads and associated structures.
These measures will alleviate
the previously identified landscape and visual impacts as far as possible, both
during construction and operation phases, and ensure that the residual impacts
are acceptable. The agencies responsible for the funding implementation,
management and maintenance of the mitigation measures are identified.
Predication of Residual Impacts after
Mitigation
The residual impacts are those
which remain after the proposed mitigation measures have been successfully
implemented. Residual impacts are
assessed both during the construction period, at the commissioning of the Project on day one and during the Design
Year, which is taken to be 10 years after the Project has been opened to normal
operation. During the Design Year
the soft landscape mitigation measures are deemed to have reached a level of
maturity, which allows them to perform their full original mitigation
objectives.
Prediction of Acceptability of Impacts
The criteria and matrices used
to determine the degree of impact described in the above sections. Both landscape and visual impacts are
products of magnitude of change and the relative sensitivity of the sensitive
receiver. Ultimately, the
acceptability of the Project is dependent upon the significance of the residual
impacts in accordance with the five criteria set out in Annex 10 of the
EIAO-TM, namely ‘beneficial’, ‘acceptable’,
‘acceptable with mitigation measures’, ‘unacceptable’
and ‘undetermined’.
10.5
Review of Planning and Development Control Framework
In this study, relevant Outline
Development Plans, Outline Zoning Plans, Layout Plans, Preliminary/ Recommended
Outline Development Plan for Kai Tak and any other relevant statutory and
development plans are reviewed.
This may identify areas of high landscape value as well as the existing
and planned development context and will also have implications on the visual
environment and the location, type and numbers of VSRs to be affected. Any
guidelines on landscape strategies, landscape framework, urban design concept,
building height profiles, designated view corridors, special design areas,
landmarks, open space network and landscape links that may affect the
appreciation of the Project are also reviewed. Any conflict with published land
use plan(s) are highlighted and appropriate follow-up action recommended.
The
Central Kowloon Route traverses the central part of the Kowloon Peninsula, and
the landscape Study Area falls within Kowloon Planning Areas KPA No. 2 (Yau Ma
Tei), KPA No. 6&7 (Ho Man Tin), KPA No. 10 (Ma Tau Kok),
KPA No. 13&17 (Ngau
Tau Kok and Kowloon Bay), KPA
No. 20 (South West Kowloon), and KPA No. 22 (Kai Tak). A review of the existing
and planned development framework for the proposed works in the Study Area has
been considered. It aims to identify issues for the neighbouring planned land
uses, and to ensure a high compatibility between the Project and its
surroundings. Figure 10.4 illustrates the OZPs affected by the whole
Project, which include:
·
Draft South
·
Draft Yau Ma Tei Outline Zoning Plan (No. S/K2/21) gazetted on 29/10/2010;
·
Approved Ho Man Tin Outline Zoning Plan (No. S/K7/22) gazetted on
13/07/2012;
·
Approved Ma Tau Kok Outline Zoning Plan (No. S/K10/20) gazetted on
14/11/2008
·
Draft Ngau Tau Kok and Kowloon Bay Outline Zoning Plan (No. S/K13/27)
gazetted on 14/10/2011; and
·
Approved Kai Tak Outline Zoning Plan (No. S/K22/4), gazetted on
14/09/2012.
The
‘Yung Shu Tau Urban Design Conceptual Study’ was carried out in
2009 to study the land use planning and urban design in the West Portion taking
into account of some initial ideas collected from the public during
consultations in 2008. The Yung Shu
Tau area in Yau Ma Tei was selected as being where cultural and historical
heritage are most significant along the
For
the East Portion particular attention has been made to reports from the
‘Agreement No. CE 35/2006(CE) Kai Tak Development Engineering Study cum
Design and Construction of Advance Works – Investigation, Design and
Construction’, regarding land use and development and key information is
included below.
Outline Zoning Plan (OZPs)
The
Project Works Area of the West Portion is located within the Draft South West
Kowloon OZP (No. S/K20/27) and Draft Yau Ma Tei OZP (No. S/K2/21) as
illustrated in Figure 10.4.1. OZP No. S/K2/21 sets out various building
height restrictions as well as building set-back, non-build area and building
gap stipulations all of which the Project adheres to.
The
Project Works Area/ surface construction activities are predominantly located
within Open Space (O) and Government / Institution / Community (G/IC) zoned
areas of the affected OZPs and it also a small overlap with Open Space (1) (O1)
where it borders this area which is part of the XRL Project.
Much
of the CKR road alignment and the CKR ventilation building fall on road/
un-zoned areas and will retain the same use so there is no conflict. Where the
connection road passes near
With
the construction of CKR, some cleared land will have been created by the
demolition of certain buildings in the Yau Ma Tei area including the
Conservation of Yau Ma Tei Police Station
Yau
Ma Tei Police Station was gazetted as a Grade 3 historic building
in 1998 and is currently recommended for re-classification as a Grade 2 historic building by the Antiquities and
Monuments Board. The police station
is to be re-provided independently of the CKR project and the existing building
will be converted into a public museum. The existing police station contains a
reporting centre with floor area of around 166m² and an equivalent
reporting centre is desired by the Police Service to be re-provided in the
vicinity of the existing station.
Greening at Ground Level
Since
some of the public facilities along Kansu Street will have to be reprovisioned
for the construction of CKR, space will be available on the original sites of
some of these facilities for greening. This includes the original site of the
Yau Ma Tei Specialist Clinic Extension.
During
the construction of CKR, the sitting out area on the southern side of Henry G.
Leong Yau Ma Tei Community Centre will be occupied for the temporary
reprovisioning of the Yau Ma Tei Public Library and Jade Hawker Bazaar.
Furthermore, the basketball court to the south of the resting area will be
occupied for the construction of the access shaft for construction of the
tunnel. Upon the completion of the works, the basketball court and the greening
and sitting out facilities will be reprovided in accordance with the existing
layouts.
The
sitting out area and open area adjacent to the existing Yau Ma Tei Police
Station will be used as work sites during the construction of CKR. The existing
facilities will be reprovisioned after the completion of the works. Greening
will also be provided in the open area on the west of the junction between
Ferry Street and Yan Cheung Road.
Yau Ma Tei Multi-storey Carpark Building (YMTCPB)
YMTCPB
will be demolished about one year after the commencement of the project. The
offices of Social Welfare Department, Lands Department and Transport Department
inside the building will be temporarily moved to other buildings. The detailed
arrangements are being finalised. For the long-term, these facilities will be
re-provisioned within the proposed West Kowloon Government Offices. The
existing office of Immigration Department inside YMTCPB will be moved to Tsim
Sha Tsui before the project starts and hence will not be affected by the works.
The
public library within YMTCPB will be relocated to the sitting out area south of
Henry G. Leong Yau Ma Tei Community Centre. The Library and Jade Hawker Bazaar
will be accommodated in the same temporary building. The Jade Hawker Bazaar
will be on the ground floor. The library will be at 1/F to 3/F. Upon the
completion of the works, the public library will be relocated to a new building
to be constructed on the original site of the YMTCPB.
Outline Zoning Plans (OZPs)
The
Project Works Area of the Central Portion is located within the Approved Ho Man
Tin Outline Zoning Plan (No. S/K7/22) as illustrated in Figure 10.4.2.
The
Project Works Area/ surface construction activities are all located within
Government / Institution / Community (G/IC). The ventilation building of the
proposed works will be located on G/IC zoned land. Zones classified as G/IC here are
intended primarily for the provision of GIC facilities serving the needs of the
local residents as well as the general public. According to the Notes of the
OZP, the proposed ventilation building is neither a Column 1 nor 2 use of the
“G/IC” zone. If this
building is included as part of the gazetted road scheme of this Project
authorized under the Road (Works, Use and Compensation) Ordinance (Cap 370), it
would be deemed to be approved under the Town Planning Ordinance. If this building is included as part of the gazetted road scheme of this
Project authorized under the Road (Works, Use and Compensation) Ordinance
(Cap370), it is deemed acceptable under the Town Planning Ordinance. Assuming
this to be the case, no potential conflicts are found between the Project
around the Central Portion and with the existing Planning and Development
Control framework. If not, an amendment to the OZP under Section 12A of the TPO
would be required.
Outline Zoning Plans (OZPs)
The
Project Works Area in the East Portion is located mainly in the Approved Kai
Tak Outline Zoning Plan (No. S/K22/4). It also borders and has small overlaps
with the Approved Ma Tau Kok Outline Zoning Plan (No. S/K10/20) and Draft Ngau
Tau Kok and Kowloon Bay Outline Zoning Plan (No. S/K13/27), as illustrated in Figure 10.4.3.
The
Project Works Area / surface construction activities are located within
Government / Institution / Community (G/IC), Open Space (O), Open Space (1) (O
(1)), Open Space (2) (O (2)), Other Specific Uses (OU), Other Specific Uses
–Amenity Area (OU (A)), and Residential (Group A) (R(A)) of OZP No.
S/K22/4).
The
proposed CKR Project was considered and is incorporated into this OZP for the
Kai Tak Development (KTD) by PlanD (OZP No. S/K22/4). Therefore, areas for
tunnel portal, depressed road, connection road and ventilation/administration
buildings of the CKR Project have been reserved within OZP No. S/K22/4 and
comply with the planning intention. The small overlaps into OZPs S/K10/20 and S/K13/27
are all into areas shown as ‘Road’ and will therefore not conflict with
the planning intention in these areas. Therefore overall there are no potential
conflicts between the Project in the east and with the existing Planning and
Development Control framework.
Kai Tak Development (KTD)
The
KTD has been designed considering a number of objectives to ensure the creation
of a successful urban environment, responsive to its unique context and site
conditions. Figure 10.4.4 shows the approved Kai Tak Outline Zoning Plan and the design considerations are set out as below. CKR design follows
these considerations to ensure its integration with KTD.
Connectivity with Surrounding Neighbourhoods
Pedestrian
linkage and continuity of movement patterns are critical to the success and
usability of the area. This will help to revitalize the older areas and ensure
high levels of interface and visitation to the new area, with district urban
quarters that are responsive to their context. At the same time, transport
connections are integrated to support operations within the area, and with
other areas.
Creation of Physical and Activity Nodes
The
plan is formulated around the creation of district and sub-regional nodes which
must function, in urban design terms, as vibrant destinations whether they act
as sports hub, commercial centre or tourism-leisure hub. In turn their success
is dependent on strong connectivity and transit strategy. Figure 10.4.5 illustrates the proposed sub-districts and
their potential connections.
Establishment of an Active Waterfront
The
waterfront is regarded as an enormous natural asset for public accessibility,
perambulation and enjoyment. Pedestrian movement shall be continuous, and link
together a range of diverse programmes and activities which offer a sequence of
promenades, parklands, commercial and retail oriented areas. This consideration is particularly
relevant to CKR along the Ma Tau Kok Waterfront (See following Section on
‘Urban Design Study for Enhancement of Ma Tau Kok Waterfront
Area’).
Establishment of a Continuous Open Space System
The
KTD open space framework allows for ‘green’ continuity, informal
pedestrian circulation, and connects together leisure, recreational, cultural
and commercial areas. It is considered to largely determine the identity of Kai
Tak.
Creation of a Pedestrian Friendly Environment
Apart
from a continuous and connective pedestrian system, the pedestrian experience
shall be user friendly in terms of comfortable walking radii from public
transport, visually contrasting experiences, and environmentally convenient and
safe connections, both horizontally and vertically.
Creating Dynamic and Visually Interesting Urban Places
The
various planning areas should present a mix of architectural and spatial
compositions at various scales as appropriate. While height limitations have
been set in various areas, there is a need for an interesting mix of building
forms, scales and skyline profile to establish the image and identity of the
Kai Tak area.
Integrate Urban Gateways
Gateways
must express the various transitions that occur within the Kai Tak area, and
between the new development district and the surround area. These can take on a
variety of different forms and types, and normally signal points of arrival,
changes of pedestrian or vehicular condition, specific types of street function
and expressive visual markers.
Legibility, Orientation and Views
It
is necessary to provide visual cues that assist the process of orientation.
Within the overall spatial framework, this entails the integration of visual
corridors and important view sheds to regional or city-wide features, the use
of prominent landmark elements, and the serial ‘framing’ of
sequential visual experiences throughout the overall movement framework. Figure 10.4.6 illustrates the visual connections and
breezeways identified within KTD.
Creation of Streetscape
Whenever
possible the creation of coherent and continuous streetscape should form a key
consideration of avenue design through ‘joined together’ elements
to provide consistent built edge, consistency of height profiles, architectural
identity, signage channels, and landscape.
Urban Design Study for Enhancement of Ma Tau Kok Waterfront Area
With a view to enhancing connectivity and accessibility of the Ma Tau
Kok waterfront area and responding
to community needs, initial urban design concepts were proposed in the Urban Design Study for Enhancement of Ma Tau Kok
Waterfront Area, which aimed at providing leisure and recreation
uses (e.g. waterfront promenade, multi-purpose activities centre, cultural
amenity etc.) and revitalising
existing spaces by adopting new uses (e.g., restaurant at the Kowloon City
Ferry Pier etc.). These
initial ideas on land use planning were not
finalized, and have been
subject to further consultations
with Government departments, stakeholders and other planning, design and
construction considerations.
Re-provisioning of the Public Transport Interchange (PTI)
The existing Public Transport Interchange will
be re-provisioned after the construction of CKR. It is proposed to maintain similar number of spaces for bus terminus, car
and coach parking in the re-provisioned PTI. The PTI will be landscaped to enhance amenity and mixed use was encouraged to enhance vibrancy in the area.
Re-provisioning of Ma Tau Kok public pier
It
was proposed that Ma Tau Kok public pier be demolished during construction of CKR and
re-provisioned after the commissioning of the Project to provide a viewing deck above the future public
pier.
Adaptive Reuse of the
decommissioned Vehicular Ferry Pier
It
was proposed that the decommissioned vehicular ferry pier be retained with adaptive re-use to
provide an Interpretive Centre to exhibit the history of the vehicle
ferry services in the harbour context.
Alternative use of the Vehicle Examination Centre
It was suggested in the public forums that
the To Kwa Wan Vehicle Examination
Centre be relocated to open up the waterfront and provide community facilities
for Ma Tau Kok area. An open pavilion/café
and possibly an activity centre could be provided at the existing site upon the relocation of the public facility.
Enhance Vitality of
The structure of Kowloon City Ferry
Pier will not be affected by the construction of CKR. It is proposed to provide restaurant use on top level of
the ferry pier to enhance vitality. There is an opportunity to provide
an elevated waterfront walkway
connecting the
second level of the proposed Kowloon City Ferry Pier, with the Interpretive Centre, the viewing deck above the re-provisioned public pier and PTI to
enhance connectivity to the waterfront promenade.
A 20m-wide Promenade along Ma Tau
Kok Waterfront
With the proposed relocation of To Kwa Wan Vehicle Examination Centre,
there is an opportunity to provide a 20m-wide promenade along Ma Tau Kok Waterfront. Closure of
Provision of Multi-purpose Activity Centre for the
Community
In the public forums, it was suggested that Ma Tau Kok area was lacking community facilities and a multi-purpose activity centre should be built to serve the local community. There
were two proposed locations for the
centre, one near the primary
schools on Kwei Chow Street and other one at the vehicle examination centre site.
Overall,
it is considered that the Project would be in accordance with the planning
goals and objectives for the study areas, as set out in all relevant OZPs and
detailed in planning studies and investigations.
10.6
Comments on Landscape and Visual Issues
Received During Public Forum
A series of public engagement
activities are held in parallel with the investigation study initiated by the
MMHJV and HyD for the purpose of enhancing public participation in the
development of
The main events are a series of
public forums, supplemented by outreach events and monthly newsletters. Yau Ma
Tei local culture and the social and land impacts of the projects also studied
by on-street surveys and in depth interviews with stakeholders.
Views of the public and concerned parties
were obtained at the following presentations and forums:
·
Stage 1 Public Forum on 10 November 2007;
·
Stage 2 Public Forum on 19 January 2008; and
·
Stage 3 Public Forum on 15 March 2008.
·
Public Forum: Specific Issues – Yau Ma Tei Urban Design and the
Conservation of Yau Man Tei Police Station on 10 January 2009.
·
Public Forum: Specific Issues – The construction of the Central
Kowloon Route section at Kowloon Bay, re-provisioning facilities and
enhancement opportunities on 7 Feb 2009.
Issues raised were commonly
focused on increasing greening area and providing quality open space. These
comments will be addressed by providing landscaped decks on tunnel portals.
Landscape baseline review
comprises the identification of all existing Landscape Resources (LR) and
Landscape Character Area (LCA) within 100m of the Project works area. LRs are
mapped in Figure 10.5 (key plan) and in further detail in Figure 10.5.1, Figure 10.5.2 and Figure 10.5.3 with illustrative photographs presented in Figure 10.6.1, Figure 10.6.2, Figure 10.6.3, Figure 10.6.4, Figure 10.6.5 and Figure 10.6.6. LCAs are mapped in Figure 10.7 (key plan) and specifically Figure 10.7.1, Figure 10.7.2 and Figure 10.7.3 and illustrative photographs are presented in Figure 10.8.1, Figure 10.8.2 and Figure 10.8.3.
The tree numbers quoted in this
report have been estimated based on the tree survey report completed in October
2010 under the CKR and Widening of Gascoigne Road Flyover Investigation under
Agreement No. CE 58/2006(HY) and Figure 10.9.1, Figure 10.9.2 and Figure 10.9.3 show trees survey plans based on this
survey. It is noted that an updated
tree survey will be conducted for this Project (targeting to be commenced in
mid 2013).
In terms of the visual aspects,
baseline information is detailed in Section
10.8.
For ease of reference, each LR,
LCA and VSR is given an identity number, which is used in all relevant tables
and figures in this report.
The
1. Public
Open Space
This
broad LR refers to public open spaces containing planting managed by LCSD. The
species consist of a wide variety of exotic and native ornamental species, such
as Bauhinia spp., Lagerstroemia
speciosa, Michelia x alba and Cassia surattensis.
The trees are generally mature, with fair to good health condition and fair to
high amenity value. The trees generally have fair to good form, are well maintained
and act as valuable greening relief for the urban district.
In
the West Portion public open space falling outside the Works Area but within
the Study Area, is the Tin Hau Temple Complex in the West Portion made up of
the Yau Ma Tei Community Centre Rest Garden and the Public Square Street
Children’s Playground and Rest Garden on either side of the temples. There are approximately 45 trees in this
LR, mostly within the Yau Ma Tei Community Centre Rest Garden. Trees are
dominated by Ficus microcarpa, including one
which is 15 m high with a crown spread of 16 m and DBH of
1500 mm which is registered as OVT number LCSD YTM/99. Other common species include mature Aleurites moluccana and Podocarpus macrophyllus
and none of these trees will be affected by the Project since the Works Area
does not fall on this LR.
In
the East Portion three areas of open space of note fall outside the Works Area
but within the Study Area. The Kowloon Bay Recreation Ground and Sports Ground
and Kin Bay Playground near the Auxiliary Police Headquarters at Kai Cheung
Road consists of a number of grass pitches, an outdoor running track and
outdoor hard courts with some peripheral planting. Any peripheral planting within the Works
Area is included in LR 3.3e for the impact assessment. Overall, however, this open space will
not be affected by the Project as all the facilities are outside the Works
Area. Two other areas of open space in the East Portion outside the Works Area
are parks. Hoi Sham Park is east of Yuk Yak Street and south of Sun Fung
Street. It contains outdoor hard court recreational facilities, toilets and a
landscaped park area with over 30 trees both planted and in planters, including
mature Ficus microcarpa, Aleurites
moluccana and younger Juniperus chinensis. It is also well known for the Fish Tail
Rock which is a key feature of the park, now being attached to it via reclaimed
land, where once the rocks were surrounded by water. King Wan Street Playground lies north of
Sun Fung Street and west of King Wan Street. It also has some outdoor hard
court recreational facilities as well as approximiately 15 trees including Aleurites moluccana, Delonix regia and
Bombax ceiba among the hard paved areas.
These parks are rich, green areas and since they lie outside the Works Area,
are not expected to be affected by the Project.
Figure 10.5.1, Figure 10.5.2 and Figure 10.5.3 illustrate the location of these public open
spaces in the West and East Portions respectively. No impact is expected on these specific
LRs since they fall outside the Works Area.
2. Urban
Residential / Institutional Open Space
This
broad LR refers to open space within private residential developments and
institutions, which is not open to the general public. The areas include podium
gardens and entrance plazas for residential developments. The planting consists
of a wide variety of exotic, ornamental species including Bauhinia
spp., Lagerstroemia speciosa and Ficus benjamina. The plants generally have fair to good
form, are well maintained and provide favourable greening for residents and
facility users.
3. Roadside
Planting
This
broad LR refers to amenity planting along roads, central dividers or
roundabouts, which provide greening for the extensive hard-paved urban area.
Exotic ornamental tree species, such as Aleurites moluccana,
Bauhinia spp., Lagerstroemia speciosa and Grevillea robusta, are commonly found along the roadsides
of
In
the West Portion various areas of roadside planting fall outside the Works Area
but within the Study Area. The
roadside planting along Hoi Fai Road, Hoi Po Road, and Lin Cheung Road; the
roadside tree planting along Hoi Ting Road and the junction of Hoi Ting Road/
Hoi Wang Road; Tree planting around the car part at the junction of Waterloo
road and Ferry Street, all include the main tree species Bauhinia spp., Aleurites moluccana, and Lagerstroemia speciosa. There is
some planting in the vicinity of the bus depot area near the Fire services
Department’s West Kowloon Training Centre but this is mainly grasses and
young shrubs as the depot is relatively new. There is also some planting along
Kwai Yue Lane up near Kwai Chung barging point, including approximately 10
trees of poor quality including Ficus spp.
trees and the weedy Leucaena
leucocephala.
Figure 10.5.1 illustrates the location of these roadside
planting areas in the West Portions and since these specific LRs fall outside
the Works Area, none of the trees are expected to be affected by the
Project.
4. Vegetation
on Man-made Slope
This
broad LR refers to the vegetation on man-made slopes formed during site formation
works for hillside developments (not site formation for the CKR Project) and
slope improvement works. Trees are generally medium size and mainly exotic
woodland species such as Acacia confusa, Casuarina
equisetifolia and Eucalyptus spp..
This LR can provide a greening connection from flat areas with development /
open space to semi-natural hillside vegetation.
5. Disturbed
Area with Wild Grass / Small Shrubs
This
broad LR refers to vacant land, overgrown with wild grasses and/or small shrubs
and principally refers to small areas at Yau Ma Tei and the large area within
the former
6. Lawn
Area
This
broad LR refers to the grassy surface of the football field at Ho Man Tin East
Service Reservoir Playground and the grassy surface of the Ho Man Tin West
Fresh Water Service Reservoir. Common lawn grass species such as Axonopus compressus and Cynodon dactylon are found planted on the
football field.
(7. Not Used)
8. Man-made
Shoreline
This
broad LR refers to the man-made shoreline of Kowloon Bay along Ma Tau Kok and
former Kai Tak Airport area which have little if any landscaping. It also
includes a small area of the Yau Ma Tei Typhoon Shelter that lies within the
Study Area in the West Portion but is not with the Works Area and is considered
to remain unaffected by the Project.
9. Water
Bodies
This
LR refers to the two major water bodies within LIA Study Area, namely Kowloon
Bay and Kai Tak Nullah and the Kai Tak River that feeds into it. It also includes a small water body near Kwai
Chung barging point which will not be affected by the Project.
The
baseline LRs within the works area, together with their sensitivity, are
described below, as summarised in Table 10.2 following. All LRs in the West Portion are
labelled LR 1.x, all LRs around the Central Portion are labelled LR 2.x and all
LRs in the East Portion are labelled LR 3.x, where ‘x’ refers to
the broad LR type described above.
LR1.1a
– Public Square Street Playground
This
playground is a small paved open area enclosed by planters. There are
approximately 15 trees within this LR, with a majority of the exotic palm Livistona chinensis. There are also a number of native Ficus microcarpa as well as specimens
of Albizia lebbeck, Aleurites moluccana,
Bauhinia blakeana, Cassia surattensis, Crateva unilocularis and Ficus
elastica and trees range in height from 3 – 20 m with 2
-22 m crown spread. This small open space is dominated by three mature Albizia lebbeck, Aleurites moluccana and Crateva unilocularis trees at the entrance
facing Public Square Street, whose condition is generally fair. The trees in
this LR add medium landscape value and overall the LR sensitivity is medium.
LR1.1b
– Shanghai Street / Market Street Playground
This
playground has two basketball courts, one at either end, with some trees and
shrubs planted at the border. The remaining area is covered with hard paving
and has limited planting areas. There are about 10 trees within the playground,
including Bauhinia spp., Ficus benjamina, Ficus virens and Lagerstroemia speciosa. There is one very good specimen of Ficus virens at the edge of the basketball
court facing
LR1.1c
– Bazaar
This
LR refers to the concrete paved small bazaar at the junction of
LR1.1d
– Temple Street / Kansu Street Temporary Rest Garden Garden
This
is a small paved open area next to the Yau Ma Tei Carpark Building with childrens’
play equipment. Any plants in this area are young and planted in pots. Species
include Michelia x alba and Chrysalidocarpus lutescens. Their general
condition is fair. The plants in this LR are portable and provide limited
landscape value and overall the LR sensitivity is low.
LR1.1e
–Yau Ma Tei Jade Market/ Jade Hawker Bazaar
This Jade Hawker Bazaar near Kansu Street is also called the ‘Yau
Ma Tei Jade Market’ and is a major tourist attraction in Hong Kong. It comprises two single-storey bazaars housed
in a single-storey steel shed located on two sites to the north of Kansu
Street. The market sheds and
surrounding area contain 10 live trees.
Species are dominated by Morus alba, on
average 8 m tall and 5 m crown spread and 300 mm DBH. Their general condition is fair. One large Ficus
microcarpa grows through the market roof and is approximately
12 m tall, with a DBH of about 500 mm and crown spread of 20 m
and another tree growing through the roof is an Aleurites
molucanna tree of approximately 12 m height, 480 mm DBH
and 10 m crown spread. The
trees in this LR provide landscape value and overall the LR sensitivity is high.
LR1.3a
– Roadside Planting along West Kowloon Highway and Tunnel Area
This
LR refers to the roadside trees along
LR1.3b
– Roadside Planting along Hoi Wang Road, Yan Cheung Road and Ferry Street
Area
Approximately
125 trees are planted at the central dividers and roadside along Hoi Wang Road,
Yan Cheung Road and around Ferry Street. The species planted at the central
dividers include the exotic palms Roystonea
regia and Archontophoenix
alexandrae. The species planted along the roadside also include
exotic Crateva trifoliata, Melaleuca
quinquenervia and Livistona chinensis. The trees in
this LR range in height from 2 – 10 m with some Roystonea
regia palms reaching up to 5 m spread. These are all exotic, planted
trees and are located in a number of discrete areas rather than one large area,
such that they add medium
landscape value. Overall the LR sensitivity is medium.
LR1.3c
– Roadside Planting between Lai Cheung Road and Ngo Cheung Road
This
LR refers to the viewing garden and roadside planters between
LR1.3d
– Roadside Planting along Canton Road and Public Square Street)
There
only about ten trees within the works area along
LR1.5a
– Disturbed Area at Hau Cheung Street
This
LR refers to the vacant land located at
LR1.5b
– Disturbed Area next to Construction Site at Yau Cheung Road
There
are approximately 60 trees in this disturbed area, mainly at the periphery
where it borders Hoi Wang Road or Yau Cheung Road. Trees are generally fairly
immature and are dominated by the exotic species Acacia confusa, and the weed species Leucaena leucocephala. Around the trees,
the area is approximately 90 % covered with wild grasses and weeds. The
condition of the trees is poor and they add low landscape value. Overall the LR
sensitivity is low.
LR1.5c – Disturbed Area at Kwai Chung
This
LR is currently being used by XRL project as a barging point at Kwai Chung
underneath Cheung Tsing Bridge. The area is predominantly hard paved and
disturbed and is surrounded by an MTR security fence but with some patches of
weedy vegetation including approximately 10 trees. These trees are of low value and include
the weed tree species Leucaena leucocephala,
Casuarina equisetifolia and Macaranga tanarius.
This area is undergoing development and is therefore changing in
appearance. Overall its sensitivity
is considered low.
LR1.8a – Man-made Shoreline around Kwai Chung
This
LR refers to the man-made shoreline around Kwai Chung, particularly the barging
point being used by XRL Project currently. It includes long stretches of
concrete seawall as well as rubble breakwaters. It has no landscape treatment
and its sensitivity is considered to be low.
LR2.3a
– Roadside Planting around Housing Authority Mock-up Centre
Approximately
30 trees are planted around the Housing Authority Mock-up Centre including
along the roadside. The species planted include Ficus microcarpa, Melaleuca quinquenervia and Elaeocarpus
hainanensis and they range in height from 5 – 6 m with
crown spread between 3 – 4 m. These trees are not of high value but do
add some greening to the site and overall the LR sensitivity is medium.
LR2.4a
– Vegetation on Man-made Slopes along Chung Hau Street and Fat
Approximately
155 trees are located on the man-made slopes along Chung Hau Street and Fat
Kwong Street which have been planted there. The dominant species is the woody
invasive species Leucaena leucocephala.
There are other exotic species such as Albizia
lebbeck and Casuarina
equisetifolia as well as some native woodland species such as Celtis sinensis, Ficus spp., Macaranga tanarius
and Schefflera heptaphylla. The
condition of these trees is generally poor due to the crowded growing
environment.
There
are four mature Ficus spp. growing along the edge of works
area. Since these tree have wide and dense crowns with outstanding forms, their
landscape value is relatively higher than other trees. Although this LR is
artificially made, it does provide a significant greening aspect in the urban
area and the LR sensitivity is considered to be high.
LR3.3a
– Roadside Planting along San Ma Tau Street and Bus Terminus
This
LR refers to the roadside trees planted along
LR3.3b
– Roadside Planting along Long Yuet Street
There
are approximately 50 trees in this LR along Long Yuet Street and behind the
Motor Vehicle Inspection Centre, adjacent to vacant land. The species include exotic Melaleuca quinquenervia species as well as some native
species such as Bischofia javanica
and Ficus religiosa. Although one
tree is deemed to be of high value, the general condition of the other trees is
poor due to the limited growing space and many of them have exposed roots,
which crack the concrete paving and their trunks are damaged by the chain-link
fence. These tree reach heights of between 3 -10 m and have crown spread
between 2 – 8 m. They add medium landscape value and overall the
LR sensitivity is medium.
LR3.3c
– Roadside Planting along Kai Cheung Road and Interchange
Approximately
415 trees are located on both sides of Kai Cheung Road within the works area.
Almost all of them are planted, exotic species including Albizia lebbeck, Casuarina equisetifolia and Melaleuca
quinquenervia; and the weedy, invasive species Leucaena leucocephala. They are
generally medium in size and have fair form.
Some
young exotic ornamental trees are planted at the junction of
LR3.3d
– Roadside Planting along Kai Fuk Road
There
are approximately 85 trees in this LR (although the majority fall outside the
works area). The trees are made up
of a wide range of species including exotic Melaleuca
quinquenervia,
LR3.3e
– Roadside Planting along Kai Cheung Road, Wan Kwong Road and Wan Chiu
Road
There
are approximately 50 trees planted along the roadside along Kai Cheung Road,
Wan Kwong Road and Wan Chiu road. The species include mainly exotic species
such as Albizia lebbeck, Casuarina equisetifolia and
Melaleuca quinquenervia. These tree reach heights of between
5 -10 m and have crown spread between 3 – 8 m. They add medium landscape value to the roadside and overall the LR
sensitivity is medium.
LR3.5a
– Disturbed Area within former Kai Tak Airport
This
area is mainly covered by weedy shrubs and herbs such as Lantana camara, Bidens pilosa and some Poaceae spp. which cover approximately 30 % of the area in amongst the
old hard surfaces. Under ten trees
are reportedly found in this LR including native species Ficus
microcarpa and exotic species Melia azedarach and Terminalia catappa. Most of them are undersized and
although they are generally in fair form they add little landscape value, not
least due to their low number. Overall this LR has low
sensitivity.
LR3.8a
– Man-made Shoreline of West Kowloon Bay
This
LR refers to the man-made shoreline along Ma Tau Kok Public Pier. It is a
rectilinear concrete paved area with limited pot planters around Ma Tau Kok
Pier and otherwise no landscape treatment. However, it is an important open
area in the surrounding built-up area and may be developed further as a
waterfront promenade (Open Space) under OZP No. S/K22/4 (Approved Kai Tak OZP).
Overall sensitivity of the LR is considered to be medium.
LR3.8b
– Man-made Shoreline around Former Kai Tak Airport
This
LR refers to the man-made shoreline around the former
LR3.9a
– Kowloon Bay
This
LR refers to inshore part of
LR3.9b
– Kai Tak Nullah
Kai
Tak Nullah is the major storm water channel in South-East Kowloon, collecting
storm water and effluent from San Po Kong, Diamond Hill, Tsz Wan Shan, Wong Tai
Sin, Wang Tau Hom, Lok Fu and
Table 10.2: List of the
Landscape Resources and their Sensitivity
|
LR Code |
Name |
LR Sensitivity (High/ Medium/ Low) |
|
|
West Portion |
|
|
LR1.1a |
Public
Square Street Playground |
Medium |
|
LR1.1b |
|
Medium |
|
LR1.1c |
Bazaar |
High |
|
LR1.1d |
|
Low |
|
LR1.1d |
Yau Ma Tei
Jade Market/ Jade Hawkers Bazaar |
High |
|
LR1.3a |
Roadside
Planting along |
High |
|
LR1.3b |
Roadside
Planting along |
Medium |
|
LR1.3c |
Roadside
Planting between |
Medium |
|
LR1.3d |
Roadside
Planting along |
Medium |
|
LR1.5a |
Disturbed
Area at |
Low |
|
LR1.5b |
Disturbed
Area next to Construction Site at |
Low |
|
LR1.5c |
Disturbed
Area at Kwai Chung |
Low |
|
LR1.8a |
Man-made
shoreline around Kwai Chung |
Low |
|
|
Central Portion |
|
|
LR2.3a |
Roadside
Planting around Housing Authority Mock-up Centre |
Medium |
|
LR2.4a |
Vegetation
on Man-made Slopes along |
High |
|
|
East Portion |
|
|
LR3.3a |
Roadside
Planting along |
Medium |
|
LR3.3b |
Roadside
Planting along Long |
Medium |
|
LR3.3c |
Roadside
Planting along |
Medium |
|
LR3.3d |
Roadside
Planting along |
Medium |
|
LR3.3e |
Roadside
Planting along Kai Cheung road, Wang Kwong Road and Wan Chiu Road |
Medium |
|
LR3.5a |
Disturbed
Area within former |
Low |
|
LR3.8a |
Man-made
Shoreline of |
Medium |
|
LR3.8b |
Man-made
Shoreline around former |
Low |
|
LR3.9a |
|
Medium |
|
LR3.9b |
Kai Tak
Nullah |
Medium |
10.7.3
Landscape Character Areas
The urban landscapes of
The
The
Kowloon City District in central
The
former
The
baseline LCAs within the LIA study area, together with their sensitivity, are
described below. A total of eight different LCAs are identified within the
whole Study Area, as bulleted below, although no more than five different LCAs
are found in any one section of the Project.
·
City Grid Mixed Urban Landscape
·
Industrial Urban Landscape
·
Miscellaneous Urban Fringe Landscape
·
Ongoing Major Development Landscape
·
Residential Complex Landscape
·
Residential Urban Landscape
·
Transportation Corridor Landscape
·
Typhoon Shelter Landscape
The baseline LCAs together with
their sensitivity, are described below, as summarised in Table 10.3 following. All LCAs in the West Portion are labelled LCA 1.x, all LCAs
around the Central Portion are labelled LCA 2.x and all LCAs in the East
Portion are labelled LCA 3.x, where ‘x’ refers to the specific LCA.
LCA 1.1 – Transportation Corridor Landscape (West Portion)
This
LCA refers to the
LCA 1.2 – Ongoing Major Development Landscape (West Portion & Barging
Point)
This
LCA refers to the construction site of Express Rail Link and its associated
structures (the XRL project). This is a transitional landscape, which is
undergoing large-scale development. Some areas consist of land undergoing
development whilst others are vacated sites, which are awaiting re-development.
They are typically characterised by a flat, low-lying topography, lack of
significant vegetation or significant built structures and may include major
earthworks, partially completed structures, as well as features such as cranes
and earth moving machinery. This LCA is mainly on land reclaimed from the sea
and is close to the coast. There are an estimated 570 trees in this LCA nearest
the main works area with the dominant species being the the invasive weed
species, Leucaena leucocephala and exotic Acacia spp., Casuarina equisetifolia,
Archontophoenix alexandrae, Bauhinia blakeana, and Bombax ceiba are example of other species commonly recorded
her but in far fewer numbers.
In
addition, this LCA contains the land at Kwai Chung currently being used by the
XRL Project as a barging point. As well as the barging point, the landscape
nearby is developed, with man-made shoreline where many barges can alight as
well as the DSD Kwai Chung PreliminaryTreatment Works building and a site
undergoing development currently near the elevated. It has very limited greenery but does
include approximately 20 trees in the area, predominantly weed tree species Leucaena leucocephala, as well as Ficus spp.,
Casuarina equisetifolia and Macaranga tanarius. This area is undergoing development and
is therefore changing in appearance.
As
a result of its indeterminate status or the disturbance caused by ongoing
construction work, this landscape currently has an incoherent, desolate and
transient character and would have low sensitivity. Due to part of this LCA
being made up of the XRL site where landscaping will be carried out, the
overall sensitivity of the LCA is
conservatively considered to be medium.
LCA 1.3 – City Grid Mixed Urban Landscape (West Portion)
This
LCA is found on the older reclamations of Yau Ma Tei. It is some of
Part of
In
total there are an estimated 60 trees in this LCA, mainly Alstonia
scholaris and including others such as Aleurites
molluccana, Bauhinia blakeana, Casis surattensis up to 20 m
high and with varying maturity. The landscape amenity, significance and
quality of this LCA are moderate with reasonable tolerance to change and
therefore, the sensitivity is medium.
LCA 1.4 – Residential Complex Landscape
This
LCA is found on the periphery of the major urban area of Yau Ma Tei. It is
generally on reclaimed areas of West Kowloon comprising some of Hong
Kong’s most recent urban landscapes which consist of extensive
comprehensive developments, typically with a large podium containing retail
uses, parking or a PTI, with commercial or residential towers above. This LCA
is also characterised by its new building stock (often using modern building materials
such as glass and steel). Streets in these landscapes are often wide with
significant roadside landscape provision and tree planting, with footbridges
connecting developments at first floor or podium level. The result is an
intensely urban landscape which is often enclosed, angular and colourful and
defined to a significant extent by its built form and the spaces they create.
LCA 1.4 contains Park Avenue complex, part of
LCA 1.5 – Residential Urban Landscape (West Portion)
This
LCA refers to an urban landscape largely residential in use with some
government/ institutional buildings also, all developed on flat land. LCA1.5
includes the high rise Prosperous Garden residential complex and medium rise
Man Cheong Street Residential buildings, as well the community facilities of
Yau Ma Tei Police Station and Yau Ma Tei Electric Substation and a number of
schools. This LCA takes in the open space of Saigon Street Playground and
Skating area and also includes associated roads, footbridges, and retail
facilities. Vegetation includes planting in open spaces and within the
Prosperous Garden residential complex, with minimal roadside trees and shrub planting
(estimated 60 trees in total, including species such as Melaleuca quinquenervia, Albizia lebbeck, and Casuarina equisetifolia). LCA1.5 is a
fairly ordered landscape comprising largely built elements softened to a
certain extent by the effects of surrounding planting and greenery and overall
its sensitivity is medium.
LCA 1.6 – Typhoon Shelter Landscape (West Portion & Barging Point)
This
LCA refers to the Ya Ma Tei Typhoon shelter at the periphery of the main West
Portion study area and the sea water surrounding the proposed Kwai Chung
barging point, in the West Portion. These bodies of water are used by many
barges and low quality. Overall the
sensitivity of this LCA is low.
LCA 2.1 – Residential Urban Landscape (Middle)
This
LCA refers to the area around Ho Man Tin Estate. It is an urban landscape which
is wholly or largely given over to residential land use. Developed
comprehensively on flat or terraced land, mainly on the edges of urban areas,
residential urban landscape is generally characterized by its medium or
high-rise residential estates, set amongst open space, together with associated
highways, footbridges, school or community facilities and retail facilities.
Vegetation includes roadside trees and shrub planting and planting in open
spaces and around the residential estates. The result is a fairly homogeneous,
ordered landscape comprising largely built elements softened to a certain
extent by the effects of surrounding planting and greenery. LCA 2.1 includes Ho
Man Tin (South) Estate, Fat Kwong Street Sports Centre and overall its
sensitivity is medium.
LCA 2.2 – Miscellaneous Urban Fringe Landscape
This
LCA is found on the periphery of Ho Man Tin around Ho Man Tin West Fresh Water
Service Reservoir and Ho Man Tin Park and also includes part of Ho Man Tin
Service Reservoir Playground south of
LCA 3.1 – City Grid Mixed Urban Landscape (East Portion)
This
LCA refers to the area around Ma Tau Kok, which is the most common and
extensive urban landscape in this district. Developed on a largely orthogonal
or regular city grid, the LCA consists of mainly retail land uses at street
level with high/medium-rise commercial or residential developments above.
Streets are often fairly wide and busy with traffic and the large numbers of
people using these areas but the streetscape is utilitarian with little soft
landscape treatments. Building stock is of mixed age and character, and
vegetation is generally limited to street tree planting and shrub planting in
occasional public open spaces. The result is a landscape which is vibrant,
colourful and diverse in terms of its street life and land use, but which
possesses only limited variety in terms of its urban spaces. LCA 3.1 includes
LCA 3.2 – Ongoing Major Development Landscape (East Portion)
This
LCA refer to the former Kai Tak airport area, which is the site for the
proposed KTD. These are transitional landscapes currently awaiting large-scale
construction. Most of the areas are vacated sites, which are awaiting
construction, whilst some of them are undergoing decommissioning. They are
typically characterised by a flat, low-lying topography, lack of significant
vegetation or significant built structures and may include major earthworks,
partially completed structures, as well as features such as cranes and earth
moving machinery. This LCA is reclaimed from the sea and largely coastal. In total there are an estimated 280
trees in this LCA, dominated by such species as the invasive weed species, Leucaena leucocephala and Albizia
lebbeck and including other species in lesser numbers such as Aleurites moluccana, Bauhinia spp., Delonix regia, Ficus spp. etc, ranging in height between 4-12 m on
average and being moderately mature on average. The KTD site will be developed into a
number of different areas, such as the Ma Tau Kok Waterfront, a Sports Hub,
LCA 3.3 – Industrial Urban Landscape
This
LCA is found on the fringe of
LCA 3.4 – Typhoon Shelter Landscape (East Portion)
This
LCA is found on the coastal edges of Ma Tau Kok and
LCA 3.5
- Transportation
Corridor Landscape (East Portion)
This area comprises the Kwun Tong Bypass (elevated
bypass expressway),
Table 10.3: List of the
Landscape Character Area and their Sensitivity
|
LCA Code |
Name |
LCA
Sensitivity (High/ Medium/ Low) |
|
|
West Portion |
|
|
LCA1.1 |
Transportation Corridor Landscape (West Portion) |
Medium |
|
LCA1.2 |
Ongoing Major Development Landscape (West Portion & Barging Point) |
Medium |
|
LCA1.3 |
City Grid Mixed Urban Landscape (West Portion) |
Medium |
|
LCA1.4 |
Residential Complex Landscape |
Medium |
|
LCA1.5 |
Residential Urban Landscape (West Portion) |
Medium |
|
LCA1.6 |
Typhoon
Shelter Landscape (West Portion & Barging Point) |
Low |
|
|
Central Portion |
|
|
LCA2.1 |
Residential Urban Landscape (Middle) |
Medium |
|
LCA2.2 |
Miscellaneous Urban Fringe Landscape |
Medium |
|
|
East Portion |
|
|
LCA3.1 |
City Grid Mixed Urban Landscape (East Portion) |
Medium |
|
LCA3.2 |
Ongoing Major Development Landscape (East Portion) |
Medium |
|
LCA3.3 |
Industrial Urban Landscape |
Low |
|
LCA3.4 |
Typhoon Shelter Landscape (East Portion) |
Medium |
|
LCA3.5 |
Transportation Corridor Landscape (East Portion) |
Medium |
The
works area of
The
Zone of Visual Influence (ZVI) is shown in Figure 10.13 (West Portion), Figure 10.14 (Central Portion) and Figure 10.15 (East Portion) and key Visual
Sensitive Receivers (VSRs) within the ZVIs are mapped in Figure 10.13.1 (West Portion), Figure 10.14.1 (Central Portion) and Figure 10.15.1 and Figure 10.15.2 (East Portion).
VSRs
identified within each of the ZVI around the West Portion, Central Portion and
East Portion are detailed below and illustrative photographs of VSRs are
presented in Figure 10.16.1, Figure 10.16.2, Figure 10.16.3, Figure 10.16.4, Figure 10.16.5, Figure 10.16.6, Figure 10.17.1, Figure 10.17.2, Figure 10.17.3, Figure 10.18.1, Figure 10.18.2, Figure 10.18.3, Figure 10.18.4, Figure 10.18.5, Figure 10.18.6 and Figure 10.18.7.
Thirteen
Vantage/ View Points (VPs) are
selected from which to create photomontages. These have been selected to represent
various views towards the Project from different angles, illustrate key Project
features, such as the Landscape Deck in the West Portion and endeavour to represent
key VSR views in each location. VPs
are chosen to try and represent the impact on a number of VSRs, where impacts
are considered to be similar.
Overall the combination of photomontages for the Project aim to support
the assessment of visual impact in the text and provide an idea of the Project
outlook.
Five
VPs have been selected in the West Portion. These are:
·
VP1 –
·
VP2 – CAS HQ;
·
VP3 – Man Cheong Buildings;
·
VP4 –
·
VP5 – Yau Ma Ti Catholic Primary School,
Three
VPs have been selected in the Middle Ventilation Area. These are:
·
VP6 – Sheng Kung Hui Tsoi Kung
·
VP7 – Sik Man House, Ho Man Tin Estate;
·
VP13 – Oi Man Estate
Five
VPs have been selected in the East Portion including one futuristic one within
KTD and one aerial one which does not represent any VSRs but gives a good
indication of the outlook of the Project in the East Portion. These VPs are:
·
VP8 – Grand Waterfront;
·
VP9 – Megabox;
·
VP10 - Aerial photograph above Kai Tak Runway;
·
VP11 – HK International Trade & Exhibition Centre; and
·
VP12 – Within KTD.
A
key map of all the VPs used to develop photomontages is shown in Figure 10.19 although Figure 10.13, Figure 10.14 and Figure 10.15 also show closer detail of the VP locations in
the West, Central Portion and East areas respectively. The photomontages from these VPs are
discussed in the Visual Impact Assessment in Section
10.11.
The
West Portion of the VIA study area is in the Yau Ma Tei and Mong Kok Districts
with many different uses but overall highly developed. To the south and west the
The
West Portion of CKR with its associated structures is constructed on flat and
low-lying reclaimed land with similar level (average +5mPD) to the whole
Residential VSRs
|
R1.1 |
One SilverSea |
|
R1.2 |
Island Harbourview |
|
R1.13 |
The |
|
R1.14 |
The Hermitage |
Residents in high-rise residential building blocks at the edge of ZVI
and distant (over 400 m from new connecting road alignment and/or 500 m from
proposed ventilation building) from the Project include the VSRs listed above.
Since they are the highest buildings in this district, viewers in mid to upper
levels will have panoramic views facing due south to
|
R1.3 |
|
|
R1.4 |
Charming Garden |
|
R1.6 |
|
|
R1.10 |
|
|
R1.11 |
The Coronation |
|
R1.12 |
Planned Residential
Development above Austin Station |
Residents (and future residents in the case of R1.11 and R1.12) in
high-rise residential building blocks closer to the Project (less than 400 m
from new connecting road alignment and/or less than 500 m from proposed
ventilation building) have similar quality of existing views and degrees of
visibility at different levels to those high-rise residential building blocks
at the edge of ZVI, but being closer, the Project would be more prominent in
their view and their sensitivities are considered high,
despite some (such as R1.12) having their views to site slightly restricted by
other buildings such as Man Cheong Buildings (R1.9).
|
R1.7 |
Prosperous Garden |
|
R1.9 |
Man Cheong Buildings |
Other residents in the mid to high rise residential blocks in the inner
part of ZVI such as those listed above have a direct and close view to the
|
R1.5 |
|
|
R1.8 |
Kansu Street High Rise
Buildings |
The residents in the older reclamations of Yau Ma Tei like
Commercial VSRs
|
C1.1 |
Bank of |
|
C1.2 |
HSBC Centre |
|
C1.4 |
ICC & Ritz Carlton
Hotel |
|
C1.5 |
Planned Commercial
Development above XRL Terminus |
Viewers (and planned users in the case of C1.5) in the above listed VSRs
have an open and distant (over 400 m from new connecting road alignment and/or
500 m from proposed ventilation building) views toward the Project. The value
and quality of their existing view is good, however they are deteriorated by
abandoned land and the ongoing development of the Express Rail Link.
Considering the nature of the user group and the distance from the Project
Site, the sensitivity of these VSRs is rated as low.
|
C1.3 |
Eaton Hotel |
|
C1.6 |
|
Viewers in Eaton Hotel (C1.3) have a close view to the existing
Gascoigne Road Flyover with some buildings and green woodland as a backdrop.
Gascoigne Road Flyover is a busy traffic corridor and traffic congestion can be
seen from day to day. Viewers in Keybond Commercial Building (C1.6) have a
narrow view through to the Project alignment restricted by other buildings
including the new Coronation development. The value and quality of the existing
views for these VSRs is fair and despite the nature of the user group, given
their proximity to the Project their sensitivity is medium.
Government/ Institution/
Community VSRs
|
GIC1.1 |
Yau Ma Ti |
|
GIC1.2 |
|
|
GIC1.3 |
|
|
GIC1.4 |
Yau
Ma Tei Division Police Station |
|
GIC1.5 |
Yau Ma Tei Jockey Club
Polyclinic |
|
GIC1.6 |
Henry G. Leong Yaumatei
Community Centre |
|
GIC1.7 |
|
|
GIC1.8 |
Civil Aid Services
Headquarter |
|
GIC1.9 |
Planned GIC Site |
Viewers in the VSRs listed above are all reasonably close to (within
120m ), if not under the proposed alignment or works area. These buildings are
low to medium rise and at the higher levels may have partial open views towards
the Project. At lower levels, many of the views are dominated by existing
elevated roads such as that of
|
GIC1.7 |
|
Some users in Queen Elizabeth Hospital (GIC1.7) higher levels and in
Blocks facing west have an open view to the urban landscape at
Occupational VSRs
|
O1.1 |
LPG Filling Station at |
Users in LPG Filling Station at Hau Cheung
Street (O1.1) have a close and
direct view to the
Recreational VSRs
|
RE1.1 |
Olympic Plaza |
|
RE1.2 |
|
|
RE1.5 |
|
Users in these VSRs generally have high quality views within their
recreational area but these green spaces that they occupy are mainly enclosed
or screen by mature planting, such that their views of the Project would be
restricted. Users of Saigon Street Playground (RE1.5) are less screened within
their playground but surrounded by fairly low quality views. The sensitivity of
these VSRs is rated as low.
|
RE1.3 |
|
|
RE1.4 |
Yau Ma |
|
RE1.6 |
Planned Public Open
space above future XRL-terminus and surrounding |
|
RE1.7 |
Planned Public Open
space north of |
These existing VSRS, namely viewers in Public Square Street Rest Garden
(RE1.3) and Yau Ma Tei Community Centre Rest Garden (RE1.4) are enclosed by
dense buildings and elevated roads but mature planting within these open spaces
screen off and soften parts of these restricted views. These VSRs will be are
located very close to the Project alignment or will be re-located due to the
Project. The sensitivity of these
VSRs is medium.
Travel/ Transport Related VSRs
|
T1.1 |
|
West Kowloon Highway (T1.1) is a section of Route 3 in Hong Kong. This
dual-3 lane highway runs for 4.2 km, connecting Western Harbour Crossing in the south with Tsing Kwai Highway in the north. This VSR refers to travellers on
the section from MTRC Kowloon Station to Olympic Station. One side has a nice
open view to
Table 10.4: List of the VSRs in the West Portion and their
Sensitivity
* Denotes future VSRs that will not be in
existence when construction for the Project starts.
|
VSR Code |
Type of VSRs |
VSR Name |
Number of Individuals (Very few, Few, Many, Very many) |
Quality of Existing View (Poor/ Fair/ Good) |
Availability of Alternative Views |
Approx. Minimum Distance between VSRs and Impact Sources
(Road/Ventilation Building) (m) |
Degree of Visibility towards Project (Glimpse/ Partial/
Full) |
Duration of View (Short/ Medium/ Long) |
Frequency of View (Rare/ Occasional/ Frequent) |
Sensitivity (Low, Medium, High) |
|
West Portion |
||||||||||
|
R1.1 |
Residential |
One
SilverSea |
Very
Many |
Good |
Yes |
750/
920 |
Full |
Long |
Frequent |
Medium |
|
R1.2 |
Residential |
Island
Harbourview |
Very
Many |
Good |
Yes |
620/
800 |
Full |
Long |
Frequent |
Medium |
|
R1.3 |
Residential |
|
Very
Many |
Good |
Yes |
130/
400 |
Partial |
Long |
Frequent |
High |
|
R1.4 |
Residential |
Charming
Garden |
Very
Many |
Fair |
No |
200/
300 |
Full |
Long |
Frequent |
High |
|
R1.5 |
Residential |
|
Few |
Fair |
No |
250/
540 |
Partial |
Long |
Frequent |
Medium |
|
R1.6 |
Residential |
|
Many |
Good |
Yes |
290/
740 |
Partial |
Long |
Frequent |
High |
|
R1.7 |
Residential |
Prosperous
Garden |
Very
Many |
Fair |
No |
240/
560 |
Full |
Long |
Frequent |
High |
|
R1.8 |
Residential |
Kansu Street
High Rise Buildings |
Many |
Poor |
No |
0/
720 |
Partial |
Long |
Frequent |
Medium |
|
R1.9 |
Residential |
Man Cheong
Buildings |
Many |
Fair |
Yes |
150/450 |
Full |
Long |
Frequent |
High |
|
R1.10 |
Residential |
|
Very
Many |
Good |
Yes |
270/
480 |
Full |
Long |
Frequent |
High |
|
R1.11 |
Residential |
The
Coronation |
Very
Many |
Good |
Yes |
30/
320 |
Full |
Long |
Frequent |
High |
|
R1.12 |
Residential |
Planned
Residential Development above Austin Station |
Very
Many |
Good |
Yes |
360/
680 |
Partial |
Long |
Frequent |
High* |
|
R1.13 |
Residential |
|
Very
Many |
Good |
Yes |
700/
1120 |
Full |
Long |
Frequent |
Medium |
|
R1.14 |
Residential |
The
Hermitage |
Very
Many |
Good |
Yes |
500/
680 |
Full |
Long |
Frequent |
Medium |
|
C1.1 |
Commercial |
Bank of |
Many |
Good |
Yes |
600/
770 |
Full |
Medium |
Occasional |
Low |
|
C1.2 |
Commercial |
HSBC Centre |
Many |
Good |
Yes |
560/
750 |
Full |
Medium |
Occasional |
Low |
|
C1.3 |
Commercial |
Eaton Hotel |
Many |
Fair |
Yes |
170/
1010 |
Partial |
Medium |
Occasional |
Medium |
|
C1.4 |
Commercial |
ICC &
Ritz Carlton Hotel |
Very
Many |
Good |
Yes |
720/
840 |
Full |
Medium |
Occasional |
Low |
|
C1.5 |
Commercial |
Planned
Commercial Development above XRL Terminus |
Very
Many |
Fair |
Yes |
240/
570 |
Partial |
Medium |
Occasional |
Low* |
|
C1.6 |
Commercial |
|
Few |
Fair |
No |
160/
650 |
Partial |
Medium |
Occasional |
Medium |
|
GIC1.1 |
Government/
Institution/ Community |
Yau Ma Ti |
Many |
Fair |
Yes |
100/
200 |
Partial |
Medium |
Occasional |
Medium |
|
GIC1.2 |
Government/
Institution/ Community |
|
Many |
Good |
Yes |
50/
280 |
Partial |
Medium |
Occasional |
Medium |
|
GIC1.3 |
Government/
Institution/ Community |
|
Many |
Poor |
No |
120/
540 |
Partial |
Medium |
Occasional |
Medium |
|
GIC1.4 |
Government/
Institution/ Community |
Yau Ma Tei Division Police Station |
Many |
Poor |
No |
0/
610 |
Partial |
Short |
Occasional |
Medium |
|
GIC1.5 |
Government/
Institution/ Community |
Yau Ma Tei Jockey Club Polyclinic |
Many |
Poor |
No |
0/
700 |
Partial |
Short |
Occasional |
Medium |
|
GIC1.6 |
Government/
Institution/ Community |
Henry G.
Leong Yaumatei Community Centre |
Many |
Poor |
No |
20/
750 |
Partial |
Medium |
Occasional |
Medium |
|
GIC1.7 |
Government/
Institution/ Community |
|
Many |
Fair |
Yes |
240/1050 |
Open |
Short |
Occasional |
Low |
|
GIC1.8 |
Government/
Institution/ Community |
Civil Aid
Services Headquarter |
Many |
Fair |
Yes |
40/
180 |
Full |
Short |
Occasional |
Medium |
|
GIC1.9 |
Government/
Institution/ Community |
Planned GIC Site |
Few |
Poor |
Yes |
10/
120 |
Full |
Short |
Occasional |
Medium* |
|
O1.1 |
Occupational |
LPG Filling
Station at |
Few |
Fair |
No |
10/
310 |
Full |
Short |
Occasional |
Low |
|
RE1.1 |
Recreational |
Olympic
Plaza |
Few |
Good |
Yes |
130/
340 |
Glimpse |
Short |
Occasional |
Low |
|
RE1.2 |
Recreational |
|
Many |
Fair |
Yes |
80/
340 |
Glimpse |
Short |
Occasional |
Low |
|
RE1.3 |
Recreational |
|
Few |
Fair |
No |
0/
580 |
Full |
Short |
Occasional |
Medium |
|
RE1.4 |
Recreational |
Yau Ma |
Many |
Fair |
Yes |
30/
800 |
Partial |
Short |
Occasional |
Medium |
|
RE1.5 |
Recreational |
|
Many |
Fair |
Yes |
90/
800 |
Partial |
Short |
Occasional |
Low |
|
RE1.6 |
Recreational |
Planned
Public Open Space above future XRL-terminus and surrounding |
Many |
Fair |
Yes |
0/
120 |
Partial |
Short |
Occasional |
Medium* |
|
RE1.7 |
Recreational |
Planned
Public Open space north of |
Few |
Fair |
No |
0/
440 |
Partial |
Short |
Occasional |
Medium* |
|
T1.1 |
Travel/
Transport Related |
|
Many |
Good |
Yes |
0/0 |
Full |
Short |
Rare |
Low |
The
Central Portion Area of the VIA study area around Ho Man Tin has two main
characters. Proximal to
The
Central Portion Site is located on high ground on man-made slope (average
+59mPD) currently occupied by Water Supplies Department. The area where the
ventilation building is located is nearly the highest point in this region. In
addition to the blockage of view by the service reservoir at western side
(average +68mPD), the extent of ZVI is greatly reduced due to adjacent tall
buildings. However higher levels of some tall buildings in this district such
as 15 Ho Man Tin Hill, Ellery Terrace, Carmel On The Hill and King Man House
can still have a direct view to the Project Site. The baseline conditions of
VSRs within the Central Portion ZVI, together with their sensitivity, are
described below and a summary provided in Table
10.5
following.
Residential VSRs
|
R2.1 |
15 Ho Man Tin Hill |
|
R2.2 |
Ellery Terrace |
|
R2.4 |
Ho Man Tin Estate ( |
|
R2.5 |
Ho Man Tin Estate |
|
R2.6 |
|
|
R2.7 |
|
|
R2.8 |
Future Redevelopment of
|
|
R2.9 |
HK Polytechnic
University Student Hostel Development |
The
above listed VSRs, except R2.5, are high rise structures such that some
residents have/will have an open view towards the proposed Project Site. R2.1,
2.2, 2.8 and 2.9 are quite distant from the Proposed Project Site (>300 m)
whereas R2.4 (including Choi Man House, Yee Man House, Yat Man House, Sik Man
House and Kwun Hei Court), R2.6 and 2.7 are all slightly closer. R2.5 is made
up of the western buildings of Ho Man Tin Estate which are mid rise residential
blocks located close to the proposed Project Site and residents on the upper
levels have a direct and nearby view towards it. Due to the existing topography
and the height of the buildings, mid and upper levels have a panoramic view of
the whole Ho Man Tin District and even to Victoria Harbour and Hong Kong Island
on clear days. These viewers have high quality views of an urban nature,
including the landscaping in the area such as at Sheung Lok Street Garden
(RE2.2) and Ho Man Tin East Service Reservoir (RE2.1) which provides some
greening. Although it is likely that the future residential blocks in R2.8 will
mainly face south, some viewers may face north towards the Project Site. The views from lower levels of the above listed
VSRs may have no view to the Project Site with others having a view that
is/will be partially interrupted by adjacent buildings such as Chun Man Court
and Ho Man Tin Government Office (GIC2.1) for R2.1 and R2.2, other buildings of
the Ho Man Tin Estate for R2.4 and the Future Redevelopment of Ex-Valley Estate
for R2.9, and these views are/will be generally of lower quality being more
focused to ground level and contained by structures and planting. Primarily
considering the viewers in the mid and upper levels of these buildings, their
good views to and/or their proximity to the proposed Project Site, the
sensitivity of these VSRs is high.
|
R2.3 |
Ho Man Tin Estate King
Man House |
Some residents in Ho Man Tin Estate King Man House (R2.3) have a distant
(> 400 m) view towards the proposed Project Site but this is only a glimpse
view as it is largely blocked by the Housing Authority Headquarters (GIC2.3).
Otherwise their existing views are panoramic over the Ho Man Tin District and even
further to the
|
R2.10 |
Oi Man Estate |
While most residents in Oi Man Estate King (R2.10) are unlikely to be
able to see the project site, residents of the higher levels of Kin Man House,
are about 80 m from the proposed Project Site at its closest point and have a
glimpse view of the site over the Ho Man Tin West Service Reservoir, East
Service Reservoir Playground and the general urban surroundings. Some residents
of the easternmost flats at higher levels of Lia Man, Po Man, Chung Man and
Chiu Man Houses may also have glimpse views towards the Project Site, but most
flats face either north of south rather than east towards the site. The views
from lower levels of this VSR will be blocked by adjacent structures and
vegetation and they will not be able to see the Project Site. Considering the
small number of residents with views towards the Project Site and the glimpse
views, the sensitivity of this VSR is medium.
Government/ Institution/
Community VSRs
|
GIC2.1 |
Ho Man Tin Government
Offices |
|
GIC2.2 |
SKH Tsoi Kung |
|
GIC2.3 |
Housing Authority
Headquarters |
Viewers in the above listed VSRs located near the Ho Man Tin West Fresh
Water Service Reservoir are low to medium high buildings and from the higher
levels, their views to the proposed Project Site take in the vegetated man-made
slope around Ho Man Tin West Service Reservoir ad well as taking in the
greenery of the lawn on the top of reservoir. The value and quality of the
existing view is fair to good but given these are workers or school children
and teachers, their views are occasional and less valued, so the sensitivity of
these VSRs is medium.
|
GIC2.4 |
Housing Authority
Mock-up Centre |
This VSR is low-rise buildings located on the top of the Ho Man Tin West
Fresh Water Service Reservoir with fairly open views to the lawn on the
Services Reservoir and a backdrop of high-rise buildings. The value and quality
of the existing view is fair. Towards the proposed ventilation building the
view is largely blocked by existing vegetation but this site is currently
included in the Works Area. Therefore despite the number of viewers being low
and them placing less value in their view due to their working nature, the
sensitivity of this VSR is as medium.
Recreational VSRs
|
RE2.1 |
Ho Man Tin East Service
Reservoir Playground |
Views out from this VSR towards the proposed Project Site are fairly
contained by the surrounding trees and to some extent the fence such that any
views would be partial at best. The existing view focuses on the lawn of the
reservoir playground itself, is slightly above from the main Fat Kwong Street
to the west and on raised ground commanding fairly open view south, currently
dominated by the MTR development area to the south west, and with medium to
high buildings as a backdrop. The value and quality of the existing view is
fair and the sensitivity of this VSR is medium.
|
RE2.2 |
|
Viewers in this VSR have a limited view from within the park to the
outside surroundings at ground level. In addition any view towards the Project
Site is along
Travel/ Transport Related VSRs
|
T2.1 |
Fat |
|
T2.2 |
|
Fat
Table 10.5: List
of the VSRs around the Central Portion and their Sensitivity
* Denotes future VSRs that will not be in
existence when construction for the Project starts.
|
VSR Code |
Type of VSRs |
VSR Name |
Number of Individuals (Very few, Few, Many, Very many) |
Quality of Existing View (Poor/ Fair/ Good) |
Availability of Alternative Views |
Approx. Minimum Distance between VSRs and Impact Sources ( |
Degree of Visibility towards Project (Glimpse/ Partial/
Full) |
Duration of View (Short/ Medium/ Long) |
Frequency of View (Rare/ Occasional/ Frequent) |
Sensitivity (Low, Medium, High) |
|
Central Portion |
||||||||||
|
R2.1 |
Residential |
15 Ho Man
Tin Hill |
Many |
Good |
Yes |
460 |
Full |
Long |
Frequent |
High |
|
R2.2 |
Residential |
Ellery
Terrace |
Many |
Good |
Yes |
330 |
Full |
Long |
Frequent |
High |
|
R2.3 |
Residential |
Ho Man Tin
Estate King Man House |
Many |
Good |
Yes |
420 |
Glimpse |
Long |
Frequent | |