10. LANDSCAPE AND VISUAL IMPACT

Introduction

10.1 This section provides an assessment of the landscape and visual impact of the proposed Road P1 Advance Works at Sunny Bay.

Environmental Legislation, Standards and Guidelines

10.2 The requirement for and approach to environmental impact assessment is regulated by the Environmental Impact Assessment Ordinance (Cap. 499). The prescribed approach to landscape and visual impact assessment is laid down in Annex 10 and 18 of the Technical Memorandum and Guidance Notes 8/2002 on preparation on landscape and visual impact assessment under EIAO. A number of technical circulars issued by Environmental, Transport and Works Bureau such as circular No. 14/2002 – “Management and Maintenance of natural Vegetation and Landscape Works and Tree Preservation” and No. 2/2004 – “Maintenance of Vegetation and Hard Landscape Features”; No. 19/98 – “The Advisory Committee on the Appearance of Bridges and Associated Structures (ACABAS) and Highways Technical Circular No. 10/2001 – Visibility of Directional Signs are also considered in this assessment.

Assessment Methodology

10.3 The methodology adopted conforms to the requirements of the Environmental Impact Assessment Ordinance and consists of:

· A comprehensive description of existing environment and alternative options

· A definition of the scope and contents of the assessment;

· A comprehensive description of the baseline landscape and visual character;

· Review of the planning and development control framework;

· Impact assessment to identify of the potential landscape and visual impacts and prediction of its magnitude and extent of impact;

· Recommendations on mitigation measures; and

· Assessment of residual impact and conclusion.

Scope and Contents

10.4 In setting the scope of the landscape and visual impact assessment, the following aspects will be considered:

· Key issues to be addressed;

· Level of details required for baseline studies;

· System to be used for judging significance of impact;

· Impact assessment;

· Recommended mitigation measures;

· Residual impacts;

· Description of existing environment;

· Project description and alternative options;

· Key viewpoints to be covered; and

· Concurrent project and other development if cumulative impacts are to be assessed.

Key Issues to be addressed

10.5 The assessment identifies the impacts of the proposed improvement works upon the resources that make up the landscape, upon the character of that landscape and upon the visual amenity of that area.

10.6 Key issues related to landscape impact of the proposal will include:

· Impacts upon the landscape character and landscape resources within the assessment area; and

· Impact upon the surrounding area within the assessment area.

10.7 Key issues related to visual impact of the proposal will include:

· Impacts upon VSRs due to the proposed improvement works during the construction stage and operation stage; and

· Interference of views due to the proposed project.

Baseline Study

10.8 The baseline study will present an appraisal of the landscape and visual resources of the assessment area. It will focus on the sensitivity of the landscape and visual impact on the visual receiver and its ability to accommodate change. Under the Study Brief, the study area defines for the Landscape Impact Assessment is approximately 500 metres from the proposed works site boundary. A visual envelope defines the area for the visual impact assessment. This is generally the view shed formed by natural/manmade feature such as tree lines and building block.

10.9 Landscape resources considered include topography, woodland, and other vegetation, built form, settlement pattern, land use, scenic spots and details of local streetscapes. The baseline study described the landscape resource by identifying broadly homogenous landscape character units (LCU) of a similar character, they are rated on the quality of element, their sensitivity to change and its importance at various geographical level.

10.10 Visual resources considered are typical viewpoints located and direct towards the project. A visual envelope will establish to define the extent of visual influence of the project and the potential visual impacts. Definition of the extent of the view shed will be based on desktop study and site investigation. Visually sensitive receivers (VSRs) identified in this assessment are representative in that individual or groups that have a similar sensitivity to changes in the visual and landscape environment.

Review of Planning and Development Control Framework

10.11 A review of the planning and development control framework has been undertaken to provide an insight to the future outlook of the area affected and the way the improvement work would fit into its wider context. This will also give further insight into possible future sensitive receiver that might be affected by the proposed improvement works.

· Methodology for Landscape Impact Assessment

10.12 Landscape impacts can be positive or negative. They are assessed at two levels:

· Impacts upon individual landscape features and resources; and

· Impacts upon landscape character

10.13 Landscape impacts are assessed as a function of the magnitude of change and the sensitivity of the landscape resource or landscape character. Landscape sensitivity and magnitude of change are assessed as high, medium or low. Landscape impacts are assessed subsequent to the implementation of prescribed mitigation measures at both construction and operational stages and are termed residual impacts.

10.14 Landscape sensitivity is the ability of the landscape character to accommodate change without prejudice to the quality of that resource.

10.15 Magnitude of change is the degree of degradation or intrusion on the landscape element on which it may be possible to affect through landscape or environment enhancement

10.16 Impacts are assessed as very substantial, substantial, moderate, slight or very slight (positive or negative). Insignificant impacts are termed negligible. A matrix is used to assess landscape impacts and is shown in the Table 10.1 below:

Table 10.1 Assessment Matrix for Landscape Impact (Positive or Negative)

Magnitude of Change	Sensitivity of Landscape Resource/Character
Magnitude of Change	High	Medium	Low
High	very substantial to substantial	substantial to moderate	moderate to slight
Moderate	substantial to moderate	moderate to slight	slight to very slight
Low	moderate to slight	slight to very slight	very slight to negligible
Negligible	negligible	negligible	negligible

Note:

Very Substantial - Adverse/ Beneficial impact where the proposed project would cause impairable degradation or improvement in existing landscape baseline conditions.

Substantial - Adverse/ Beneficial impact where the proposed project would cause significant degradation or improvement in existing landscape baseline conditions.

Moderate - Adverse / Beneficial impact where the proposed project would cause noticeable degradation or improvement in existing landscape baseline conditions.

Slight - Adverse / Beneficial impact where the proposed project would cause a barely noticeable degradation or improvement in existing landscape conditions or where the changes brought about by the project would not be apparent in visual terms.

Very Slight - Adverse / Beneficial impact where the proposed project would cause a hardly noticeable degradation or improvement in existing landscape conditions or where the changes brought about by the project would not be apparent in visual terms.

Negligible - The proposed project does not perceptibly affect the existing landscape baseline conditions

10.17 The criteria used to determine the sensitivity of landscape resource are given below:

· The landscape character and resources and their quality;

· The importance of the landscape elements;

· Ability of the landscape to accommodate change; and

· Significance of the change in consideration of the local area and other development.

10.18 The criteria used to determine the magnitude of change are given below:

· Compatibility of the project with the surrounding landscape;

· Duration of impacts; and

· Reversibility of change.

Methodology for Visual Impact Assessment

10.19 Visual impacts can be positive or negative and are defined as a function of the sensitivity of a receiver and the magnitude of the change to that receiver’s view.

10.20 The assessment of visual impacts is structured by receiver sensitivity. Visually Sensitive Receivers (VSRs) are identified through the visual envelope. For the purpose of this study, receivers have been grouped into the following categories:

Residential - Those people who would view the proposal from their home

Occupational - Those people who would view the proposal from their workplace

Travellers - Those people who would view the proposal from their vehicles or on foot

Recreational - Those people who would view the proposal whilst engaging in recreational activities

10.21 The sensitivity of receivers to visual impacts is influenced by the immediate context of the viewer, the activity in which they are engaged and the value that they attach to this location in particular. Receivers are categorized as being of high, medium or low sensitivity to visual impacts.

10.22 Those who view the proposal from their homes are considered to be highly sensitive to any visual intrusion. This is because the attractiveness, or otherwise, of the view would have a notable effect on a resident’s general quality of life and acceptability of their home environment.

10.23 Those people who view the scheme from their workplace are considered relatively less sensitive to visual intrusion. This is because they are employed in activities where visual outlook plays a less important role in the perception of the quality of the working environment. They are classified as a low sensitivity group.

10.24 For those who view the scheme whilst engaging in outdoor leisure pursuits, visual sensitivity varies depending on the type of recreational activity. Those taking a stroll in a park, for example, would be classified as a high sensitivity group compared to football players who would have a low sensitivity rating.

10.25 For those people who view the scheme from public thoroughfares, the degree of visual intrusion experienced depends on the speed of travel and whether views are continuous or only occasional. Generally, the slower the speed of travel and the more continuous the viewing experience, then the greater the degree of sensitivity.

10.26 The criteria used to determine the sensitivity of VSRs are given below:

· value of existing views;

· degree of visibility;

· availability and amenity of alternative views;

· the length and duration of time the proposed development is in view

· the number of visual receivers;

· the category or type of visual receivers as discussed above;

· the landscape context of the proposed development; and

· the particular visual backdrop from specific viewpoints.

10.27 The criteria used to determine the magnitude of change to a view are given below:

· proximity of receivers;

· the nature of the proposed development and its compatibility with the surrounding landscape;

· degree of change of views;

· the landscape context of the proposed development;

· the particular visual backdrop to the development from specific important view points;

· scale of development;

· reversibility of change;

· potential blockage of view; and

· duration of impacts under construction and operation phases.

10.28 Impacts are assessed as very substantial, substantial, moderate, slight or very slight. Insubstantial impacts are termed negligible. A matrix is used to assess visual impacts and is shown in Table 10.2 below:

Table 10.2 Assessment Matrix for Visual Impact (Positive or Negative)

Magnitude of Change	Sensitivity of Receiver Group
Magnitude of Change	High	Medium	Low
High	very substantial to substantial	substantial to moderate	moderate to slight
Moderate	substantial to moderate	moderate to slight	slight to very slight
Low	moderate to slight	slight to very slight	very slight to negligible
Negligible	negligible	negligible	negligible

Note:

Very Substantial - Adverse/ Beneficial impact where the proposed project would cause impairable degradation or improvement in existing landscape baseline conditions.

Substantial - Adverse/ Beneficial impact where the proposed project would cause significant degradation or improvement in existing visual baseline conditions.

Moderate - Adverse / Beneficial impact where the proposed project would cause noticeable degradation or improvement in existing visual baseline conditions.

Slight - Adverse / Beneficial impact where the proposed project would cause a barely noticeable degradation or improvement in existing visual conditions or where the changes brought about by the project would not be apparent in visual terms.

Negligible - The proposed project does not perceptibly affect the existing visual baseline conditions.

Recommendation for Mitigation Measure

10.29 Mitigation will not be limited to damage reduction but the consideration of potential landscape visual enhancement. This study presents the most appropriate mitigation measure proposal for consideration.

10.30 The identification of the landscape and visual impact will highlight those sources of conflict requiring design solutions or modification to reduce impacts and absorb the improvement and associated activities into the surrounding landscape. These mitigation efforts will consider factors as list below and will derive landscape mitigation proposals to alleviate the identified landscape and visual impact.

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

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

· Earth mounding and screening;

· Highlighting unacceptable impacts and considering alternative proposals;

· Hard landscape elements including design and appearance of proposed facility; and

· Significant landscape elements.

Residual landscape and visual impact

10.31 Residual impact is defined as the impact remaining after all practical methods of mitigation have been implemented. At the final stage of the landscape and visual impact assessment study, the residual impacts are assessed. The impacts (with reference to Annexe 10 of EIA TM) will be classified according to their level of significance as summarized below:

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

Project Description and Existing Conditions

10.32 The major purpose of the proposed project is to advance part of Road P1 at Sunny Bay to provide a second entrance/exit to and from the proposed theme park and other development in Penny’s Bay in case of emergency. Descriptions regarding the major project components are discussed in Chapter 2 of the EIA Report.

10.33 The assessment area is situated at Sunny Bay at the north shore of Lantau Island. The proposed Slip Road 5 and Slip Road 6 connect the existing North Lantau Highway, an at-grade Road A and at-grade Road P1 roundabout at Sunny Bay reclamation area. The existing site conditions are illustrated in aerial photo Figure 10.1.

10.34 The assessment area is orientated in a east – west direction with the North Lantau Highway (NLH), Airport Express Line (AEL) and Disneyland Resort Line (DRL) running parallel on the south side of the Sunny Bay reclamation area. The greenery of Cheung Sok Island and Luk Keng Headland together with the Yam O Wan at north side forms visually pleasurable scenery. The hill knolls of Tai Shan, Tai Yam Teng and Mong Tung Hang forms a green backdrops from southwest to southeast. To the west are the transport corridor and railway structures. To the east are the Sunny Bay Traction Substation and the reclamation site of the existing temporary Sunny Bay Public Transport Interchange (Sunny Bay PTI) / future Tourism Area Gateway with the open sea and distant hills as backdrop.

10.35 The landscape and visual context in the immediate vicinity has been identified and illustrated in Figure 10.1.

· Yam O Wan –The Yam O Wan is located on the north side of the site. The log pond within the open water has distinctive landscape character of their own in assessment area. It is visually pleasurable and serves as an attractive tourism spot. With the Luk Keng Headland and Cheung Sok Island as green background, the whole setting forms a pleasant view to the visual receptors;

· Hill Knoll – the Hill Knoll on the south side also provide visual relief to the visitors/passengers travelling on the transport corridor and forms a green pleasant backdrop;

· Existing transport corridor – these include mainly the NLH, AEL, DRL and existing link roads 1 to 4. Some temporary site office and works areas are also located along the corridor. Amenities planting along the corridor soften the hard elements. The overall structure (which include edge parapets and columns) of the bridges has similar colour and shapes to reduce visual intrusion;

· Village and other settlement – The only village site identified with habitation is the Luk Keng Tsuen. Luk Keng Tsuen contains approximately population of 13 people as stated in the explanatory statement of North-East Lantau Outline Development Plan No. D/1-NEL/1. The village is sited about 220m from the Project. The pier and house offices for the logging industry are also within the village’s vicinity; and

· Utility facilities and other existing facilities – the existing utility facilities include the Sunny Bay Traction Substation. Other existing facilities includes the temporary Sunny Bay PTI/ future Tourism Area Gateway, the Sunny Bay MTR station, and other utility facilities below and adjacent to the Sunny Bay Interchange;

Alternative alignment for the Project

10.36 Three alternative alignments for the Project were discussed in Chapter 2 and the landscape and visual impact for the three alternatives are described in the following paragraphs.

10.37 For the recommended option, Slip Roads 5 and 6 are divided into permanent and temporary section. The temporary steel deck sections and the at-grade Road A and P1 Roundabout will be located on the Sunny Bay reclamation area adjacent to the Temporary Sunny Bay PTI/ future Tourism Area Gateway. The permanent concrete sections will run south-eastward crossing over the NLH and AEL. The required reclamation is approximately 3 hectare, which is approximately 6 hectare less than the requirement for option 1 as describe below and will reduce the landscape impact upon Sunny Bay. The adoption of the steel decking will allow flexibility in diversions during the implementation of the future Road P1 and Temporary Sunny Bay PTI. Since the temporary section are located on the reclaimed land, the demolition and construction work of this part will not interfere with other development, thus minimize the landscape and visual impacts upon the planned tourism/PTI development and transportation Corridors. The alignment of this option and comparison of impact is illustrated in Figure 10.2.

10.38 Option 1 connects with the NLH via the two existing end of slip roads of Sunny Bay Interchange and run north-eastward over the log ponds in Yam O Wan. Although the structure and alignment is similar to the recommended option, it will require further reclamation of approximate 6 hectare and construction of additional bridge foundations. These will result in a longer construction time. In consequences, this option will generate and prolong the unfavourable impacts upon the landscape and visually resources within the assessment area. Therefore this option is not recommended due to longer construction time and additional area needed for reclamation. The alignment of option 1 and its impact is illustrated in Figure 10.3.

10.39 The alignment of the slip roads as in Option 2 are turning 180 degree around and over the existing NLH and Sunny Bay MTR Station and connect with Sunny Bay Road (Sunny Bay Section). This option will result in the elimination of the need for reclamation at log pond. Although this option will reduce the adverse impact upon Sunny Bay, it will generate direct and adverse visual impact upon the future PTI/tourism area gateway due to the long span of the structure crossing over the top of the future MTR Station and transportation corridor. In addition, it is necessary to demolish the whole structure for the implementation of the future Road P1. In consequences, this will generate both visual and landscape impact upon the PTI and existing transportation corridor during the demolition stage. Therefore, this option is not considered. The alignment of Option 2 and its impact is illustrated in Figure 10.4.

10.40 To conclude, Option 1 and Option 2 will have longer construction time, the need for construction of additional bridge foundation, additional area of reclamation (for option 1) and difficulty to facilitate the implementation for future Road P1. These unfavourable factors will prolong the adverse visual and landscape impacts when compared to the recommended option and therefore not recommended.

10.41 More details regarding construction methods for alternative alignments are discussed in Chapter 2.

Life cycle of the Proposed Project

10.42 The construction of the project will commence in mid 2006 and complete in end 2008. The life cycle of these works can be divided into the construction stage and operation stage. The impact will be assessed for all sensitive receivers ever on the temporary sections as long as they can see that section at that period of life cycle. The temporary section of the Project will be demolished for the implementation of the Sunny Bay Tourism Area Gateway in about Year 2016.

Key View Points

10.43 Perspective view of the recommended option is illustrated in Figure 10.5.

10.44 Five principal viewpoints have been identified to indicate both the existing and the proposed views before and after implementation of this project. For the purpose of this environmental impact assessment study, the following viewpoints would be appropriate and photomontages are therefore prepared.

· View east from Yam O Wan (Figure 10.6);

· View west from North Lantau Highway (Figure 10.7);

· View north from existing Link Road 1 (Figure 10.8); and

· View south from North Lantau Highway (Figure 10.9 and Figure 10.10).

· View from Sunny Bay MTR Station (Figure 10.23)

Concurrent Projects and Other Development

10.45 There is no concurrent project in the vicinity of the site area during construction period as discussed in Section 2 of the EIA Report.

Baseline Study

10.46 The baseline study will present an appraisal of the landscape and visual resources of the assessment area. It will focus on the sensitivity of the landscape and visual impact on the visual receiver and its ability to accommodate change.

10.47 In accordance with the EIAO Guidance Note No. 8/2002, the landscape impact assessment area is identified within 500m from the work limit of the project and illustrated in Figure 10.11. The defined visual envelope (zone of visual influence) is shown on Figure 10.12.

10.48 North Lantau Highway (NLH) and Airport Express Line (AEL) are located to the immediate south of the steel sections of Slip Roads 5 and 6. Views of Yam O Wan are at present partially obstructed by the railway structures and the Sunny Bay Traction Substation when viewed from the south side. When viewed from the west side of NLH. The distant hills are partially obstructed by the existing elevated roads.

10.49 The temporary Sunny Bay PTI, which will be demolished for the implementation of Sunny Bay Tourism Area Gateway in 2016, with the Sunny Bay MTR Station located at the west, this area can be seen as part of the overall context and blend in with the elevated slip road structures.

10.50 The future land use of Sunny Bay PTI area will be converted to a tourism node, namely Sunny Bay Tourism Area Gateway, based on the latest planning. Works constructed under this Project will be demolished to facilitate implementation of the Sunny Bay Tourism Area Gateway except the concrete bridge sections of Slip Roads 5 and 6. Therefore, landscape and visual impact assessment on the future Sunny Bay Tourism Area Gateway will be assessed for all VSRs except for those who would not see the temporary works.

10.51 In accordance with the North-East Lantau Outline Development Plan (ODP No. D/1-NEL1), it is assumed that the building height restriction in the Tourism Area Gateway (Area 3A) will be at 40mPD maximum and 15m within the G/IC zone. And the airport height restriction is 120 mPD.

Baseline landscape resources

10.52 In accordance with the study brief, landscape character units (LCUs) and landscape resources have been identified within 500m from the site boundary and listed in Table 10.3 and 10.4 below respectively. The LCUs have been selected depending on the presence and combination of landscape pattern, topography and existing vegetation. Namely: Yam O Wan , existing transport corridor, green belt of Tai Shan and Tai Yam Teng, conservation area of Luk Keng Headland and Cheung Sok Island, existing utility facility, temporary Sunny Bay PTI/future tourism gateway area. For each LCU assessment has been made of its quality and sensitivity to change. The landscape resources (including trees, sea, coastline, log pond, existing roads etc.) have been quantified. The assessment area is illustrated in Figure 10.11. Landscape character units and landscape resources are illustrated in Figure 10.13 and 10.14 representatively. Photos taken at selected representative landscape character units are prepared and illustrated in Figure 10.15.

10.53 The combination of the LCUs are discussed below and shown in Table 10.3.

· Yam O Wan (LCU1) - – The log pond within the inlet is a distinctive character within the assessment area and recognised as a regionally significant character. The coastline, open water and log pond is disturbed by the on-going reclamation activities currently. The overall landscape quality is high and sensitivity to change of LCU 1 is high. The temporary section of the Project is located within the reclamation area of LCU1;

· Existing Transport Corridor (LCU2) - Existing structures for vehicle, which include the NLH, the AEL, Existing Link Roads 1 to 4 and Cheng Tung Road is the key assess to airport. NLH and AEL are linear structures running mainly east to west. The existing link roads 1 to 4 are bridges and ramp down from the Sunny Bay Interchange towards north and connect to the NLH. The linear engineering structure can always adapt to change and has a low sensitivity. Common species of roadside tree are found within the corridor. This LCU has low landscape quality. The permanent section of the proposed slip roads 5 and 6 will cross over on top of LCU2;

· Green Belt (LCU3A) – The Green Belt includes the major ridgelines of Tai Shan at southeast, Tai Yam Teng and Fa Peng Teng to the southeast. This LCU encompasses north facing wooded slopes that provide a green backdrop to the proposed Project. Parts of the woodland resources on the south side have been disturbed by formation works required for road and /or construction of utility facilities for future tourism area and the theme park at Penny’s Bay. This localised disturbance LCU3A remains as important landscape resource in local context of the future land use (i.e. the theme park and tourism area gateway). Because of this distinct nature, LCU3A has as high landscape quality and a high sensitivity to change;

· Conservation area (LCU3B) – This area includes the existing woodland and coastline of the Luk Keng Headline and Cheung Sok Island at the north side of the site. The wooded areas provide a green backdrop and an attractive coastline to the Project. Therefore LCU3B is considered as an important landscape character in local context of the land use (i.e. for natural vegetation and terrain conservation). LCU3B is considered has a high landscape quality and a high sensitivity to change.

· Utility Facilities (LCU4) - Existing and proposed facilities at Sunny Bay Transport Interchange, which include the Sunny Bay Traction Substation adjacent to the Sunny Bay MTR Station. The existing utility stations include the sewage pumping stations below Sunny Bay Interchange and irrigation booster pumping station next to the Interchange of the Cheung Tung Road for Penny’s Bay development. LCU4 is assessed as having a low landscape quality as utility buildings are not serve as attraction point and that is can accommodate change; and

· Sunny Bay PTI/Future Tourism Gateway Area (LCU 5) - Under the North-East Lantau Outline Development Plan (ODP No. D/1-NEL/1), the sites along the north side of NLH at Sunny Bay Reclamation area are mainly designated as ‘Tourism and Recreations Related Uses 1’ with possible use of hotel, and tourism related facilities. The Sunny Bay PTI, which will be demolished for the implementation of Sunny Bay Tourism Area Gateway in 2016. The proposed facilities will have with major visual nodes towards the seaside. Under the same Outline Development Plan, the area fronting the main transport corridor is zoned at ‘OU’ (other specified use) annotated “Amenity Area’ to provide landscape corridors as well as additional landscape berms are envisaged within the ‘G/IC’ (Government, Institution or community) annotated “Amenity Area” to screen off the car-park and PTI. Therefore, the overall quality of this LCU can be considered to be medium. The sensitivity to change is low because the existing Sunny Bay PTI will be demolished for the construction of the tourism gateway. The proposed Project will have no direct physical impact upon this LCU as the bridge structure will run along the NLH and AEL except the at-grade road A will connect to the roundabout in Sunny Bay PTI in the future.

Table 10.3 Landscape Character Units

LCU	Name	Description	Quality/Sensitivity to Change
LCU1	Yam O Wan	Existing coastline, log pond and open water beyond the log pond	High/High
LCU2	Existing Transport Corridor	Existing structures for vehicle, which include the NLH, the AEL, Existing Link Roads 1 to 4 and Cheung Tung Road.	Low/Low
LCU3A	Green Belt of Tai Shan and Tai Yam Teng	Existing hill slopes comprises the predominantly wooded backdrops of Tai Shan and Tai Yam Teng	High/High
LCU3B	Conservation area of Luk Keng headland and Cheung Sok Island	Existing woodland and coastline of Luk Keng Headland and Cheung Sok Island.	High/High
LCU4	Existing utility Facilities	Existing facilities include the existing Sunny Bay Traction Substation, sewage pumping stations below Sunny Bay Interchange and irrigation booster pumping station next to the interchange of Cheung Tung Road.	Low/Low
LCU5	Temporary Sunny Bay PTI/ Future Sunny Bay Tourism Area Gateway	The site adjacent to the Sunny Bay MTR Station will be considered as a transport node up to year 2013 and become tourism gateway in year 2016.	Medium/Low

10.54 Within the 500m assessment area, the temporary section of the Slip Roads 5 and 6 falls within Yam O Wan (LCU1) and the permanent section fall within the existing transport corridor (LCU2). The addition of bridge structure along north of NLH and adjacent to the Sunny Bay PTI/Future Tourism Area Gateway (LCU5) does not present any physical impact upon this LCU. The structures of the slips road do not have any physical impact upon the existing utility facilities (LCU4) as well as, Green Belt area of Tai Shan and Tai Yam Teng (LCU3A) and Conservation Area of Luk Keng Headland and Cheung Sok Island (LCU3B) because no pier foundations are entrusted into these LCUs. The landscape resources (refer to Table 10.4) are changing due to reclamation and other construction activities on current projects. The overall quality of LCU1 will subject to changed for the on-going development for the Tourism Area Gateway. The overall quality of LCU2 will remain as transport corridor in the future. The permanent section of the slip roads is located within the LCU2, a total of 111 nos. of roadside trees are falls within the working area of the project.

Table 10.4 Landscape Resources

LES	Type	Total area within project area	Description
LE1	Existing Road Side Tree	Approx. 111 nos. within works limit	Existing planting on amenity planting strip along roads
LE2	Industrial/ utility buildings	Approx. 2 ha.	Existing facilities include the existing Sunny Bay Traction Sub-station, Sunny Bay MTR Station, sewage pumping stations and irrigation booster pumping station next to the Interchange of the Cheung Tung Road.
LE3	Existing Roadway	Approx. 20 ha.	Existing structures for vehicles which include the NLH, AEL, existing Link Roads 1 to 4 and Cheng Tung Road.
LE4	Open Water	Approx. 67ha.	Existing open eater beyond the log pond at Yam O Wan
LE5	Coastline	Approx. 4000m long	The existing coastline along Luk Keng Headland, Cheung Sok Island and along NLH.
LE6	Log Pond	Approx. 22 ha.	Existing log pond at Yam O Wan
LE7	Woodland	Approx. 245 ha.	Existing vegetation on Tai Shan, Tai Yam Teng, Luk Keng Headland and Cheung Sok Island

Baseline Visual Resources

10.55 In accordance with the assessment methodology, visually sensitive receivers (VSRs) within the visual envelope were identified and grouped into types as shown in Table 10.5. Locations of the VSRs are indicated on plan in Figure 10.16 and photos taken at selected viewpoints are shown on Figure 10.17. In summary, the VSRs can be classified into 8 representative groupings according to the location of the Project as defined in Table 10.5. The visual resources closely relate to the landscape character units (LCUs) as discussed in paragraphs 10.56 to 10.58.

10.56 To assist in determining Visually Sensitive Receivers (VSRs), a visual envelope has been determined as illustrated in Figure 10.12 and key views from and toward the proposed Project are described as below.

10.57 Key views from the Project are:

· North with open view to the Yam O Wan Inlet and green backdrops of the Luk Keng Headland and Cheung Sok Island;

· South with open view to the existing transport corridor and elevated roads at Sunny Bay Interchange;

· Partially obstructed view to the south towards the green backdrops of Tai Shan and Tai Yam Teng;

· East to the reclamation site for the Sunny Bay PTI/Tourism Area Gateway. The existing Sunny Bay Traction Sub-station partially obstructs the views towards distant hills; and

· Views to the west and southwest are dominated by railway structures (the Airport Express Line) and North Lantau Highway (NLH) with part of Yam O Wan Inlet as backdrop.

10.58 Key views toward the Project are:

· Oblique and open views south across the site form the Yam O Wan;

· Direct and open views south towards the site within log pond at Yam O Wan;

· Open views towards north from Sunny Bay Interchange;

· Partial obstructed view form east of NLH and AEL;

· Partial view from west of NLH and AEL; and

· Full view of the proposed elevated slips overhead on NLH.

10.59 Details of the VSRs are provided below and summarised in Table 10.5.

· VSR1 are the drivers and passengers of vehicles using the NLH, AEL, DRL and Cheung Tung Road. They are having direct views towards the reclaimed area as when they travelling adjacent to the reclaimed area. When travelling from west to east, part of the elevated sections will be partially obstructed by the existing Traction Sub-station. Although they will only have a glimpse view of the structure, these receivers are relatively large in number due to high volume of traffic. Therefore, their sensitivity to change is high.

· VSR2 are the drivers and passengers of vehicles using the existing link roads 1 to 4 at Sunny Bay Interchange. They have direct views towards the elevated slip roads 5 and 6 crossing over on top of the existing transport corridor and partially obstructed view toward the reclaimed area by the existing Traction Sub-station. Similar to VSR1, they only will receive a glimpse view of the structure due to high speed of travel. The quantity of this group of VSR is less than those of VSR1 without the railway and therefore the sensitivity to change is medium.

· VSR3 are workers on vessels travelling on Yam O Wan. They have direct/oblique and open views towards the site; the existing Traction Sub-station obstructs part of view towards the elevated section of the slips roads. The visibility towards the site will decrease as their distance to the site increase. The local climatic conditions may also result in sea mist and reduce the visibility of the VSR 3 as well. The durations of views toward the site varies depending on the activities of the VSRs engaged. In general, the speed of travel is slower than those on the NLH and AEL and will have a more continuous viewing experience than VSRs 1 and 2. This group of VSR is employed in working activities where visual outlook plays a less important role to them; therefore the sensitivity to change is medium.

· VSR4 are travellers and visitors at Luk Keng Tsuen and Cheung Sok Island. For this group of VSRs, they will experience a combination of direct, oblique and partial obstructed views towards the site depending on their location. The existing Traction Sub-station obstructs part of view towards the elevated section of the slips roads as well. In addition, the Luk Keng Headland may partial obstruct the views towards the site. When compare to VSR3, this group of VSR are recreation in nature and their duration towards the site is longer. Therefore their sensitivity is considered high when compare to workers.

· VSR5 are the passengers, visitors and workers at the Sunny Bay PTI. They will experience oblique and partially obstructed view towards the site. Since the Sunny Bay PTI is for emergency purpose only, the sensitivity for this small group of VSR is considered to be low.

· VSR6 are passengers at Sunny Bay MTR Station. This group of VSR experience and direct open view toward the permanent portion of the Project. This duration of view towards the site is considered as medium due to the transfer nature. Their sensitivity to change is considered as medium.

· VSR7 are residents at Luk Keng Tseun. Generally, the villagers will have a greater sensitivity to change than the workers (VSR3), as the views towards the site will affect the resident’s general quality of their home environment. The residents will have a high sensitivity to change when compare to the workers.

· VSR8 are visitors at the future tourism gateway area in year 2016. They will experience oblique and partially obstructed view towards the site. Their duration of view will be various and will depend on their engaged activities. The advance screen planting on the eastern side of the proposed development will greatly reduce the sensitivity of this group of VSR to medium.

Table 10.5 Visual Sensitive Receivers – Sensitivity to Change and Visual Intrusion

VSRs	Quantity of VSR	Name	Viewer Group	Frequency of use	Max. Staying Time	Distance to the Project	Frequency and Duration of View and Sources of Impact Type of View	Value and Quality of Existing Views	Available and Amenity of Alternative Views	Sensitivity to Change and Visual Intrusion
VSR1	Large	Traffic from NLH, AEL, DRL Vpt 1 – View east from existing link road 1 Vpt 1.1 – View south-westward from road adjacent to AEL	Passenger	High during day and night	10-15 seconds	1 to 200m from North of NLH; 1 to 500m from west of NLH and 1to 750m from east of NLH	Direct views towards the site. High frequency during day and night. Duration of view towards the site is short due to the high speed of travel. Since the roads are linear in nature, the proposed elevated road can be seem from both directions	High Log pond and existing roads.	Medium Green backdrops of hill knolls and ridge line with existing vehicular corridor as foreground.	High
VSR2	Large	Traffic from Existing Link Roads 1 to 4 at high point Vpt2 – View north from existing link road 1 at high point	Passenger	High during day and night	10-15 seconds	Up to 700m	Partial and obstructed views towards the site. High frequency during day and night. Duration of view towards the site is short due to high speed of travel. The proposed elevated roads can only be seen when travelling from south to north (i.e. going down-ramp)	Medium Existing roads at roads and utility facilities such as Sunny Bay Traction Sub-station	Medium Sky and distant open water	Medium
VSR3	Small	Marine traffic at Yam O Wan and log pond Vpt 3 – View east from log pond towards Yam O Wan PTI/Tourism Area Gateway Vpt 3.1 – View south from Yam O Wan towards log pond	Workers	Low during day and night	12 hours	Visual impact will reduce as the distance to the project increased	Direct/Oblique and open views towards the site. The existing Traction Sub-station and other elevated roads blocks part of the view. Duration of views towards the site is varies depends on the activity they engaged. The visibility towards the site will decrease as their distance to the site increase. The local climatic conditions may also result in sea mist and reduce the visibility of the VSR3 as well.	Medium Green backdrops and existing roads and elevated roads	Medium Green backdrops of hill knolls and ridge line	Medium
VSR4	Small	Luk Keng headland and Cheug Sok Island	Visitors	Medium during day	12 hours	Up to 400m	Combination of direct, oblique and partial obstructed views towards the site. Duration of views towards the site varies and depends on the VSR.	Medium Green backdrops and existing roads and elevated roads	Medium Green backdrops of hill knolls and ridge line	High
VSR5	Very Small (For emer-gency only)	Temporary Sunny Bay PTI	Workers	Low during day and night	24 hours	Up to 900m	Indirect/oblique views towards the proposed project because the development at this area will have visual nodes toward Sunny Bay. Duration of views towards the site varies and depends on the VSR.	High Open Water	Medium Open water and distant ridge lines	Low
VSR6	Large	Sunny Bay MTR Station	Visitors	High during day and night	15 min.	Up to 100m	Direct and open views toward the site, duration of view towards the site is short due to the transfer nature	Medium Existing roadways and woodland	Low Existing roadways and woodland	Medium
VSR 7	Small	Residential Development at Luk Keng Tsuen (Note (1)) Vpt 4 – View from pier area at Yam O Wan	Residents	Medium during day and night	24 hours	Approx. 220 to 370m	Combination of direct, oblique and partial obstructed views towards the site. Duration of views towards the site varies, depending on the VSR.	High Green backdrops and existing roads and elevated roads	Medium Green backdrops of hill knolls and ridge line	High
VSR8	Large	Future tourism gateway area (to be open in 2016)	Visitors	High during day and night	Varies, depends on visitor’s activities.	Up to 900m	Indirect and partial obstructed views towards the proposed project because the development at this area will have visual nodes toward Sunny Bay. Duration of views towards the site varies and depends on the VSR.	High Existing roadways, woodland and open water	Medium Open water and distant ridge lines	Medium

Note: (1) Luk Keng Tsuen contains approx. population of 13 people in accordance with the explanatory statement of North-East Lantau Outline Development Plan No. D/1-NEL/1.

(2) Definition/explanation on the rating/assessment is illustrated below.

Visual Sensitive Receivers – Magnitude of Change

Visually Sensitive Receiver (VSR)	Proximity of receiver (1)	Compatibility with the surrounding (2)	Degree of change of view (3) Large Medium Low	Landscape Context of the development (4)	Particular visual backdrop from specific view points (5) Large Medium Low	Scale of develop-ment in relation to the proximity of the receiver (6) Large Medium small	Reversibility of change (7)	Potential blockage of view (8) Large Medium Low	Duration of impact under construction and operation phase (9)	Magnitude of change
VSR1	Up to 200M	Not compatible	Medium	Transport corridor	Medium quality	Large Scale	Irreversible	Medium	Throughout both phase	Moderate
VSR2	700M	Not compatible	Medium	Transport corridor	Medium quality	Small Scale	Irreversible	Medium	Throughout both phase	Moderate
VSR3	Up to 700M	Not compatible	Medium	Yam O Wan log pond	High quality	Small to Medium Scale	Irreversible	Medium	Throughout both phase	Moderate
VSR4	Up to 400M	Not compatible	Large	Woodland	High quality	Medium to Large Scale	Irreversible	Large	Throughout both phase	High
VSR5	Up to 900M	Not compatible	Medium	Transport interchange	Medium quality	Medium to large Scale	Irreversible	Low	Throughout construction and early operation phase	Low
VSR6	Up to 100M	Not compatible	Medium	MTR station	Medium quality	Medium to Large Scale	Irreversible	Medium	Throughout both phase	Moderate
VSR7	Up to 400M	Not compatible	Large	Village type development	High quality	Medium to Large Scale	Irreversible	Large	Throughout both phase	High
VSR8	Up to 900M	Not compatible	Medium	Tourism development	Medium Quality	Medium to Large Scale	Irreversible	Low	Throughout operation phase only	Moderate

Notes:

1. proximity of receivers (distance between receiver and site)

2. the nature of the proposed development and its compatibility with the surrounding landscape

3. degree of change of views (extent of existing view changed by proposed development)

4. the landscape context of the proposed development (view of proposed development in relation to existing view background)

5. the particular visual backdrop to the development from specific important view points (view quality of existing backdrop)

6. scale of development: size of proposed development in relation to existing viewed area

7. reversibility of change to existing view

8. potential blockage of view (extent of obstruction of existing view)

9. duration of impacts under construction and operation phase

Review of Planning and Development Control

Statutory Planning Framework

10.60 The broad statutory planning framework and intention for the proposed site is currently covered by the Approved North – East Lantau Outline Zoning Plan (OZP) No. S/I – NEL/9 exhibited on 5th July 2002.

10.61 The future Road P1 would connects to North Lantau Highway (NLH), Chuk Ko Wan Link Road (CKWLR) and Sunny Bay Road and is intended to perform a function similar to that of NLH as well as a primary access along the northern shore.

10.62 The north side of the assessment area (i.e. the Cheung Sok Island) is under ‘GB’ uses (Green Belt). The Cheung Sok Island is intended for conservation of the existing natural landscape features.

10.63 The non-statutory Planning Context indicated in the North-East Lantau Outline Development Plan (ODP No. D/1-NEL/1) was adopted in July 2002. The ODP was prepared on the basis of the recommendations of the Northshore Lantau Development Feasibility Study (NLDFS). The sites along the north side of NLH at Sunny Bay Reclamation area are mainly designated as ‘Tourism and Recreations Related Uses 1’ and zoned as Area 3A with possible use of hotel, and tourism related facilities. Area 3F to the east of Area 3A is designed as “G/IC” (Government, institution or community) zone. Below and adjacent to the Sunny Bay Interchange are also zone as “G/IC” to include a sewage pumping stations and irrigation booster pumping station to cater for Penny’s Bay development. The district open space (DO) along the Northshore includes the Sunny Bay Inlet for the future development of waterfront promenade, walkway and cycle track/tourism link. The Cheng Sok Island and Luk Keng Headland are zoned as “CA” (Conservation Area) to protect the natural vegetated upland, scenic coast and water inlet. The eastern and northern hillsides at Tai Shan are zones as “GB” (Green Belt) for the conservation of the existing natural landscape and scenic areas. The area fronting the main transport corridor is zoned at “OU” (other specified use) annotated “Amenity Area” to provide landscape corridors to screen off the temporary Sunny Bay PTI area.

Non-statutory Planning Context

10.64 The future-planning outlook of the assessment area will remain designated as a tourism gateway in year 2016. The natural environment of Luk Keng Headland, Cheng Sok Island and Yam o Wan Inlet will be preserved and protected. The proposed Road P1 Advance Work at Sunny Bay (formerly known as Yam O) would be likely to disturb the natural setting of Yam O Wan and result in a very substantial change to Yam O Wan Inlet. Mitigation measures such as careful planning of buffer planting zone and site layout would reduce the negative (both landscape and visual) impacts on surrounding environment.

Concerns raised by other bodies

10.65 Preliminary design of bridges and structures to be constructed under this Project had been presented to the Advisory Committee on the Appearance of Bridges and Associated Structures (ACABAS) on its 229^th meeting. The aesthetic and landscaping proposal, which include the planting concept, the parapet proposal, the pattern on concrete columns and cladding panels on the steel columns and abutment wall were presented during the meeting. No major concerns was raised during the discussion and was consider acceptable subject to the detail submission of lighting proposal and parapet design in the future. The mitigation measures of this report are based on the materials presented and take into account comments from the Committee as well.

Landscape and Visual Assessment during Construction Stage

Background Information

10.66 The Project is on reclaimed land and on existing transport corridor. Potential construction impact will be the reclamation at Yam O Wan removal of existing vegetation, building material delivery, site formation and construction of the elevated Slip Roads 5 and 6, at-grade Road A and Road P1 Roundabout. The construction work will commence in mid 2006 and complete in end 2008.

Landscape Impact Assessment

10.67 Sources of landscape impact will include:

· The reclamation activity at Yam O Wan;

· Construction works for the principal development of the elevated roads;

· The removal of existing vegetation for the build element and the related construction activity;

· Designation of temporary site areas for storage, plant cabins and associated site equipment;

· Temporary construction arrangements that affect access to adjacent areas.

10.68 A landscape impact is a physical change to an existing landscape character and resources. By mapping the extent and location of these changes, any loss or alteration can be addressed and, where possible, re-provisioned or compensated by landscape mitigation measures incorporated into a Project. The assessment of impact has made reference to the derived magnitude of change as in Table 10.6 and 10.7 and Figure 10.18.

10.69 Disturbance to the Yam O Wan:

· Reclamation activities will cover approximate 3 hectare of landscape recourses at Yam O Wan and will result in major disturbance to LE4 - open water, LE5 – coastline (550m) and LE6 – Log Pond and caused in a high magnitude of change;

· As LCU1 is a regionally significant character as discussed in baseline study with high sensitive, the impact during construction stage is considered substantial.

10.70 Disturbance to the Existing Transport Corridor:

· Pier foundations are located at the central median and in close proximity to NLH and AEL and will result in a mirror disturbance to LCU2.

· Very slight negative impact upon the LCU2 and landscape resources of the transport corridor (LCU2) as many existing pier foundations and structures are within the assessment area already.

10.71 Disturbance to the Existing Vegetation:

· Construction activities will comprise site formation and building of the proposed slip roads. Site formation includes clearance of the works area. Other sources of construction impacts will come from storage of construction materials and the movement of machinery. These construction activities will result in disturbance to vegetation at the transport corridor within LCU2. There are approximate 111 nos. of common roadside trees such as Eucalyptu robusta and Casuarina equistifolia found within the works limit and approx. 59 nos. of these trees will be lost, in addition to the lost of approx. 30 nos. of trees for the DRL’s contract within the assessment area. This will add minor disturbance to the LCU2. Mitigation of this impact is dealt with under the corresponding landscape mitigation measure as discussed in the Recommended Mitigation Measures.

· Although the Green Belt (LCU3A) and Conservation Area (LCU3B) have high landscape sensitivity as discussed in the baseline study, negligible impact was found upon these landscape resources as there is no pier foundations in this area.

10.72 Disturbance to the Utility Facilities:

· Negligible impact was found upon the landscape resources and character of the construction site of LCU4. The project will not interfere the existing utility facilities below and adjacent to the Sunny Bay Interchange and the existing Sunny Bay Traction Sub-station.

10.73 Disturbance to the Sunny Bay PTI/Future Tourism Area Gateway Area:

· The reclamation and construction activities will have impacts upon the construction site of Sunny Bay PTI (LCU5) due to site formation and temporary construction arrangements. The existing LCU5 will be re-constructed in future and the magnitude of change is considered low, therefore the impact upon it is very slight adverse.

10.74 Disturbance to landscape character units and resources are summarized in Table 10.6 and Table 10.7 and illustrated in Figure 10.18.

Table 10.11 Summary of Residual Landscape Impact with recommended mitigation measure – Landscape Character Unit (LCU)

LCUs	Residual Landscape Impact Without Mitigation Measure		Recommended Mitigation Measures	Residual Landscape Impact With Mitigation Measures
LCUs	Construction Stage	Operation Stage	Recommended Mitigation Measures	Construction Stage	Operation Stage
LCU1	Substantial adverse	Substantial adverse	LMM1 to LMM6 - New planting along the newly redefined coastline as a compensation to the intrusion of the existing coastline.	Moderate adverse	Moderate adverse
LCU2	Very slight adverse	Very slight adverse	LMM1 to 4 & 6 to soften the hard edges and to compensate the trees to be felled.	Very slight adverse	Very slight adverse
LCU3A	Negligible (no interaction)	Negligible (no interaction)	-	Negligible (no interaction)	Negligible (no interaction)
LCU3B	Negligible (no interaction)	Negligible (no interaction)		Negligible (no interaction)	Negligible (no interaction)
LCU4	Negligible (no interaction)	Negligible (no interaction)	-	Negligible (no interaction)	Negligible (no interaction)
LCU5	Very slight adverse	Very slight adverse	LMM1 to 6 to provide more greenery for visitors in this area in the future.	Negligible	Negligible

Table 10.11 Summary of Residual Landscape Impact with recommended mitigation measure – Landscape Resources (LE)

LCUs	Residual Landscape Impact Without Mitigation Measure		Recommended Mitigation Measures	Residual Landscape Impact With Mitigation Measures
LCUs	Construction Stage	Operation Stage	Recommended Mitigation Measures	Construction Stage	Operation Stage
LE1	Substantial adverse	Substantial adverse	LMM1 to LMM6- to compensate the lost of felled trees	Negligible (affected trees are permanently removed)	Negligible
LE2	Negligible (no interaction)	Negligible (no interaction)	-	Negligible (no interaction)	Negligible (no interaction)
LE3	Very slight adverse	Very slight adverse	LMM1 to 4, 6 to 9 to adopt similar finishing scheme of existing road to the proposed road can reduce the level of intrusion by blending the elevated road into the surrounding	Negligible	Negligible
LE4	Substantial adverse	Substantial adverse	LMM1 to LMM6- to minimalism further disturbance to the open water. Screen planting to soften the edge of the reclaimed land and as a compensation to the lost of open water	Substantial adverse	Substantial adverse
LE5	Substantial adverse	Substantial adverse	LMM1 to LMM6 and 9- ne coastline with screen planting to soften the edge of the reclaimed land and as a compensation to the lost of coastline	Substantial adverse	Substantial adverse
LE6	Substantial adverse	Substantial adverse	LMM1 to LMM6- to minimalism further disturbance to the open water. Screen planting to soften the edge of the reclaimed land and as a compensation to the lost of open water	Substantial adverse	Substantial adverse
LE7	Negligible (no interaction)	Negligible (no interaction)	-	Negligible (no interaction)	Negligible (no interaction)

Table 10.12 Summary of Residual Visual Impact with recommended mitigation measure

VSRs	Residual Visual Impact Without Mitigation Measures		Recommended Mitigation Measures	Residual Visual Impact With Mitigation Measures
VSRs	Construction stage	Operation stage	Recommended Mitigation Measures	Construction stage	Operation stage
VSR1	Substantial adverse	Substantial adverse	LMM2 to 8 To reduce the level of visual intrusion by adapting the similar design of the existing elevated roads and to soften /screen the columns by planting	Moderate adverse	Moderate adverse
VSR2	Moderate adverse	Moderate t adverse	LMM 2 to 8	Slight adverse	Slight adverse
VSR3	Moderate adverse	Moderate adverse	LMM 1 to 9	Slight adverse	Slight adverse
VSR4	Substantial adverse	Substantial adverse	LMM 1 to 9 Advance screen planting to reduce the level of visual intrusion during construction stage and benefits from bigger size trees as buffer planting during operational stage	Moderate adverse	Moderate adverse
VSR5	Slight adverse	Slight adverse	LMM 2 to 9	Very slight adverse	Very slight adverse
VSR6	Moderate adverse	Moderate adverse	LMM 2 to 8	Slight adverse	Slight adverse
VSR7	Substantial adverse	Substantial adverse	LMM 1 to 9 Advance screen planting to reduce the level of visual intrusion during construction stage and benefits from bigger size trees as buffer planting during operational stage	Moderate adverse	Moderate adverse
VSR8	No interaction	Moderate adverse	LMM 2 to 9 Benefit from advance screen planting during operational stage	No interaction	Slight adverse

Species	Form	Colour	Size
-Casuarinas equisetifolia	Conical	Light green	Heavy standard
-Hibiscus tiliaceous	Oval ball	Dark green	Heavy standard
-Delonix regia	Spreading free	Medium green	Heavy standard
-Bauhinia spp	Open free	Medium green	Heavy standard
-Cerbera manghas	Oval ball	Dark standard	Standard
-Ficus elastica	Spreading free	Dark standard	Standard
-Roystonea regia	Palm	Light green	5 M High
-Phoenix roebelenii	Palm	Medium green	5 M High
-Archontophoenix alexandrae	Palm	Medium green	5 M High

LMM	Description of Landscape Mitigation Measure	Programming	Funding and Implementation Agent	Management and Maintenance Agent
LMM	Description of Landscape Mitigation Measure	Programming	Funding and Implementation Agent	Management and Maintenance Agent
LMM1	Provide advance screen planting, if possible subject to detailed design stage and minimize felling of existing road side trees	Construction stage	Project Proponent / Contractor	Contractor
LMM2	Sensitively designed site hoarding in both colour and form to help screen views of construction works	Construction stage	Project Proponent / Contractor	Contractor
LMM3	Operational time restrictions to limit after-dark welding and lighting	Construction stage	Project Proponent / Contractor	Contractor
LMM4	Minimize night time glaze, only applied for safety, limit light intensity on site	Construction and Operation stage	Project Proponent / Contractor	Contractor
LMM5	Selection of fast growing, wind and salt tolerated, broad canopy trees and lower story shrub mixes	Design Stage	Project Proponent	LCSD(Confirmed)
LMM6	Provide planting along the edges of reclamation, at low level of columns/abutments at the reclamation area to soften and screen the bridge structures and columns	Design Stage	Project Proponent	LCSD(Confirmed)
LMM7	Design edge parapets and columns of bridge structures in similar shape and colour to existing bridge structures in the Sunny Bay interchange area	Design Stage	Project Proponent	Highways Department (Confirmed)
LMM8	Provide rib pattern finish to concrete columns	Design Stage	Project Proponent	Highways Department (Confirmed)
LMM9	Provide cladding panels, in glass fibre reinforced concrete with rubble stone patterns subjected to detailed design, at columns and abutment walls support the steel decking section of Slip Roads 5 and 6	Design Stage	Project Proponent	Highways Department (Confirmed)

Description	Disturbance	Compatibility with surrounding	Duration of impacts	Reversibility of change	Magnitude of Change
LCU1 - Yam O Wan	Approximately 3 ha. reduction of the embay area of Yam O Wan	Not compatible	Throughout construction period	Irreversible	High
LCU2 – Existing Transport Corridor	Pier foundations are located at the central median and in close proximity to NLH and AEL and existing vegetation need to be removed.	Medium compatible	Throughout construction period	Irreversible	Low
LCU3A – Green Belt of Tai Shan and Tai Yam Teng	No interaction	Not compatible	No interaction	No interaction	Negligible
LCU3B - Conservation area of Luk Keng Headland and Cheng Sok Island	No interaction	Not compatible	No interaction	No interaction	Negligible
LCU4 - Existing Utility Facilities	No interaction	Medium compatible	No interaction	No interaction	Negligible
LCU5 - Temporary Sunny Bay PTI/Future Tourism Area Gateway	Temporary construction arrangement	Medium compatible	Throughout construction period	Irreversible	Low

LEs	Type of Landscape Resources	Total area/nos. within the project area	Total Area/ Nos. interacted with the project Area	Compatibility with surrounding	Duration of Impacts	Reversibility of change	Magnitude of Change
LE1	Road side tree	Approx. 111 nos.	58 nos. to be fell	Not compatible	Throughout construction period	Irreversible	Moderate
LE2	Industrial/Utility	Approx. 2 ha	No interaction	Medium compatible	No interaction	No interaction	Negligible
LE3	Existing Roadway	Approx. 20 ha.	Pier foundations are located at the central median and in close proximity to NLH and AEL	Medium compatible	Throughout construction period	Irreversible	Low
LE4	Open Water	Approx. 67 ha.	Approx. 2 ha.	Not compatible	Throughout construction period	Irreversible	High
LE5	Coastline	Approx. 4000m long	Approx. 550m Long	Not compatible	Throughout construction period	Irreversible	High
LE6	Log Pond	Approx. 22 ha.	Approx. 1 ha.	Not compatible	Throughout construction period	Irreversible	High
LE7	Woodland	Approx. 245 ha.	No interaction	Not compatible	No interaction	No interaction	Negligible

Landscape Character Unit	Sources of Impact	Magnitude of Change		Landscape Sensitivity	Impact Characteristic during Construction Phase	Impact Characteristic during Operation Phase
Landscape Character Unit	Sources of Impact	Construction	Operation	Landscape Sensitivity	Impact Characteristic during Construction Phase	Impact Characteristic during Operation Phase
LCU1– Yam O Wan	Construction and reclamation	High	High	High	Substantial adverse	Substantial adverse
LCU2 – Existing Transport Corridor	Construction of proposed structure	Low	Low	Low	Very slight adverse	Very slight adverse
LCU3A– Green Belt of Tai Shan and Tai Yam Teng	No interaction	Negligible	Negligible	High	Negligible	Negligible
LCU3B – Conservation Area of Luk Keng Headland and Cheung Sok Island	No interaction	Negligible	Negligible	High	Negligible	Negligible
LCU4 – Existing Utility Facilities	No interaction	Negligible	Negligible	Low	Negligible	Negligible
LCU5 - Temporary Sunny Bay PTI/Future Tourism Area Gateway	Construction and reclamation	Low	Low	Low	Very slight adverse	Very slight adverse

Landscape Resources	Sources of Impact	Magnitude of Change		Landscape Sensitivity	Impact Characteristic during Construction Phase	Impact Characteristic during Operation Phase
Landscape Resources	Sources of Impact	Construction	Operation	Landscape Sensitivity	Impact Characteristic during Construction Phase	Impact Characteristic during Operation Phase
LE1 - Roadside Tree	Construction of proposed structure	Moderate	Moderate	High	Substantial adverse	Substantial adverse
LE2 - Industrial Utility	No interaction	Negligible	Negligible	Low	Negligible	Negligible
LE3 – Existing Roadway	Construction of proposed structure	Low	Low	Low	Very slight adverse	Very slight adverse
LE4– Open Water	Construction and reclamation	High	High	High	Substantial adverse	Substantial adverse
LE5 – Coastline	Construction and reclamation	High	High	High	Substantial adverse	Substantial adverse
LE6 – Log Pond	Construction and reclamation	High	High	High	Substantial adverse	Substantial adverse
LE7 - Woodland	No interaction	Negligible	Negligible	High	Negligible	Negligible

Scope and Contents

Baseline Study

Review of Planning and Development Control Framework

Methodology for Visual Impact Assessment

Recommendation for Mitigation Measure

Residual landscape and visual impact

Alternative alignment for the Project

Life cycle of the Proposed Project

Key View Points

Concurrent Projects and Other Development

Baseline landscape resources

Baseline Visual Resources

Statutory Planning Framework

Non-statutory Planning Context

Background Information

Landscape Impact Assessment

Visual Impact Assessment

Background Information

Landscape Impact Assessment

Construction

Operation

Construction and reclamation

Construction

Operation

Construction of proposed structure

No interaction

Visual Impact Assessment

VSRs

Quantity of VSR

Viewer Group

Value of Existing Views

Availability and amenity of alternative view

Receiver Sensitivity

Magnitude of Change

Impact characteristic during construction stage

Impact characteristic during operation stage

Construction

Operation

VSR1 – North Lantau Highway and Railway

Large

Passenger

High

Medium

High

Moderate

Moderate

Substantial adverse

Substantial adverse

VSR2 – Existing Link Roads 1 to 4

Large

Passenger

Medium

Medium

Medium

Moderate

Moderate

Moderate adverse

Moderate adverse

VSR3 – Marine Traffic within Yam O Wan

Small

Workers

Medium

Medium

Medium

Moderate

Moderate

Moderate adverse

Moderate adverse

VSR4 – Luk Keng and Cheung Sok Island

Small

Recreational

Medium

Medium

High

High

High

Substantial adverse

Substantial adverse

VSR5 –Temporary Sunny Bay PTI

small