8 LANDSCAPE AND VISUAL IMPACT ASSESSMENT

8.1 Legislation, Standards, Guidelines and Criteria

The landscape and visual impact assessments have been carried out in accordance with the guidelines contained in Annexes 10 and 18 of the Technical Memorandum on EIA Process. Other relevant documents consulted in preparation of the LVIA include:

EIAO Guidance Notes 8/2002 on Preparation of Landscape and Visual Impact Assessment under the EIAO.

WBTC No. 14/2002 on Management and Maintenance of Natural Vegetation and Landscape Works and Tree Preservation.

WBTC No. 7/2002 on Tree Planting in Public Places.

WBTC No. 17/2000 Improvement to the Appearance of Slope.

WBTC No. 25/93 Control of Visual Impact of Slope.

Technical Guidelines on Landscape Treatment and Bio-Engineering for Man-made Slope and Retaining Walls (GEO Publication No. 1/2000)

A general survey of existing vegetation within the proposed development ‘footprint’ has been carried out to assist with the landscape impact assessment. A detailed tree survey has not been carried out as part of the LVIA but is a prerequisite to preparing detailed designs for the cable car works and making formal application for tree felling or transplanting prior to construction work on site. Consultations have been held with key Green Groups (Conservancy Association, Green Lantau Association, Friends of the Earth, Kadoorie Farm and Worldwide Fund for Nature) and relevant Government departments, especially in connection with the department of the emergency rescue trail, the tower locations, the alignment and termini locations. Many useful comments were received. Some of the most common concerns expressed related to the potential loss of vegetation and habitats as well as visual impacts from site formation and man-made structures for the towers, emergency access trail and upland angle station in the country park setting. These views were largely shared by the project team and helped reinforce the need for a sensitive approach to the assessment and design of innovative and environmentally friendly mitigation measures. The individual mitigation measures are discussed in detail below in Section 8.8.

8.2 Assessment Methodology

8.2.1 Planning and Development Control Framework

A review of the relevant planning and development control framework has been carried out to ascertain the current and future committed development and associated sensitive receiver groups within the Study Area. Reference should be made to Section 2 when considering the Landscape and Visual impacts as much background to the Study is provided therein. Tung Chung terminal is anticipated to have two levels for operation of the Cable Car – one for boarding and alighting of passengers and one for plant rooms, maintenance office, parking of the majority of the Cable Car cabins and other related services. Ngong Ping terminal building is anticipated to be a two storey structure to house the facilities for the cable car system. The overall structure of the termini will be subject to detailed design and consideration by the Town Planning Board.

8.2.2 Landscape Impact Assessment Methodology

The assessment of the potential impacts of the proposed works on the existing landscape will comprise two distinct sections as follows:

· baseline survey; and

· potential landscape impact assessment.

A baseline survey of the existing landscape character and quality within a 500m radius of the proposed development will be undertaken by a combination of site inspections and desktop surveys. The impact assessment and associated mitigation works will cover areas within permanent land take and temporary works/ disturbed areas. The landscape elements considered include inter alia:

· local topography;

· woodland and other vegetation types;

· built form, land use patterns of settlement;

· scenic spots;

· details of local materials, architectural styles and streetscapes;

· prominent watercourses; and

· cultural and religious identity, including fung shui features.

The landscape baseline survey will form the basis of the landscape context by describing broadly homogenous units of similar character (Landscape Character Units). These will be clearly delineated on plan. The landscape character has been rated into low, medium or high depending not only upon the quality of the landscape elements present but also according to their sensitivity to change and local or regional importance.

The assessment of the potential landscape impacts of the proposed cable car development will result from:

· identification of the sources and magnitude of impacts that would be generated during construction and operation.

· identification of the principal landscape impacts, primarily in consideration of the degree of change to the baseline conditions.

Some common factors that will be considered in deriving the magnitude of change and sensitivity in assessing landscape impacts are as follows:

Factors affecting magnitude of change:

· compatibility of the cable car with the surrounding landscape;

· duration of impacts under construction and operation phases;

· scale of development; and

· reversibility of change.

Factors affecting sensitivity:

· quality of landscape character/ resources;

· importance and rarity of special landscape elements;

· ability of the landscape to accommodate change;

· significance of the change in local and regional context; and

· maturity of the landscape.

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

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

· Medium: e.g. a landscape of moderately valued characteristics reasonable tolerant to change.

· Low: e.g. a relatively unimportant landscape able to absorb significant change.

The magnitude of change in the landscape will be classified as follows:

· Large: Notable change in the landscape characteristics over an extensive area ranging to very intensive change over a more limited area.

· Intermediate: moderate changes in a local area.

· Small: Virtually imperceptible change in any components of the landscape.

· Negligible: Indiscernible change to landscape characteristics.

The degree of impact or significance threshold will be considered as follows:

· Significant: adverse / beneficial impact where the proposal would cause significant deterioration or improvement in existing landscape quality.

· Moderate: adverse / beneficial impact where the proposal would cause a noticeable deterioration or improvement in existing landscape quality.

· Slight: adverse / beneficial impact where the proposal would cause a barely perceptible deterioration or improvement in the existing landscape quality.

· Negligible: no discernible change in the existing landscape quality.

The analysis of the significance threshold for the landscape and visual impacts during construction and operation will be presented in the following form of matrix:

Magnitude of Change	Sensitivity/ Quality
		Low	Medium	High
	Negligible	Negligible Impact	Negligible Impact	Negligible Impact
	Small	Slight Impact	Slight / Moderate Impact	Moderate Impact
	Intermediate	Slight/ Moderate Impact	Moderate Impact	Moderate/ Significant Impact
	Large	Moderate Impact	Moderate/ Significant Impact	Significant Impact

8.2.3 Visual Impact Assessment Methodology

Similar to the landscape impact assessment, the assessment of the potential visual impacts of the proposed works will have two distinct stages as follows:

· baseline survey; and

· potential visual impact assessment.

The baseline survey of views towards the proposed cable car development will be carried out by identifying:

1. The visual envelope (2km distance or defined by natural or manmade features) within which the proposed development may be contained whether wholly or partially within views, including indirect effects such as temporary contractor’s works areas.

2. The visually sensitive receivers (VSRs) within the visual envelope whose views will be affected by the scheme.

The baseline survey describes and records by photograph typical views from within visual envelopes for low-level viewpoints (street level) and high level viewpoints (high-rise buildings or hillside vantage points). Wherever possible both present and future VSRs will be considered, e.g. future phases of development in Tung Chung.

The sensitivity of each receiver group and quality of views typically will be based on the following:

· High: e.g. residential properties, upland hillwalkers and visitors to Ngong Ping.

· Medium: e.g. workplaces, schools etc.

· Low: e.g. recreational facilities or partially screened views etc.

The assessment of potential visual impacts will result from the following:

· identification of the sources of visual impacts and their magnitude that would be generated during construction and operation; and

· identification of the principal visual impacts with particular consideration given to the degree of change to the baseline conditions.

The impact assessment will compare the typical existing views identified in the baseline survey of the key receiver groups and the potential view after the proposed works are complete. Some typical factors affecting the magnitude of changes and sensitivity for assessing visual impacts will include the following:

Factors affecting the magnitude of change:

· compatibility of the project with the surrounding landscape;

· duration of impacts under construction and operation phases;

· scale of development;

· reversibility of change;

· viewing distance; and

· potential blockage of view.

Factors affecting the sensitivity of receivers:

· value and quality of existing views;

· availability and amenity of alternative views;

· type and estimated number of receiver population;

· duration and frequency of view; and

· degree of visibility.

The magnitude of change to the views will be classified as follows:

· Large: e.g. the majority of viewers affected / major change in view.

· Intermediate: e.g. many viewers affected / moderate change in view.

· Small: e.g. few viewers affected / minor change in view.

· Negligible: e.g. very few viewers affected / no discernible change in view.

The degree of visual impact or significance threshold has been rated in a similar fashion to the landscape impact described above, i.e. significant, moderate, slight and negligible. The impacts may be beneficial or adverse.

8.2.4 Mitigation Measures

The identification of the landscape and visual impacts will highlight those sources of conflict requiring design solutions or modifications to reduce the impacts and, if possible, blend the development with the surrounding landscape. The proposed landscape mitigation measures will be described and illustrated by means of site plans and photomontage and take into account factors including:

· screen planting;

· transplanting of mature trees with good amenity value where appropriate;

· conservation of topsoil for reuse;

· sensitive alignment of structures to minimise disturbance to surrounding vegetation;

· reinstatement of areas disturbed during construction by hydro-seeding and planting;

· cumulative impacts of other development projects such as sewage treatment works;

· the design and finishes/ colours of architectural and engineering structures such as terminals and towers; and

· existing views, views of the development with no mitigation, views with mitigation at day one of operation and after 10 years of operation.

8.2.5 Residual Impacts

Residual impacts are those impacts remaining after the proposed mitigation measures have been implemented. This is often 10 to 15 years after operation commences when the planting mitigation measures are deemed to have reached a level of maturity which allow them to perform their original design objectives.

The level of impact is derived from the magnitude of change which the cable car development will cause to the existing view or landscape character and its ability to tolerate change, i.e. the quality and sensitivity of the view or landscape character taking into account the beneficial effects of the proposed mitigation. The significance threshold is derived from the matrix shown above. The overall impact for the proposed cable car development will be defined as follows:

Beneficial	Acceptable	Acceptable with mitigation measures	Unacceptable	Undetermined
The impact is beneficial if the project will complement the landscape and visual character of its setting, will follow the relevant planning objectives and will improve overall and visual quality	The impact is acceptable if the assessment indicates that there will be no significant effects on the landscape, no significant visual effects caused by the appearance of the project, or no interference with key views	The impact is acceptable with mitigation measures if there will be some adverse effects, but these can be eliminated, reduced or offset to a large extent by specific measures	The impact is unacceptable if the adverse effects are considered too excessive and are unable to mitigate practically	The impact is undetermined if significant adverse effects are likely, but the extent to which they may occur or may be mitigated cannot be determined from the study. Further detailed study will be required for the specific effects in question

8.2.6 Funding, Implementation, Management and Maintenance

It is anticipated that initial funding and implementation of the landscape and visual mitigation measures as well as on-going maintenance within the boundary of the cable car system will be by the MTRC. An implementation programme will be prepared as required by the TM of the EIAO. Reference will be made to the Works Bureau Technical Circular No. 14/2002 – Management and Maintenance of Natural Vegetation and Landscape Works and Tree Preservation which defines the management and maintenance responsibilities for natural vegetation and landscape works, including both softworks and hardworks, and the authorities for tree preservation and felling.

8.2.7 Photomontage Illustration

The existing conditions and effectiveness of the proposed impact mitigation proposals will be illustrated by means of a set of photomontages comprising views of:

· the existing site conditions;

· unmitigated impacts;

· partially mitigated impacts after implementation of the proposed mitigation measures at day one of the operation of the cable car; and

· residual impacts at year 10 of the cable car operation.

8.3 Assessment Results

8.3.1 Review of Planning Development Control Framework

As indicated on the draft Tung Chung Town Centre Area OZP and Ngong Ping OZP the cable car developments are zoned “Other Specified Uses” (“OU”). On the draft Tung Chung Town Centre Area OZP (No. S/I-TCTC/9) the “OU” is annotated “Cable Car Terminal and related Commercial Development”. On the Ngong Ping OZP (No. S/I-NP/1) the “OU” is annotated “Cable Car Terminal”. Development within the subject zones would require approval of the Town Planning Board by way of a planning application. Both termini are subject to detail design and height restrictions, (i.e. 12m in Ngong Ping and 35m in Tung Chung).

The cable car alignment connects these two terminals via the Airport Island (Angle Station and Towers No. 2A and 2B) and North Lantau Country Park (Towers No. 3 to 7). According to the approved Chek Lap Kok OZP No. S/I-CLK/5 the proposed Angle Station and Tower No. 2A are zoned “Green Belt” and Tower 2B is zoned “Road”. Development within the subject zones would require approval of the Town Planning Board by way of a planning application. Towers No. 3 to 7 fall within the Lantau North Country Park boundary and comments from DAFC will need to be sought for this development.

8.3.2 Existing Landscape and Visual Context

Figures 8.1 and 8.2 show the general site context for the proposed terminals at Tung Chung and Ngong Ping by means of oblique aerial photographs. The Study Area encompasses some of the most dramatic landscape of North Lantau. The landscape character ranges from the dynamic bustling airport and New Town on the coast to the peaceful contemplative ambience of Ngong Ping. The two settlements, separated by an extensive stretch of rugged and remote hillside, provide visitors with a wonderful contrast between the dense city high-rise and the more human scale of monastery and mountain. Retaining and enhancing this experience by assessing and, where necessary, proposing mitigation of landscape and visual impacts arising from the cable car development is the key objective of this section.

To understand better the variety of landscape resources, the Study Area has been subdivided into key landscape character units (LCUs) within 500m of the proposed cable car development (refer Figures 8.3 to 8.6). LCUs have a distinct landscape character and can be readily differentiated from neighbouring areas. For example, the urban high-rise development of Tung Chung town centre is clearly different from the mountainous hinterland or the open waterbody of Tung Chung Bay. Figure 8.7 includes photographs to illustrate the typical character of each LCU throughout the Study Area which are described in more detail below.

LCU 1. (Town Centre) This LCU comprises the high-rise residential tower blocks and Citygate commercial centre, which form the centre of Tung Chung New Town. The landscape resources are a mix of recently planted common ornamental and amenity tree and shrub species often associated with the open space facilities of housing estates and commercial plazas. The overall landscape character is similar to New Town developments throughout the HKSAR. No vegetation within this LCU would be affected by the cable car development.

LCU 2. (Undeveloped Town Lots) This LCU comprises a number of adjacent undeveloped town lots either vacant or occupied by temporary uses such as bus parking and concrete batching works. Common amenity tree and shrub species have been planted to some of the lot boundaries to screen the bare ground or unsightly land uses from the main road and rail corridors and enhance the overall landscape image of the New Town. The cable car terminal will be located within this LCU. The land is currently hard paved in asphalt to accommodate bus parking and no vegetation would be affected. Future developments on the vacant lots adjacent to the cable car terminal include a public open space to the north and a public swimming pool complex to the south.

LCU 3. (Transport Corridors) This LCU comprises the network of transport corridors created by the North Lantau Highway, Airport Express Railway, Tung Chung Waterfront Road, Shun Tung Road and Chek Lap Kok South Road. The combination of road and rail bridges, cuttings, wide carriageways, footbridges and underpasses creates a landscape character dominated by visually intrusive man-made structures and vehicular traffic. The associated trees and shrubs planted on the roadside embankments and central reserves are common amenity species. Some vegetation within this LCU will be affected during construction of the terminal building beside Tung Chung Waterfront Road and Tower 2B and the Angle Station beside Chek Lap Kok South Road. The impacts are described more fully below.

LCU 4. (Waterfront Promenade) This LCU comprises the formal waterfront promenade between the Tung Chung ferry terminal and the knoll to the west (below the Tung Chung Battery). The portion from the ferry terminal to Chek Lap Kok South Road is currently under construction as a public open space and the design has taken into account the proposed location of Tower 1 to minimise disturbance to the vegetation.

LCU 5. (Tung Chung Knoll) This LCU comprises the vegetated knoll designated for future development as the town park. The upper slopes are mainly vegetated by common hillside shrubs and grass with copses of trees bordering the last remaining portion of natural coastline below the Battery site. Other slopes have been formed to accommodate road construction and have been reinstated with common amenity tree planting. No vegetation within this LCU will be affected by the cable car development.

LCU 6 (Chek Lap Kok Knoll) This LCU comprises a similar landscape to the Tung Chung knoll (LCU 5) with predominantly shrub and grass vegetation and small copses of trees. However, site formation works to build Chek Lap Kok South Road resulted in a visually intrusive exposed rock cutting at the southern tip of the knoll. Some amenity tree planting has been provided at the western end of the cutting to reinstate the disturbed ground and it is anticipated that some of these trees will be affected by construction of the Angle Station and Tower 2B (see also LCU 3 above). Tower 2A is located within the rock cutting and will not affect vegetation within this LCU. This knoll is of strategic importance to reduce the visual impacts of the airport and ancillary development for residents of Tung Chung. The impacts are described more fully below.

LCU 7. (Airport Ancillary Development) This LCU comprises the Aviation Fuel Depot with amenity tree planting to the perimeter as well as other ancillary airport facilities currently under construction. No vegetation within this LCU will be affected by the cable car development.

LCU 8. (Tung Chung Bay) This LCU comprises the open water of Tung Chung Bay between the Airport Island and the man-made and natural coastline of Lantau. Although there is no vegetation within this LCU the open landscape aspect of the bay will be changed by the presence of the cable car overhead. The future phases of development in Tung Chung have been indicated in Figures 8.4 and 8.9. As can be seen, although a significant portion of the bay will be reclaimed, the cable car development will not encroach on the planned landscape resources of this LCU.

LCU 9 (San Tau Village Floodplain) This LCU comprises the eastern part of the San Tau Village floodplain and includes an area of seagrass designated as an SSSI. The majority of the LCU is untended agricultural land with copses of fruit trees and coastal scrub. There are some plots of land close to the village houses which are tended for small scale vegetable and orchard crops. The stream course and sand spit, known as the ‘Elephant’s Trunk is of feng shui significance. The cable car development will not affect the SSSI, or ‘Elephant’s Trunk’ and no vegetation will be lost in this LCU.

LCU 10. (Coastal Footpath) This LCU comprises a concrete footpath which is part of the popular coastal trail along North Lantau to Tai O. In this portion east of San Tau it passes through a relatively dense belt of coastal trees. Although the cable car will pass overhead there is a generous clearance above the trees and no vegetation within this LCU will be affected.

LCU 11. (Upland Terrain) This LCU comprises the spectacular topography of the hills and hinterland of Tung Chung and San Tau. The slopes and ridges are typically steep and vegetated by extensive areas of scrub and grassland criss-crossed by a number of walking trails. There are copses of trees in the more sheltered ravines and lower slopes. The cable car development will result in the temporary loss of scrub and grassland during construction of Towers 3, 4, 5, 6 and 7 as well as the Angle Station between Towers 5 and 6. It is not anticipated that any trees within this LCU will be affected directly by the cable car which will pass overhead with generous clearance. However, the current proposal to build a rescue trail will require clearance of vegetation and this is discussed in more detail below. The main landscape impact is likely to result from the intrusion of the man-made structures into an otherwise undeveloped landscape.

LCU 12. (Monastery and Village Settlement) This LCU comprises a large portion of the village settlement to the west of the Po Lin Monastery. It includes the Lin Chi Temple but excludes the Po Lin Monastery complex. The landscape is typical of this type of settlement pattern with a mix of old and new village houses set amidst a patchwork of orchards, small vegetable plots, untended agricultural land and storage areas. No vegetation within this LCU will be affected by the cable car development.

LCU 13. (Buddha Statue) This LCU comprises the Buddha, Di Tan ceremonial platform, and Pai Lau entrance to the Po Lin Monastery. The planting is formal and ornamental in character lining the footpath and hilltop platform. The cable car does not encroach on this LCU and no vegetation will be affected.

LCU 14. (Ngong Ping Road and Transport Terminus) This LCU comprises the main road, bus terminus and taxi stands. There is little planting associated with the traffic infrastructure other than some roadside amenity tree and shrub planting. The cable car does not encroach on this LCU and no vegetation will be affected.

LCU 15. (Burial Areas) This LCU comprises burial sites with a number of graves and a columbarium. The centre of the site is relatively level ground surrounded by a series of small rocky knolls with mainly hillside scrub and grass vegetation cover. A small stream meanders across the site. There is a belt of amenity tree planting by the side of the access road. The cable car terminal is located within this LCU and although it does not impact directly on the graves it will result in the permanent loss of mainly scrub and grass vegetation and require re-channelling of the stream course. The impacts are discussed more fully below.

8.3.3 Landscape Impacts

The anticipated sources of impact on the landscape as a result of the cable car development will arise from the following:

· temporary works areas for the termini, towers and angle stations;

· temporary works areas for the material ropeway construction method;

· permanent development footprint of the completed termini, towers, angle stations, emergency rescue trail and designated helicopter touch-down points; and

· pruning or felling of trees directly beneath the cable car alignment to ensure safe clearance for gondolas.

The impacts have been assessed in terms of both measurable loss of landscape resources such as vegetation, streams and natural topography as well as the more subjective impacts of the development on the overall character of the landscape setting. As outlined in the assessment methodology above the landscape impacts are a product of the magnitude of change and the sensitivity of the landscape to change. In this context the following section discusses the anticipated temporary and permanent landscape impacts of the proposed development.

The land requirement for the temporary works areas and permanent development are shown in Figures 8.8 to 8.14. These figures also map the extent of the impact on existing landscape resources and identify opportunities to reinstate planting upon completion as well as additional landscape mitigation measures.

Tung Chung Terminal

Temporary landscape impacts: The contractor will require space to erect a site office, workshops and material storage facilities in addition to a practical working area to construct the terminal building and elevated walkway access from Citygate. All land disturbed for temporary access during construction would be reinstated to its former condition upon completion. This will include a portion of Mei Tung Street, Tat Tung Road, the adjacent footpath and cycle path and a portion of roadside planting (typically heavy standard Acacia tree species) alongside Tung Chung Waterfront Road near the roundabout.

Permanent landscape impacts: The terminal building and elevated walkway connection will be permanent features in the townscape of Tung Chung. The design of the terminal is intended to be innovative in style in keeping with the modern, hi-tech image of the airport and ‘gateway’ concept. Once built it will contribute significantly to the overall landscape character of Tung Chung by replacing an unsightly vacant lot with an eye-catching landmark. The associated landscape treatment should seek to complement the form and style rather than screen the building. The overall landscape impact will be significantly beneficial.

Tower No. 1

Temporary landscape impacts: The temporary works area will require removal of a small portion of roadside embankment planting (typically heavy standard Acacia tree species) to permit construction of the tower which will be reinstated with similar species upon completion. Full reinstatement is considered possible if the tower footings are located in hard paved areas. This is subject to final detail design.

Permanent landscape impacts: The tower and the cables and gondolas it supports will be a permanent feature on the waterfront promenade. It is located close to the abutment of the Chek Lap Kok South Road Bridge. The landscape character of this portion of the promenade is currently dominated by the mass of the bridge structure and the movement and noise of vehicular traffic. Although the tower will become the dominant feature in the promenade landscape due to its height and proximity to the footpath and cyclepath, the overall impact will be reduced by three key factors. Firstly, the tower will be one more man-made structure in a totally man-made landscape, i.e. seawall, bridge abutment, road, promenade, urban high-rise, all built on reclaimed land. Secondly, by locating the tower close to the bridge abutment and aligning the cables parallel to the bridge, the major man-made structures are better ‘contained’, leaving the majority of the promenade landscape untouched. Thirdly, the colour and movement of the gondolas in operation will make an interesting and positive contribution to the general bustle and activity associated with the landscape character of the town centre. Accordingly, the overall landscape impact is anticipated to be only moderately adverse.

Angle Station and Towers No. 2A and 2B

Temporary landscape impacts: The temporary works will require removal of a small portion of hillside scrub vegetation beside the existing cut rock slope and a small area of roadside amenity tree planting south of Chek Lap Kok South Road. Most of the hillside planting can be reinstated upon completion by a combination of hydro-seeding and pit planting of similar shrub species. The roadside trees in close proximity to Tower 2B would need to be replaced using those species with compact crowns to avoid conflict with the cable or gondolas. Thus, Casuarina would not be replanted. Tree planting directly under the tower would not be practical and therefore shrubs would be replanted instead. Tower 2A is located within the existing cut rock face and will not impact on the adjacent vegetation.

Permanent landscape impacts: The Angle Station and Towers 2A and 2B will be a permanent cluster of structures located partly within and adjacent to the cutting for Chek Lap Kok South Road. The knoll has two contrasting ‘inside / outside’ landscape characters. The ‘inside’ character, experienced by road users, is a heavily engineered landscape dominated by the deep rock cutting which cleaves the knoll in two. The ‘outside’ character, experienced from a distance across the bay, is a more natural landscape comprising a rocky and vegetated knoll. When completed the Angle Station and two towers will be the dominant man-made features in the landscape due to the height of the towers and, in particular, the enclosed tunnel-like form and mass of the Angle Station. Concentration of new structures (Angle Station and Tower 2A) in close proximity within the man-made cutting will help contain the overall landscape impact. In contrast, Tower 2B is located beyond the cutting on the water’s edge and is expected to dominate the more sensitive ‘outside’ landscape character of the knoll. Notwithstanding this the integrity of the Chek Lap Kok knoll as a landscape buffer between the town centre and the airport will not be compromised. Furthermore, in the broader context of the man-made landscape of the airport island as a whole as well as the interest factor of the cable car the landscape impacts of the Angle Station and both Towers 2A and 2B are considered to be only moderately adverse.

Towers No. 3, 4, 5, 6 and 7 and the Angle Station

Temporary landscape impacts: The temporary works for each tower will require a maximum working space of typically 1,225m² (35m x 35m) and clearance of the shrubland and grass vegetation therein. The Angle Station will require larger workspace clearance (approximately 4,617m²). In all cases the shrubs and grass will be reinstated upon completion using similar species. Details of the species mix, planting techniques and topsoil conservation are described more fully under the mitigation measures section.

Permanent landscape impacts: The design of the towers and angle station structures is intended to retain the existing underlying slope profile and permit full reinstatement of planting upon completion. Therefore, the net loss of vegetation is limited to the area occupied by the footings only. The permanent landscape impacts result primarily from the intrusion of the man-made structures into the natural upland landscape of the North Lantau Country Park. This represents a large magnitude of change in a landscape that is highly sensitive to change. The cable car system cannot be hidden from view and will become a dominant feature in an otherwise remote and wild landscape. In particular, every effort has been made to minimise the impact of the Nei Lak Shan Angle Station by designing a structure with the lightest ‘footprint’ possible whilst achieving the structural performance required of the cable car system. For example, there is no driving mechanism in the Nei Lak Shan Angle Station greatly reducing the bulk of the structure. Overall the permanent landscape impact of the towers and angle station in the upland area will be significant.

Ngong Ping Terminal

Temporary landscape impacts: The temporary works will require approximately 1ha. of shrubland to be removed. The existing stream will not have to be realigned to accommodate the cable car development. The shrubland cleared for temporary works areas will be reinstated upon completion using similar species. There will also be additional formal planting provided as part of the amenity planting associated with the terminal building.

Permanent landscape impacts: The terminal building will be a permanent feature in the western fringe of the Ngong Ping plateau with a net loss of vegetation within the building ‘footprint’. The design of the building is intended to complement the scale, mass and colour scheme of the village and monastery settlement pattern which characterises the Ngong Ping landscape. By so doing, the landscape impact of introducing a new building into the relatively undeveloped village hinterland will be reduced and is considered to be small to moderate.

The following summary and Figures 8.8 to 8.14 indicate the land requirement to build each of the structures described above including the current calculation of termini, tower and angle station heights.

Summary of Cable Car Structures

Structure	Approximate Land Requirement (for construction)	Approximate Dimensions
Tung Chung Terminus (Refer to Figures 8.8 and 8.9 for illustrations of building)	17,270m²	30m high x 20m x 60m
Tower No. 1	1,225m²	40m high x 35m x 35m
Tower No. 2A	1,225m²	40m high x 35m x 35m
Airport Angle Station (Refer to Figure 8.10 for illustration of angle station)	7,232m²	34m high x 20m x 80m
Tower No. 2B	1,225m²	51m high x 35m x 35m
Tower No. 3 (Refer to Figure 8.11 for illustration of typical trail steps)	1,225m²	16m high x 35m x 35m
Tower No. 4 (Refer to Figure 8.12 for illustration of typical cable tower)	1,225m²	45m high x 35m x 35m
Tower No. 5	1,225m²	45m high x 35m x 35m
Upland Angle Station (Refer to Figure 8.13)	4,617m²	15m high x 20m x 80m
Tower No. 6	1,225m²	28m high x 35m x 35m
Tower No. 7	1,225m²	47m high x 35m x 35m
Ngong Ping Terminus (Refer to Figures 8.2 and 8.14)	3,844m²	12m high x 20m x 60m

8.3.4 Emergency Rescue Trail

Provision of an emergency rescue trail is required as part of the overall cable car rescue system. As required by the Fire Services Department, the rescue trail will be located directly beneath the cableway (but not through the towers). The trail can also function as an access for maintenance and a possible hiking trail. The principles of rescue are that for locations where the gondola is less than 60m above the ground, passengers would be lowered by means of a rope travelling device and safety harness vertically to the ground. They would then proceed to designated collection points or if required to helicopter touch-down points for emergency evacuation. For locations where gondolas are higher than 60m from the ground then a rescue carrier operating from an independent cable would rescue passengers directly from the gondolas. Figures 8.11 to 8.13 indicate the location of the rescue trail and the six designated helicopter touch-down points. The trail will be approximately 2.6km long.

Normally, a footpath within the countryside would not generally be considered to be a significant impact. However, in this sensitive landscape the impacts arising from construction of the rescue trail would be threefold. Firstly, construction of the 1.5m wide trail would require clearance of vegetation. Based on the current trail design approximately 0.33ha of grassland, 0.33ha low shrubland, 0.10ha. of tall shrubland and 0.12ha of woodland. Where the rescue trail duplicates an adjacent footpath between Tower 4 and Tower 6, the latter will be re-grassed which will offset the net loss of vegetation to some extent. Secondly, the straight line of the trail would not blend into the landscape as subtly as a more natural meandering hillside trail. To reduce this potential impact as well as avoid sensitive areas containing protected species such as orchids or particularly steep terrain it has been agreed that the rescue trail can make minor localised deviations. Thirdly, the design of the rescue trail will influence greatly the level of landscape impact. For example, to cut a path of sufficient width and gradient to effect rescues in adverse conditions may require extensive slope cutting and further loss of vegetation in steep sections. Accordingly, it is intended to use a boardwalk system to minimise the landscape impacts. This is discussed in more detail in the mitigation measures section below. Overall it is considered that the rescue trail will have a small to moderate landscape impact.

It is proposed that a fibre-optic cable be provided as part of the cable car security system for, e.g. surveillance cameras along the alignment. There are two main options for installation, (a) overhead cable or, (b) a combination of underground cable trench and suspended conduit below the boardwalk. Although the cable trench could in most cases be reinstated by re-grassing and shrub planting, the potential loss of vegetation and visual scar on the landscape is undesirable and the overhead solution using the cable car towers is preferable.

8.3.5 Helicopter Touch-Down Points

There are three helicopter touch-down points agreed for use by Government Flying Services connected to the proposed rescue trail, one by Tower 3, one by Tower 4 and one by the Nei Lak Shan Angle Station (Refer to Figures 2.17 to 19). The touch-down points are proposed to be areas of naturally level and open terrain requiring little or no site formation or vegetation loss resulting in nil or negligible landscape impact. They are smaller in size than a typical helicopter pad, the latter being normally twice the diameter of the helicopter rotors.

8.3.6 Cable Car Gondolas

Should there be insufficient clearance between the gondolas and trees then for safety reasons the trees would have to be felled. However, the recommended alignment of the cable car is mainly over terrain vegetated by low shrubs and grass. There are only short portions where the cable car traverses woodland and in each case the elevation of the cable provides sufficient clearance between the gondolas and the treetops. Subject to Fire Services Department’s confirmation and approval of the firebreak risk analysis it is anticipated that provision of a 30m wide firebreak along the cable car route is not required. This is fortunate as the visual scar and loss of mature vegetation on the hillside would be a very significant landscape and visual impact.

Although the cables and gondolas by themselves do not require felling or clearance of vegetation, being part of the cable car system they contribute to the overall landscape impacts of the various structures (termini, towers and angle stations). This is particularly so in the remote upland areas where the intrusion of both static (towers) and mobile (gondolas) man-made elements represents a significant change in landscape character.

8.3.7 Material Ropeway Construction Method

The construction of the cable car system is proposed to be carried out primarily by airlifting materials and equipment by helicopter. This technique would help limit disturbance to the landscape during construction to the 35m x 35m area under each tower, for example. An alternative method is by means of a material ropeway. This would require installation of 19 temporary hoists on a line parallel to the proposed cable car alignment. Helicopters would still likely be necessary to install the temporary hoists. The approximate alignment and position of the hoists are shown in Figure 8.15.

The type of landscape impacts would be similar to those of the cable car towers, i.e. temporary loss of discrete areas of vegetation to provide works areas below the temporary hoists. However, the scale of impact would be much greater due to the number of hoists. Although the hoists are smaller and lighter structures than the cable car towers the need to build so many to complete the material ropeway would significantly change the landscape character of the upland area and create an unsightly clutter over a long stretch of hillside. It would not be possible to mitigate this visual impact during ~~construcion~~construction.

The material ropeway system would be removed completely upon completion allowing full reinstatement of the vegetation and avoiding any permanent or residual landscape or visual impacts. Notwithstanding this, the MTRC believe that this construction method, while technically feasible, is not of benefit to the environs and strongly recommended that the material ropeway system is not used and that the simplest method using helicopters to airlift materials and minimise direct disturbance on the vegetation is adopted.

8.3.8 Summary of Vegetation Loss Resulting from Permanent Features

Whilst the temporary works noted above can be reinstated upon completion the two termini, eight towers, two angle stations, rescue trail, helicopter touch-down points and the cable with gondolas will be permanent features in the landscape. The following table summarises the anticipated type and quantity of net vegetation loss at each of these permanent features upon completion and reinstatement of temporary works areas.

Table 8.1 Summary of Landscape Impacts of Permanent Features

Type of Vegetation	Permanent Feature (and Totals)	Study Area (permanent loss) (ha) (net loss)	Study Area (temporary loss) (ha)	Total
Grassland	Nei Lak Shan Angle Station	0.20	0.26	0.46
	Tower 6	0.01	0.13	0.14
	Emergency Rescue Trail	0.30	0.03	0.33
	Touch Down Point (3)	0.00	0.10	0.10
	Total HC	0.51	0.52	1.03
	Total MRC	0.00	0.03	0.03
	*Total*	0.51	0.55	1.06
Low shrub	Tower 3	0.01	0.13	0.14
	Tower 4	0.01	0.13	0.14
	Tower 5	0.01	0.13	0.14
	Tower 7	0.01	0.13	0.14
	Ngong Ping Terminal	0.30	0.09	0.39
	Emergency Rescue Trail	0.30	0.03	0.33
	Total HC	0.64	0.64	1.28
	Total MRC	0.00	0.01	0.01
	*Total*	0.64	0.65	1.29
Developed area	Tung Chung Terminal	1.50	0.25	1.75
	Tower 1	0.01	0.13	0.14
	Airport Island Angle Station	0.30	0.06	0.36
	Tower 2A	0.01	0.13	0.14
	Tower 2B	0.01	0.13	0.14
	Emergency Rescue Trail	0.02	0.01	0.03
	Total HC	1.85	0.71	2.56
	Total MRC	0.00	0.00	0.00
	*Total*	1.85	0.71	2.56
Plantation	Airport Island Angle Station	0.30	0.06	0.36
Stream	Ngong Ping Terminal	0.00	30m*	30m*
Tall shrub	Emergency Rescue Trail	0.09	0.01	0.10
	Total HC	0.09	0.01	0.10
	Total MRC	0.00	0.03	0.03
	*Total*	*0.09*	*0.04*	*0.13*
Woodland	Emergency Rescue Trail	0.03	0.09	0.12
	Total HC	0.03	0.09	0.12
	Total MRC	0.00	0.00	0.00
	*Total*	*0.03*	*0.09*	*0.12*
Total HC		3.42	2.03	5.45
Total MRC		0.00	0.07	0.07
Total Loss		3.42	2.10	5.52
Total Loss		3.57	1.57	5.14

Note: MRC: Material Ropeway Construction

HC: Helicopter Construction

*: Indicates the approximate length of the stream that will be disturbed

The values provided in this table are based on the tower base size, terminal location, Angle stations and their respective anticipated construction area. The figures listed are provided as an approximate indication of the potential habitat loss. The areas have been calculated from the proposed construction areas while the Emergency Rescue Trail has been calculated from Figure 7.3.

Source: Information adapted from MTRC Land Use Map and Figure 7.3

8.3.9 Mapping of Landscape Impacts

Tables 8.2 and 8.4 summarise the landscape character and mitigation measures/ residual landscape impacts respectively and Figures 8.16 to 8.18 map the resulting impacts for each of the landscape character units in the Study Area.

8.4 Visual Impacts

The dramatic mountainous landscape of the Tung Chung hinterland and Ngong Ping plateau has long been a prime attraction for tourists, hikers and worshippers, coming to visit the Buddha and experience the beauty of the North Lantau Country Park. The cable car offers an opportunity for visitors to travel across rough and visually stunning terrain which would otherwise be inaccessible to all but the fittest and most experienced hiker. However, it is of prime importance that the cable car itself should not spoil the very resource that visitors come to see. The preferred alignment has been selected after much careful consideration of environmental and engineering issues and has attempted to minimise the visual intrusion of the development into this sensitive landscape.

Due to the elevation of the terrain in the Study Area as well as the exposed nature of the cable car which by necessity follows high ground the visual envelope of the proposed development is extensive (refer Figure 8.19). Generally, views of the cable car are contained by the ring of mountain peaks and ridges to the east, south and west of the alignment which extend down to the sea east of Tung Chung and as far west as Sam Wat. Views from the north are limited for the most part by the typically hazy atmosphere which for many days of the year obscures views from the airport and for most of the year from shipping or the more distant Tuen Mun.

There are numerous groups of visually sensitive receivers living and working in or travelling through the Study Area. The following section gives a general account of the nature of the anticipated visual impacts as a whole as well as a more detailed assessment for each VSR, refer Figures 8.20, 8.21 and 8.22 read in conjunction with Figure 8.19.

8.5 Visual impacts in General

8.5.1 Tung Chung Section

As stated in the assessment methodology residents within the visual envelope are typically the most sensitive receivers. The largest group of resident VSRs is in Tung Chung New Town. Depending upon the orientation of the individual flat and location of the residential block residents in upper floors of high-rise buildings will have a clear view of the cable car alignment from the terminal across the bay as far as Tower 3 above San Tau. Beyond Tower 3 the cable car is screened from view by the main ridge separating Tung Chung and San Tau valleys.

Views from lower levels such as village houses or lower floors of high-rise blocks are often obscured by neighbouring buildings or trees and the low-level visual envelope is therefore considerably smaller. As North Lantau New Town develops and Tung Chung Bay is reclaimed the proposed new high-rise residential development will tend to contain both the high and low-level visual envelopes closer to the cable car. As might be expected the overall visual impacts are mitigated to some extent within the urban area by the background of the airport island which is more visually intrusive as well as foreground views of busy road and rail corridors and adjacent high-rise estates.

The most sensitive portion of this section of the cable car is between Towers 2B and 3 when from the east the cable car is seen clearly against the hills above San Tau and open water of Tung Chung Bay. There is obviously no opportunity to screen the cable car in this exposed location. In such case it is important to minimise the number of structures to reduce the scale of visual impact. The proposed system will be able to clear the bay with a single slender span of cable avoiding the visual clutter of having structures within the bay or area of future reclamation. How members of the public will perceive this section of the cable car at the interface of the urban area and countryside will likely vary widely. To some, the cable car will create an unpleasant contrast with the natural outline of the coast and hillside. To others, particularly cable car passengers, the view of and from the span between Tower 2B and Tower 3 will be one of considerable drama.

8.5.2 Mid-Section

The portion of the cable car from above Tower 3 to the Angle Station between Towers 5 and 6 is the most remote section. It will be screened from settlements in Tung Chung and Ngong Ping and only visible by hikers on upland trails or on the relatively few clear days in the year by distant VSRs in the airport, passing sea traffic and Tuen Mun. The landscape and visual character of this section is arguably the most sensitive to change being the least developed.

In typical visual impact assessments the VSR group represented by pedestrians and travellers is generally regarded as having low sensitivity due to the transitory nature of the visual impacts. However, for this study hillwalkers visiting the Country Parks and using the Lantau Trail, for example, are considered to have a high sensitivity. Hillwalkers typically come to this area to experience the unspoiled beauty and peace of the Lantau hills and seek relief from the pressures, crowds and noise of the urban area. As a result this VSR group is highly sensitive to intrusion of man-made elements such as the cable car into the natural scenery. By far the largest potential visual impact is at the upland Angle Station between Towers 5 and 6 when viewed from adjacent high ground such as the summit of Nei Lak Shan, a distance of approximately 600m. The contrast between the cable car and the open hillside is stark and great care is required to design this cluster of man-made structures sensitively, particularly the Angle Station. The design considerations are discussed further in the mitigation proposals section below.

In addition to design measures there are other mitigating circumstances which need to be considered in the overall visual impact assessment to give an objective balance. As mentioned in the assessment methodology there are a number of factors which contribute to the scale of visual impacts. In this case the overall visual impacts for hill walkers will vary considerably depending upon distance from the cable car, degree of obstruction to views, foreground and background features and availability of alternative views.

For example, hill walkers climbing Nei Lak Shan will certainly have a clear view of the Angle Station but they will also see in the foreground the existing radio mast with ancillary buildings and chainlink and barbed wire security fencing, all of which are arguably more visually intrusive than the cable car, (refer photomontage section). In addition, the trail to Nei Lak Shan is neither signposted nor one of the more popular walking trails in the area. It is anticipated that members of the public will also perceive this portion of the cable car in a variety of ways. Some hill walkers may find the cable car a point of interest and other novice walkers may prefer the security of following a formal trail (such as the proposed emergency access / interpretive trail close to the cable car alignment). Experienced hill walkers who seek solitude and wilder places would still be able to enjoy the many alternative paths including the Lantau Trail (refer to Figure 8.19) and views to and from more spectacular mountains to the east which are not affected by the cable car development.

8.5.3 Ngong Ping Section

Similar to the above description of VSRs in the Mid-Section, in typical visual impact assessments, the VSR group represented by tourists and pedestrians would generally be considered of low sensitivity due to the transitory nature of the visual impacts. However, for this study, worshippers and tourists visiting the Buddha and Po Lin Monastery are considered to be of high sensitivity. Visitors travelling to Ngong Ping come primarily to worship and enjoy the peaceful ambience of the Buddha and Monastery in a dramatic mountain setting. The visual intrusion of a modern cable car system into this traditional settlement pattern has the potential to create a significant visual impact for this VSR group.

The portion of the cable car from beyond Tower 6 to the Terminal will be visible to the west of the Ngong Ping settlement from a small number of village houses close to the terminal site, elevated vantage points on upland trails and the upper platform at the Buddha. However, being located in the periphery of the plateau, the cable car alignment will not intrude directly on the very sensitive visual axis of the Buddha, Di Tan, Po Lin Monastery and the dramatic backdrop of Nei Lak Shan and Lantau Peak.

The monastery buildings and adjacent village settlements within Ngong Ping are low-rise and set amongst relatively dense and mature copses of woodland and orchard plantation. As a result the cable car terminal will be screened from street level including the Di Tan ceremonial platform and temple buildings within Po Lin Monastery. It should be noted that the positioning of Tower 7 has taken the potential visual impacts for the Lin Chi Temple into consideration and is located out of sight behind and below an adjacent knoll.

8.6 Visual impacts and Visually Sensitive Receivers

Table 8.3 records the key groups of visually sensitive receivers. For easier reference the table has been subdivided into two parts, one for Tung Chung and the other for Ngong Ping as almost without exception (i.e. hill walkers on the summit of Lantau Peak) the noted VSRs are exposed to either end of the cable car development but not both at the same time. Table 8.5 summarises the mitigation measures and residual visual impacts anticipated as a result of the cable car development. Figure 8.19 also maps these residual impacts by VSR group.

Unit (LCU)	Description	Quality / Sensitivity	Magnitude of Change	Impact	Significance threshold without mitigation
LCU 1	Tung Chung town centre: high-rise blocks and Citygate plaza with associated ornamental and amenity planting	Low	Nil	The cable car development does not encroach on this LCU	Nil	Nil
LCU 2	Undeveloped lots and temporary land uses (bus parking and concrete batching plant) on fringe of town centre. Some amenity screen planting	Low	Large	Cable car terminal to be constructed on temporary bus park thereby improving the landscape character. Terminal to be a landmark building providing dramatic context to adjacent future swimming pool and town centre open space	Moderate (beneficial)	Moderate (beneficial)
LCU 3	Network of major road and rail corridors around town centre with amenity planting	Low	Intermediate	The cable car development will dominate a portion of this LCU	Slight / Moderate	Slight / Moderate
LCU 4	Tung Chung waterfront promenade, partly constructed, with amenity planting	Medium	Intermediate	The cable car development will dominate a portion of this LCU	Moderate	Moderate
LCU 5	Tung Chung knoll is a prominent landscape feature in the New Town, the lower slopes being wooded the remainder vegetated with scrub and grass	High	Nil	The cable car development does not encroach on this LCU	Nil	Nil
LCU 6	Chek Lap Kok knoll is a prominent landscape feature on the Airport Island, the lower slopes being wooded the remainder vegetated with scrub and grass. Highway cutting reduces landscape amenity.	Medium	Intermediate	The cable car development encroaches on this LCU but is mainly contained within the existing rock slope cutting	Moderate	Moderate
LCU 7	Various airport ancillary development with roadside amenity planting	Low	Nil	The cable car development does not encroach on this LCU	Nil	Nil
LCU 8	Tung Chung Bay: the waterbody enclosed by the Tung Chung coastline and the airport island	Medium	Intermediate	The cable car spans across the bay without tower supports within the bay	Moderate	Moderate
LCU 9	San Tau Village floodplain comprising the SSSI (seagrass), mangrove and ‘Elephant’s Trunk’ feng shui feature	High	Nil	The cable car development does not encroach on this LCU	Nil	Nil
LCU 10	Wooded and sheltered coastal footpath between Tung Chung and San Tau.	Medium	Negligible	The cable car development passes over this LCU but is screened	Negligible	Negligible
LCU 11	Spectacular mountain landscape rising from coastline with wooded ravines and scrub / grassland upper slopes	High	Large	Net loss of scrub / grassland to construct towers / angle station and rescue trail. Most impact from intrusion of man-made structures	Significant	Significant
LCU 12	Monastery and village settlement with patchwork of orchards, vegetable plots, untended land and storage areas	Medium	Nil	The cable car development does not encroach on this LCU	Nil	Nil
LCU 13	The Buddha statue: a prominent feature on top of a knoll with formal planting overlooking Ngong Ping	High	Nil	The cable car development does not encroach on this LCU	Nil	Nil
LCU 14	Ngong Ping Road and transport terminus with some amenity roadside planting	Low	Nil	The cable car development does not encroach on this LCU	Nil	Nil
LCU 15	Relatively level area surrounded by small rocky knolls with numerous graves amidst mainly scrub and grass vegetation with some amenity roadside tree planting	Low	Large	The cable car terminal will be built within this LCU with the resulting permanent loss of a significant area of scrub and grass vegetation	Moderate	Moderate

Table 8.3 Key Visually Sensitive Receivers

Tung Chung New Town & Hinterland	Typical Viewpoint	Distance	Quality / Sensitivity	Magnitude of Change	Impact	Significance threshold without mitigation
*Residential* *(High Level)* 1. Tung Chung Crescent 2. Seaview Crescent 3. Fu Tung Estate 4. Yu Tung Court 5. Yat Tung Estate F1 (Future VSRs in Tung Chung West) *(Low Level)* 6. Ma Wan Chung 7. San Tau 8. Ngau Au 9. Tung Hing 10.Lam Che 11.Nim Yuen 12.Shek Lau Po 13.Mok Ka 14.Shek Mun Kap 15.San Keng 16.Shek Pik Au 17.Leung Tseng Tau 18.Fong Yuen 19.Fui Yiu Ha 20.Sheung Ling Pei 21.Ha Ling Pei 22.Wong Ka Wai 23.Lo Hon Monastery 24.Tei Tong Tsai	Views from upper floors are generally similar in the different estates and are dominated by panoramic views to the sea, airport or mountainous hinterland With the exception of Ma Wan Chung Village on the seafront, views from within villages or monasteries within the Tung Chung valley are generally short due to the settlements being low-lying, and the screening effects of neighbouring high-rise development and trees within and on the fringe of the villages or monastery compounds.	150m 400m 500m 500m 1000m 250m 750m 500m 800m 900m 1000m 1200m 1300m 1400m 1700m 1800m 1700m 1300m 1400m 1600m 1400m 1300m 1300m 1700m 3000m	High High High High High High High High High High High High High High High High High High High High High High High High High	Small Small Negligible Negligible Small Small Small Small Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible	The cable car terminal will replace unsightly vacant town lots and bus parks and the cable car system mainly viewed against a background of road and rail infrastructure and the more distant mass and movement of the airport. From Ma Wan Chung and San Tau the cable car system (Angle Station to Tower 3) will be seen from relatively long distances, partly against the backdrop of the airport and urban area as it crosses the bay and partly against the skyline above San Tau. Other villages have partly obscured and distant views often with more obtrusive housing, school or infrastructure developments in the foreground.	Moderate Moderate Negligible Negligible Moderate Moderate Moderate Moderate Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible	Moderate Moderate Negligible Negligible Moderate Moderate Moderate Moderate Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible Negligible
*Workplaces* 25. Citygate Commercial Centre 26. Airport Island Ancillary Services 27. Airport Terminal *Public areas* 28. Town Park Knoll 29. Chek Lap Kok Knoll 30. Airport Rail Link and Expressway 31. Hau Wong Temple Open Space 32. Tung Chung Fort 33. Tung Chung Battery 34. San Tau Pier / Beach 35. Tung Chung Promenade 36. Lantau Trail 37. San Tau coastal path 38. Shek Mun Kap Trail 39. Tung Chung Road F2 (FutureVSRs in town centre open space and swimming pool complex	Limited views of town and over expressway Generally low buildings with limited views Distant views towards Tung Chung and hills Open views over bay and to town, hills and airport Open views over bay and to town, hills and airport Fast changing views to both sides of road corridor View over bay to airport Former view to bay now obscured by high rise Open view over bay to airport Open view over bay to airport and town View over bay and sea channel to airport Long panoramic views Mainly enclosed by trees Long view to Tung Chung Long view to Tung Chung View of cable car dominated by proximity of terminal building	300m 300m 2700m 300m 300m 350m 800m 1300m 400m 500m Below cable 4000m Below cable 2000m 1500m 50m	Medium Medium Medium Medium Medium Low Medium Low Medium Medium Medium High Low Low Low Medium	Negligible Negligible Negligible Intermed. Intermed. Negligible Intermed. Small Intermed. Intermed. Intermed. Small Small Small Small Negligible	The sensitivity of this group is less than for residents since at work less emphasis is placed on external views. The cable car will not detract from the existing views and may indeed add interest The sensitivity of this group is low when views are normally glimpsed rather than sustained for long periods, are partly obstructed or are from a long distance. VSRs with views from locations on or near the coast are scored medium sensitivity rather than high due to the existing background of the airport, road and rail infrastructure and urban development which are visually dominant and obstruct longer views The VSRs with intermediate score for magnitude of change are those who will see the cable car most starkly against the bay, from close proximity, silhouetted on the skyline or in open panoramas Views not generally orientated towards cable car	Negligible Negligible Negligible Moderate Moderate Negligible Moderate Slight Moderate Moderate Moderate Moderate Slight Slight Slight Negligible	Negligible Negligible Negligible Moderate Moderate Negligible Moderate Slight Moderate Moderate Moderate Moderate Slight Slight Slight Negligible

Tung Chung New Town & Hinterland

Typical Viewpoint

Distance

Quality / Sensitivity

Magnitude of Change

Impact

Significance threshold without mitigation

During construction

During operation

Residential

(High Level)

1. Tung Chung Crescent

2. Seaview Crescent

3. Fu Tung Estate

4. Yu Tung Court

5. Yat Tung Estate

F1 (Future VSRs in Tung Chung West)

(Low Level)

6. Ma Wan Chung

7. San Tau

8. Ngau Au

9. Tung Hing

10.Lam Che

11.Nim Yuen

12.Shek Lau Po

13.Mok Ka

14.Shek Mun Kap

15.San Keng

16.Shek Pik Au

17.Leung Tseng Tau

18.Fong Yuen

19.Fui Yiu Ha

20.Sheung Ling Pei

21.Ha Ling Pei

22.Wong Ka Wai

23.Lo Hon Monastery

24.Tei Tong Tsai

Views from upper floors are generally similar in the different estates and are dominated by panoramic views to the sea, airport or mountainous hinterland

With the exception of Ma Wan Chung Village on the seafront, views from within villages or monasteries within the Tung Chung valley are generally short due to the settlements being low-lying, and the screening effects of neighbouring high-rise development and trees within and on the fringe of the villages or monastery compounds.

150m

400m

500m

1000m

250m

750m

500m

800m

900m

1000m

1200m

1300m

1400m

1700m

1800m

1700m

1300m

1400m

1600m

1400m

1300m

1700m

3000m

High

Small

Negligible

Small

Negligible

The cable car terminal will replace unsightly vacant town lots and bus parks and the cable car system mainly viewed against a background of road and rail infrastructure and the more distant mass and movement of the airport.

From Ma Wan Chung and San Tau the cable car system (Angle Station to Tower 3) will be seen from relatively long distances, partly against the backdrop of the airport and urban area as it crosses the bay and partly against the skyline above San Tau.

Other villages have partly obscured and distant views often with more obtrusive housing, school or infrastructure developments in the foreground.

Moderate

Negligible

Moderate

Negligible

Moderate

Negligible

Moderate

Negligible

Workplaces

25. Citygate Commercial Centre

26. Airport Island Ancillary Services

27. Airport Terminal

Public areas

28. Town Park Knoll

29. Chek Lap Kok Knoll

30. Airport Rail Link and Expressway

31. Hau Wong Temple Open Space

32. Tung Chung Fort

33. Tung Chung Battery

34. San Tau Pier / Beach

35. Tung Chung Promenade

36. Lantau Trail

37. San Tau coastal path

38. Shek Mun Kap Trail

39. Tung Chung Road

F2 (FutureVSRs in town centre open space and swimming pool complex

Limited views of town and over expressway

Generally low buildings with limited views

Distant views towards Tung Chung and hills

Open views over bay and to town, hills and airport

Fast changing views to both sides of road corridor

View over bay to airport

Former view to bay now obscured by high rise

Open view over bay to airport

Open view over bay to airport and town

View over bay and sea channel to airport

Long panoramic views

Mainly enclosed by trees

Long view to Tung Chung

View of cable car dominated by proximity of terminal building

300m

2700m

300m

350m

800m

1300m

400m

500m

Below cable

4000m

Below cable

2000m

1500m

50m

Medium

Low

Medium

Low

Medium

High

Low

Medium

Negligible

Intermed.

Negligible

Intermed.

Small

Intermed.

Small

Negligible

The sensitivity of this group is less than for residents since at work less emphasis is placed on external views. The cable car will not detract from the existing views and may indeed add interest

The sensitivity of this group is low when views are normally glimpsed rather than sustained for long periods, are partly obstructed or are from a long distance. VSRs with views from locations on or near the coast are scored medium sensitivity rather than high due to the existing background of the airport, road and rail infrastructure and urban development which are visually dominant and obstruct longer views

The VSRs with intermediate score for magnitude of change are those who will see the cable car most starkly against the bay, from close proximity, silhouetted on the skyline or in open panoramas

Views not generally orientated towards cable car

Negligible

Moderate

Negligible

Moderate

Slight

Moderate

Slight

Negligible

Moderate

Negligible

Moderate

Slight

Moderate

Slight

Negligible

Ngong Ping and Hinterland	Typical Viewpoint	Distance	Quality / Sensitivity	Magnitude of Change	Impact	Significance threshold without mitigation
*Residential* *(Low Level only)* 40.Ngong Ping village houses 41 Po Lin Monastery 42.Lin Chi Temple *Public areas* 43.Buddha Statue 44.Di Tan platform 36.Lantau Peak (Lantau Trail) 45.Nei Lak Shan 46 Sze Tsz Tau Shan 47.Sam Wat Road	Views from within the village or monasteries are generally short due to the settlement being low lying and the screening effect of mature trees throughout the Ngong Ping plateau Clear panoramic view over the Ngong Ping plateau Low lying, relatively enclosed views Clear panoramic views in all directions Clear panoramic views in all directions Clear view to Ngong Ping plateau, Buddha and south coast Enclosed views within Sam Wat Valley	400m (average) 600m 250m 400m 400m 2000m 600m 400m 1300m	High High High High High High High High Low	Negligible Negligible Negligible Intermed. Negligible Small Large Intermed. Small	Apart from a few village houses on the western fringe of Nong Ping, residents will not see the terminal or tower structures due to intervening mature trees and topography. Some minor glimpses of cable spans may be visible from isolated locations The Buddha statue is of great spiritual and cultural importance and views in this location are rated ‘high’ quality / sensitivity in this assessment. Although visible, the cable car is aligned to the west and will not intrude directly on the main visual axis of Buddha, Po Lin Monastery and the hills beyond. With the exception of Nei Lak Shan key views from surrounding hills and trails are relatively distant or dominated by other foreground development	Negligible Negligible Negligible Moderate / Significant Negligible Moderate Significant Moderate / Significant Slight	Negligible Negligible Negligible Moderate / Significant Negligible Moderate Significant Moderate / Significant Slight

Ngong Ping and Hinterland

Typical Viewpoint

Distance

Quality / Sensitivity

Magnitude of Change

Impact

Significance threshold without mitigation

During construction

During operation

Residential

(Low Level only)

40.Ngong Ping village

houses

41 Po Lin Monastery

42.Lin Chi Temple

Public areas

43.Buddha Statue

44.Di Tan platform

36.Lantau Peak (Lantau Trail)

45.Nei Lak Shan

46 Sze Tsz Tau Shan

47.Sam Wat Road

Views from within the village or monasteries are generally short due to the settlement being low lying and the screening effect of mature trees throughout the Ngong Ping plateau

Clear panoramic view over the Ngong Ping plateau

Low lying, relatively enclosed views

Clear panoramic views in all directions

Clear view to Ngong Ping plateau, Buddha and south coast

Enclosed views within Sam Wat Valley

400m (average)

600m

250m

400m

2000m

600m

400m

1300m

High

Low

Negligible

Intermed.

Negligible

Small

Large

Intermed.

Small

Apart from a few village houses on the western fringe of Nong Ping, residents will not see the terminal or tower structures due to intervening mature trees and topography. Some minor glimpses of cable spans may be visible from isolated locations

The Buddha statue is of great spiritual and cultural importance and views in this location are rated ‘high’ quality / sensitivity in this assessment. Although visible, the cable car is aligned to the west and will not intrude directly on the main visual axis of Buddha, Po Lin Monastery and the hills beyond.

With the exception of Nei Lak Shan key views from surrounding hills and trails are relatively distant or dominated by other foreground development

Negligible

Moderate / Significant

Negligible

Moderate

Significant

Moderate / Significant

Slight

Negligible

Moderate / Significant

Negligible

Moderate

Significant

Moderate / Significant

Slight

Landscape Character Unit (LCU)	Sources of Impact	Magnitude of Change	Landscape Quality / Sensitivity	Mitigation Measures	Residual impact after implementation of mitigation measures
LCU 1	No encroachment / loss of vegetation	Nil	Nil	Low	N/A	Nil	Nil
LCU 2	Terminal Building will occupy existing hard paved town lot temporary used as bus park in close proximity to vacant lot for future town centre open space. No vegetation loss.	Large	Large	Low	Formal, ornamental hard and soft landscape treatment to complement new terminal building and future town centre open space.	Moderate (beneficial)	Moderate (beneficial)
LCU 3	Temporary loss of some amenity planting. Main impact is cable car dominates roadside	Intermed.	Intermed.	Low	Reinstatement of amenity planting upon completion	Slight / Moderate	Slight / Moderate
LCU 4	Temporary loss of some amenity planting. Main impact is tower dominates promenade landscape	Intermed.	Intermed.	Low	Reinstatement of amenity planting upon completion	Slight / Moderate	Slight / Moderate
LCU 5	No encroachment / loss of vegetation	Nil	Nil	High	N/A	Nil	Nil
LCU6	Temporary loss of some hillside vegetation and amenity planting. Main impact is tower and angle station dominate roadside	Intermed.	Intermed.	Medium	Reinstatement of slope and amenity planting upon completion. Additional screen planting to amenity area	Moderate	Moderate
LCU 7	No encroachment / loss of vegetation	Nil	Nil	Low	N/A	Nil	Nil
LCU 8	No loss of vegetation but intrusion on open aspect of bay	Intermed.	Intermed.	Medium	N/A	Moderate	Moderate
LCU 9	No encroachment / loss of vegetation	Nil	Nil	High	N/A	Nil	Nil
LCU 10	No encroachment / loss of vegetation	Negligible	Negligible	Medium	N/A	Negligible	Negligible
LCU 11	Loss of vegetation to construct towers, angle station and rescue trails. Main impact is intrusion of man-made elements	Large	Large	High	Reinstatement of vegetation under towers and to edges of new paths. Muted colouring of man made elements	Significant	Significant
LCU 12	No encroachment / loss of vegetation	Nil	Nil	Medium	N/A	Nil	Nil
LCU 13	No encroachment / loss of vegetation	Nil	Nil	High	N/A	Nil	Nil
LCU 14	No encroachment / loss of vegetation	Nil	Nil	Low	N/A	Nil	Nil
LCU 15	Loss of shrub and grassland vegetation to accommodate new terminal building	Large	Large	Low	Partial reinstatement by means of new amenity and ornamental planting of trees and shrubs around new terminal building	Moderate	Moderate

Table 8.5 Summary of Mitigation Measures and Residual Visual Impacts

Visually Sensitive Receivers (VSRs)	Sources of Impact	Magnitude of Change	Visual Quality / Sensitivity	Mitigation Measures	Residual impact after implementation of mitigation measures
Tung Chung Residential (High Level) High-rise estates to north and west fringe of Tung Chung New Town	Cable car terminal in town centre and Towers 1, 2 and 3 with angle station on Airport Island intrude into landward views across bay to hillside although from typically long distance. Impacts on seaward views reduced by background of more dominant airport development	Small	Small	High	No measures possible to screen cable car. However, high quality design of terminal and full reinstatement of disturbed vegetation upon completion will minimise visual impact	Moderate	Moderate
*Residential* *(Low Level)* Villages and monastery settlements in Tung Chung	The impacts are similar to those noted for high-rise except the views of the cable car will be generally more obscured by intervening buildings and trees and from longer distance. Two coastal villages (Ma Wan Chung and San Tau) have clear views of the cable car the impacts being somewhat reduced by the more dominant airport in the background	Negligible Small	Negligible Small	High High	Similar to those noted for high-rise VSRs Similar to those noted for high-rise VSRs	Negligible Moderate	Negligible Moderate
Workplaces Airport Terminal, Airport Island Ancillary Services and Citygate commercial centre	The Tung Chung terminal and Towers 1,2 and 3 with angle station would intrude to a limited extent into existing views. The attention of workers is not generally focused on external views. In addition views towards the cable car are generally long or obscured by intervening buildings and trees	Negligible	Negligible	Medium	Similar to those for high rise VSRs.	Negligible	Negligible
Public Areas	Views of the cable car terminal and Towers 1, 2 and 3 with angle station vary considerably depending upon the location of the VSR. As with the low-level VSRs noted above the sites on the waterfront with an unobstructed view of the bay (Tung Chung Battery, San Tau Pier, Tung Chung promenade, Tung Chung Knoll, Chek Lap Kok Knoll and Hau Wong Temple) have the most visual impact, particularly when viewing the stark outline of the cable car against the hills or the San Tau coastline. The cable car is less visually intrusive in views with the town or airport in the background. Views of the cable car system from the future town centre open space will be limited by the proximity of the terminal building and screen planting VSRs at Tung Chung Fort or, Airport Rail Link / Expressway have only narrow or momentary views towards the cable car respectively and are less sensitive	Intermediate Small Negligible	Intermediate Small Negligible	Medium Low Low	Similar to those for high rise VSRs Similar to those for high rise VSRs	Moderate Slight Negligible	Moderate Slight Negligible
Ngong Ping Residential (Low Level) Ngong Ping village and monastery / temple buildings	The terminal building and last portion of cable from Tower 6 and 7 are not generally visible due to the low-lying buildings and screening effect of mature trees Only a small number of village houses on the western fringe of Ngong Ping have partial views. The cable car terminal is not visible from the Po Lin Monastery or Di Tan	Negligible	Negligible	High	Reinstatement of disturbed vegetation and sensitive design of the terminal to blend with the scale, mass and colour of the Ngong Ping settlement	Negligible	Negligible
*Public Areas* Buddha Statue, hillside trails and Sam Wat Road	Walkers on the summit of Nei Lak Shan have a close unobstructed view of Towers 5, 6 and angle station. Other key trails and roads are more distant or views are dominated by other development. The most sensitive site, the Buddha, is orientated away from a direct view of cable car	Large Small Small	Large Small Small	High High High	Reinstatement of disturbed vegetation below towers and angle station. Recessive colour selection for structures Same as for Ngong Ping Residential (low level) above Same as for Ngong Ping Residential (low level) above	Significant Moderate Moderate	Significant Moderate Moderate

Visually Sensitive Receivers (VSRs)

Sources of Impact

Magnitude of Change

Visual Quality / Sensitivity

Mitigation Measures

Residual impact after implementation of mitigation measures

Construction

Operation

Construction

Operation

Tung Chung

Residential (High Level)

High-rise estates to north and west fringe of Tung Chung New Town

Cable car terminal in town centre and Towers 1, 2 and 3 with angle station on Airport Island intrude into landward views across bay to hillside although from typically long distance. Impacts on seaward views reduced by background of more dominant airport development

Small

High

No measures possible to screen cable car. However, high quality design of terminal and full reinstatement of disturbed vegetation upon completion will minimise visual impact

Moderate

Residential

(Low Level)

Villages and monastery settlements in Tung Chung

The impacts are similar to those noted for high-rise except the views of the cable car will be generally more obscured by intervening buildings and trees and from longer distance.

Two coastal villages (Ma Wan Chung and San Tau) have clear views of the cable car the impacts being somewhat reduced by the more dominant airport in the background

Negligible

Small

Negligible

Small

High

Similar to those noted for high-rise VSRs

Negligible

Moderate

Negligible

Moderate

Workplaces

Airport Terminal, Airport Island Ancillary Services and Citygate commercial centre

The Tung Chung terminal and Towers 1,2 and 3 with angle station would intrude to a limited extent into existing views. The attention of workers is not generally focused on external views. In addition views towards the cable car are generally long or obscured by intervening buildings and trees

Negligible

Medium

Similar to those for high rise VSRs.

Negligible

Public Areas

Views of the cable car terminal and Towers 1, 2 and 3 with angle station vary considerably depending upon the location of the VSR. As with the low-level VSRs noted above the sites on the waterfront with an unobstructed view of the bay (Tung Chung Battery, San Tau Pier, Tung Chung promenade, Tung Chung Knoll, Chek Lap Kok Knoll and Hau Wong Temple) have the most visual impact, particularly when viewing the stark outline of the cable car against the hills or the San Tau coastline. The cable car is less visually intrusive in views with the town or airport in the background. Views of the cable car system from the future town centre open space will be limited by the proximity of the terminal building and screen planting

VSRs at Tung Chung Fort or, Airport Rail Link / Expressway

have only narrow or momentary views towards the cable car respectively and are less sensitive

Intermediate

Small

Negligible

Intermediate

Small

Negligible

Medium

Low

Similar to those for high rise VSRs

Moderate

Slight

Negligible

Moderate

Slight

Negligible

Ngong Ping

Residential (Low Level)

Ngong Ping village and monastery / temple buildings

The terminal building and last portion of cable from Tower 6 and 7 are not generally visible due to the low-lying buildings and screening effect of mature trees Only a small number of village houses on the western fringe of Ngong Ping have partial views. The cable car terminal is not visible from the Po Lin Monastery or Di Tan

Negligible

High

Reinstatement of disturbed vegetation and sensitive design of the terminal to blend with the scale, mass and colour of the Ngong Ping settlement

Negligible

Public Areas

Buddha Statue, hillside trails and Sam Wat Road

Walkers on the summit of Nei Lak Shan have a close unobstructed view of Towers 5, 6 and angle station.

Other key trails and roads are more distant or views are dominated by other development.

The most sensitive site, the Buddha, is orientated away from a direct view of cable car

Large

Small

Large

Small

High

Reinstatement of disturbed vegetation below towers and angle station. Recessive colour selection for structures

Same as for Ngong Ping Residential (low level) above

Significant

Moderate

Significant

Moderate

8 LANDSCAPE AND VISUAL IMPACT ASSESSMENT

8.1 Legislation, Standards, Guidelines and Criteria

8.2 Assessment Methodology

8.2.1 Planning and Development Control Framework

8.2.2 Landscape Impact Assessment Methodology

8.2.3 Visual Impact Assessment Methodology

8.2.4 Mitigation Measures

8.2.5 Residual Impacts

8.2.6 Funding, Implementation, Management and Maintenance

8.2.7 Photomontage Illustration

8.3 Assessment Results

8.3.1 Review of Planning Development Control Framework

8.3.2 Existing Landscape and Visual Context

8.3.3 Landscape Impacts

8.3.4 Emergency Rescue Trail

8.3.5 Helicopter Touch-Down Points

8.3.6 Cable Car Gondolas

8.3.7 Material Ropeway Construction Method

8.3.8 Summary of Vegetation Loss Resulting from Permanent Features

8.3.9 Mapping of Landscape Impacts

8.4 Visual Impacts

8.5 Visual impacts in General

8.5.1 Tung Chung Section

8.5.2 Mid-Section

8.5.3 Ngong Ping Section

8.6 Visual impacts and Visually Sensitive Receivers

8.7 Estimated Number of VSRs

8.8 Recommended Mitigation Measures During Construction / Operation

8.9 Photomontages

8.10 Cumulative Impacts

8.11 Funding, Implementation and Management

8.12 Conclusion