4.1
The potential landscape and visual impacts during the
construction and operation stages are presented in this chapter.
4.2
Landscape and visual impacts assessment are assessed in
accordance with the criteria and guidelines as stated in Annexes 10 and 18 of
the TM and the EIAO Guidance Note No.8/2010 on “Preparation of Landscape and
Visual Impact Assessment under the Environmental Impact Assessment Ordinance”.
Scope
and Content of the Study
Project Description
4.3
Under the Project, major elements during the construction and operation phases
that are of key landscape and visual concern include:
a)
Noise Mitigation Measures (NMM) at Portal 1A;
b) Demolition
of existing Cheong Wan Road Viaduct and construction of new Realigned Cheong Wan Road (CWR);
c) North Side Ventilation Shafts
(NSVS) at the north of Hung Hom Station;
d) South Side
Ventilation Shafts (SSVS) at the south of Hung Hom Station;
e) Cooling Tower (CT) at the south of Hung
Hom Station;
f) Barging Point (BP) at Hung Hom
Freight Pier;
g) Temporary
works area at Hung Hom Podium and Freight Terminal (TWA1); and
h) Temporary
works area for Tunnel Construction at Chatham Road Interchange (TWA2).
4.4
Details of the Project are described in Chapter 3 of the
Report.
4.5
The assessment area for landscape impact assessment includes
all areas within a 100m distance from the Project alignment and of all at grade works sites, including works areas away from the Project
alignment. The assessment area for the visual impact assessment is defined by
the visual envelope of the Project. The
landscape and visual impact study boundary is shown in Figure NEX2213/C/361/ENS/M54/501/A and Figure NEX2213/C/361/ENS/M54/502/A.
Review of Planning Framework
4.6
Relevant outline development plan(s), outline zoning
plan(s), layout plan(s) or planning briefs and studies which may identify areas
of high landscape value and visually sensitive areas are reviewed. The aim is to gain an insight to the future
outlook of the area affected so as to assess whether the Project can fit into
the surrounding setting. Any conflicts
with statutory town plan(s) are highlighted and appropriate follow-up actions
are recommended.
Landscape Impact Assessment
4.7
The existing landscape resources and character within the
assessment area are described, appraised, analyzed and evaluated. A system is derived for judging landscape and
visual impact significance as required under the EIAO TM. The sensitivity of
the landscape framework and its ability to accommodate change are particularly
focused on. The degree of compatibility
of the Project with the existing and planned landscape setting is
identified. The landscape impact
assessment evaluates the potential landscape impact so as to illustrate the
significance of such impacts arising from the proposed Project. Clear mapping of the baseline landscape
resources, landscape character areas and the landscape impact are provided.
Visual Impact Assessment
4.8
The visual impacts of the
projects are assessed. For above ground
ancillary structures and at grade works areas of the Project, clear
illustrations including mapping of visual impact are provided. The assessment adopts a systematic
methodology and includes the following:
(i) Identification and plotting of visual
envelope of the proposed Project within the study area;
(ii) Identification
of the key groups of sensitive receivers within the visibility envelope and
their views at both ground level and elevated vantage points;
(iii) Description of the visual compatibility
of the Project with the surrounding and the planned setting, and its obstruction
and interference with the key views of the adjacent areas. Among other
receivers, sensitive receivers include nearby residents;
(iv) Description of the severity of visual impacts in terms of
distance, nature and number of sensitive receivers. The visual impacts of the
Project with and without mitigation measures are included so as to demonstrate
the effectiveness of the proposed mitigation measures; and
(v) Clear
evaluations and explanation with supportive arguments of all relevant factors
considered in arriving at the significant thresholds of visual impact.
Landscape and Visual Mitigation Measures
4.9
The merit of preservation in
total, in parts or total destruction of existing landscape and the
establishment of a new landscape character are evaluated. The mitigation measures proposed are not only
concerned with damage reduction but also include consideration of potential
enhancement of the existing landscape and visual quality. Mitigation measures to minimize the adverse
effects identified above, including provision of a landscape design are
recommended.
4.10
The mitigation measures include
the preservation of vegetation, transplanting of trees of high amenity value,
provision of screen planting, roof greening, reinstatement of disturbed lands,
compensatory planting, re-provisioning of amenity areas and open spaces, design
of structure, provision of finishes to structure, colour scheme and texture of
material used, design integration of new station with existing station where
applicable, minimization of additional land intake, sensitive design of station
and related structures appropriate for the harbourfront setting, and any
measures to mitigate the disturbance of the existing land use. Parties are identified for the on-going
management and maintenance of the proposed mitigation works to ensure their
effectiveness throughout the operation phase of the Project. A practical
programme and funding proposal for the implementation of the recommended
measures are provided.
Significance of Landscape and
Visual Impact
4.11
Annotated illustration such as
coloured perspective drawings, plans and section/elevation, photographs taken
at vantage points and computer-generated photomontage are adopted where
appropriate to illustrate the significance of the landscape and visual impacts
of the above ground ancillary structures of the Project.
Environmental Legislation,
Standards and Guidelines
4.12
The following legislation,
standards and guidelines are applicable to landscape and visual impact
assessment associated with the construction and operation of the project:
·
Environmental Impact Assessment
Ordinance (Cap.499.S.16) and the Technical Memorandum on EIA Process (EIAO TM),
particularly Annexes 10 and 18;
·
Environmental Impact Assessment
Ordinance Guidance Note 8/2010;
·
Town Planning Ordinance (Cap
131);
·
LAO Practice Note 7/2007 - Tree
Preservation and Tree Removal Application for Building Development in Private
Projects
·
·
ETWB TC No. 25/92 - Allocation of
Space for Urban Street Trees;
·
ETWB TC No. 23/93 – Control of
Visual Impact of Slopes;
·
ETWB TC No. 12/2000 – Improvement
to the Appearance of slopes in connection with ET WBTC 23/93;
·
ETWB TC No. 30/2001 – Capital
Works for Maintenance Works (including Tree Planting) Within or Adjacent to the
Kowloon Canton Railway (
·
ETWB TC No. 7/2002 – Tree
Planting in Public Works;
·
ETWB No. 36/ 2004 - Advisory
Committee on the Appearance of Bridges and Associated Structures (ACABAS);
·
ETWB TCW No. 13/2003A - Guidelines
and Procedures for Environmental Impact Assessment of Government Projects and
Proposals Planning for Provision of Noise Barriers;
·
ETWB TCW No. 2/2004 - Maintenance
of Vegetation and Hard Landscape Features;
·
ETWB TCW No. 29/2004 -
Registration of Old and Valuable Trees, and Guidelines for their Preservation;
·
ETWB TCW No. 3/2006 - Tree
Preservation;
·
Land Administration Office
Instruction (LAOI) Section D-12 - Tree Preservation;
·
GEO Publication (1999) – Use of
Vegetation as Surface Protection on Slopes;
·
GEO 1/2000 – Technical Guidelines
on Landscape Treatment and Bio-engineering of Man-made Slopes and Retaining
Walls; and
·
Study on Landscape Value Mapping
of
4.13
The Outline Zoning Plans (OZPs)
gazetted under the Town Planning Ordinance provide the statutory framework for
land use development. The current OZPs
relevant to the Project are as follows: -
·
Approved Tsim Sha Tsui (KPA 1)
Outline Zoning Plan No. S/K1/26 (6.5.2011);
·
Draft Yau Ma Tei (KPA 2) Outline
Zoning Plan No. S/K2/21 (29.10.2010);
·
Draft Mong Kok (KPA 3) Outline
Zoning Plan No. S/K3/28 (17.9.2010);
·
Approved Ho Man Tin (KPA 6&7)
Outline Zoning Plan No. S/K7/21 (12.8.2011) and
·
Approved Hung Hom (KPA 9) Outline
Zoning Plan No. S/K9/24 (5.10.2010).
4.14
The landscape impacts have been
assessed according to the following procedures.
·
Identification of the baseline
landscape resources and landscape characters found within the study area. This is achieved by site visits
and desktop study of topographical maps, information databases and
photographs.
·
Assessment of the degree of
sensitivity of the landscape resources and landscape character areas. This is influenced by a number of
factors including whether the resource/character is common or rare, whether it
is considered to be of local, regional, national or global importance, whether
there are any statutory or regulatory limitations/ requirements relating to the
resource, the quality of the resource/character, the maturity of the resource
and the ability of the resource/character to accommodate change.
The sensitivity of each landscape feature and
character area is classified as follows:
|
High: |
Important landscape or landscape resource of particularly
distinctive character or high importance, sensitive to relatively small
change. |
|
Medium: |
Landscape or landscape resource of moderately valued
landscape characteristics reasonably tolerant to change. |
|
Low: |
Landscape or landscape resource, the nature of which is
largely tolerant to change. |
·
Identification of potential
sources of landscape impacts. These are the various elements of
the construction works and operation procedures that would generate landscape
impacts.
·
Identification of the magnitude
of landscape impacts. The magnitude of the impact (or
magnitude of change) depends on a number of factors including the physical
extent of the impact, the landscape and visual context of the impact, the
compatibility of the project with the surrounding landscape; and the time-scale
of the impact - i.e. whether it is temporary (short, medium or long term),
permanent but potentially reversible, or permanent and irreversible. Landscape impacts are quantified wherever
possible.
The magnitude of landscape
impacts is classified as follows:
|
Large: |
The landscape or landscape resource would suffer a major
change. |
|
Intermediate: |
The landscape or landscape resource would suffer a
moderate change. |
|
Small: |
The landscape or landscape resource would suffer slight or
barely perceptible change. |
|
Negligible: |
The landscape or landscape resource would suffer no
discernible change. |
·
Identification of potential
landscape mitigation measures.
These may take the form of adopting alternative designs or revisions to
the basic engineering and architectural design to prevent and/or minimize
adverse impacts; remedial measures such as colour and textural treatment of
building features; and compensatory measures such as the implementation of
landscape design measures to compensate for unavoidable adverse impacts and to
attempt to generate potentially beneficial long term impacts. A programme for the mitigation measures is
provided. The agencies responsible for
the funding, implementation, management and maintenance of the mitigation
measures are identified.
·
Prediction of the significance of
landscape impacts before and after the implementation of the mitigation
measures. By synthesizing the magnitude of the various
impacts and the sensitivity of the various landscape resources, it is possible
to categorise impacts in a logical, well-reasoned and consistent fashion. Table 4.1 shows the rationale for dividing
the degree of significance into four thresholds, namely insubstantial, slight,
moderate, and substantial, depending on the combination of a
negligible-small-intermediate-large magnitude of impact and a low-medium-high
degree of sensitivity of landscape resource /character.
Table 4.1 Relationship
between Landscape Sensitivity and Impact Magnitude in Defining Impact
Significance
|
Magnitude
of Impact (Both Adverse and Beneficial Impact are assessed.) |
Large |
Moderate |
Moderate
/ Substantial |
Substantial |
|
Intermediate |
Slight
/ Moderate |
Moderate |
Moderate
/ Substantial |
|
|
Small |
Insubstantial
/ Slight |
Slight
/ Moderate |
Moderate |
|
|
Negligible |
Insubstantial |
Insubstantial |
Insubstantial |
|
|
|
Low |
Medium |
High |
|
|
Sensitivity of Landscape Resource and Landscape Character Area |
||||
Note: All impacts are Adverse unless otherwise noted
with Beneficial.
The significance of landscape
impacts is categorized as follows:
|
Substantial: |
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 existing landscape
quality. |
|
Insubstantial: |
No discernible change in the existing landscape quality. |
·
Prediction of Acceptability of
Impacts. An overall assessment of the acceptability,
or otherwise, of the impacts according to the five criteria set out in Annex 10
of the EIAOTM.
4.15
The assessment of visual
impacts has involved the following procedures.
·
Identification of the Zones of
Visual Influence (ZVI) during the construction and operation phases of the
project. This is achieved by site visit and desktop
study of topographic maps, photographs and preparation of cross-sections to
determine visibility of the project from various locations.
·
Identification of the VSRs within
the ZVIs at construction and operation phases.
These are the people who would reside within, work within, play within,
or travel through, the ZVIs.
·
Assessment of the degree of
sensitivity of the VSRs.
Factors considered include:
Ø
the type of VSRs, which is
classified according to whether the person is at home, at work, at play, or
travelling. Those who view the impact
from their homes are considered to be highly sensitive as the attractiveness or
otherwise of the outlook from their home will have a substantial effect on
their perception of the quality and acceptability of their home environment and
their general quality of life. Those who
view the impact from their workplace are considered to be only moderately
sensitive as the attractiveness or otherwise of the outlook will have a less
important, although still material, effect on their perception of their quality
of life. The degree to which this
applies depends on whether the workplace is industrial, retail or
commercial. Those who view the impact
whilst taking part in an outdoor leisure activity may display varying
sensitivity depending on the type of leisure activity. Those who view the impact whilst travelling
on a public thoroughfare will also display varying sensitivity depending on the
speed of travel.
Ø
other factors which are
considered (as required by EIAO GN 8/2010) include the value and quality of
existing views, the availability and amenity of alternative views, the duration
or frequency of view, and the degree of visibility.
The sensitivity of VSRs is
classified as follows:
|
High: |
The VSR is highly sensitive to any change in their viewing
experience. |
|
Medium: |
The VSR is moderately sensitive to any change in their
viewing experience. |
|
Low: |
The VSR is only slightly sensitive to any change in their
viewing experience. |
·
Identification of relative
numbers of VSRs. This is
expressed in terms of whether there are “many“, “medium” and “few” VSRs in any
one category of VSR.
·
Identification of potential
sources of visual impacts.
These are the various elements of the construction works and operation
that would generate visual impacts.
·
Assessment of the potential
magnitude of visual impacts.
Factors considered include:
Ø
the compatibility with the
surrounding landscape,
Ø
the duration of the impact,
Ø
the reversibility of the impact,
Ø
the scale of the impact and
distance of the source of impact from the viewer, and
Ø
the degree of visibility of the
impact, and the degree of which the impact dominates the field of vision of the
viewer.
The magnitude of visual impacts
is classified as follows:
|
Large: |
The VSRs would suffer a major change in their viewing
experience. |
|
Intermediate: |
The VSRs would suffer a moderate change in their viewing
experience. |
|
Small: |
The VSRs would suffer a small change in their viewing
experience. |
|
Negligible: |
The VSRs would suffer no discernible change in their
viewing experience. |
·
Identification of potential
visual mitigation measures.
These may take the form of adopting alternative designs or revisions to
the basic engineering and architectural design to prevent and/or minimize
adverse impacts; remedial measures such as colour and textural treatment of
building features; tree planting to screen the proposed above ground
structures, integration of new station works with the existing Hung Hom Station
and minimization of additional land intake and sensitive station design
appropriate for the harbourfront setting.
A programme for the mitigation measures is provided. The agencies responsible for the
implementation, management and maintenance of the mitigation measures are
identified.
·
Prediction of the significance of
visual impacts before and after the implementation of the mitigation measures.
By synthesizing the magnitude of the various visual impacts and the
sensitivity of the VSRs, and the numbers of VSRs that are affected, it is
possible to categorise the degree of significance of the impacts in a logical,
well-reasoned and consistent fashion. Table 4.2 shows the rationale for dividing
the degree of significance into four thresholds, namely, insubstantial, slight,
moderate and substantial, depending on the combination of a
negligible-small-intermediate-large magnitude of impact and a low-medium-high
degree of sensitivity of VSRs.
Table 4.2 Relationship
between Visual Receptor Sensitivity and Impact Magnitude in Defining Impact
Significance
|
Magnitude
of Impact (Both Adverse and Beneficial Impact are assessed.) |
Large |
Moderate |
Moderate
/ Substantial |
Substantial |
|
Intermediate |
Slight
/ Moderate |
Moderate |
Moderate
/ Substantial |
|
|
Small |
Insubstantial
/ Slight |
Slight
/ Moderate |
Moderate |
|
|
Negligible |
Insubstantial |
Insubstantial |
Insubstantial |
|
|
|
Low |
Medium |
High |
|
|
Sensitivity
of Visually Sensitive Receivers (VSRs) |
||||
Note: All impacts are Adverse unless otherwise noted
with Beneficial.
The significance of visual
impacts is categorized as follows:
|
Substantial: |
Adverse / beneficial impact where the proposal would cause
significant deterioration or improvement in existing visual quality. |
|
Moderate: |
Adverse / beneficial impact where the proposal would cause
a noticeable deterioration or improvement in existing visual quality. |
|
Slight: |
Adverse / beneficial impact where the proposal would cause
a barely perceptible deterioration or improvement in existing visual quality. |
|
Insubstantial: |
No discernible change in the existing visual quality. |
·
Prediction of Acceptability of
Impacts. An overall assessment of the acceptability, or
otherwise, of the impacts according to the five criteria set out in Annex 10 of
the EIAOTM.
Review of planning control
framework
4.16
A review of the existing and
planned development framework, including relevant outline development plan(s),
outline zoning plan(s), layout plan(s) or planning briefs and studies
(including Hung Hom District Study), for the proposed works and for the
surroundings has been considered. It
aims to gain an insight to the outlook of the area affected, identify potential
resources and sensitive receivers and evaluate the compatibility between the
Project and the existing and planned landuse setting.
4.17
The Study Area is covered by
Approved Tsim Sha Tsui (KPA 1) Outline Zoning Plan No. S/K1/26 (6.5.2011),
Draft Yau Ma Tei (KPA 2) Outline Zoning Plan No. S/K2/21 (29.10.2010), Draft
Mong Kok (KPA 3) Outline Zoning Plan No. S/K3/28 (17.9.2010), Approved Ho Man
Tin (KPA 6&7) Outline Zoning Plan No. S/K7/21 (12.8.2011) and Approved Hung
Hom (KPA 9) Outline Zoning Plan No. S/K9/24 (5.10.2010). The review of OZPs has not only included a
review of the plans, but also of the ‘Notes’ and “Explanatory Statements’ which
accompany these plans. The proposed development are overlaid on the affected
OZPs are shown in Figure
NEX2213/C/361/ENS/M54/510/A.
4.18
Most of the proposed elements of
the project are generally located within the Other Uses (OU) Zone of Approved
Tsim Sha Tsui (KPA 1) Outline Zoning Plan No. S/K1/26 and Draft Yau Ma Tei (KPA
2) Outline Zoning Plan No. S/K2/21. The
OU Zones are characterized by the Hung Hom Station Railway Terminus, railway
corridor, Bus Terminus, Multi-story Car Park, Indoor Stadium, Commercial
Facilities and Railway Pier. Elements
proposed within the OU Zone include part of Cooling Tower (part of the Cooling
Tower is located within Government, Institution and Community (G/IC) Zone), two
banks of ventilation shafts at the north and south end of the Station Podium
edge and Noise Mitigation Measures at Portal 1A. The proposed building and structures under
this Project are within the permissible building height limits specified under
these OZPs.
4.19
The urban design scheme of the
Hung Hom District Study has already taken into account on the planned railway
development in the area. In general, the
proposed project would not be in conflict with the overall urban design and
planning intention. The proposed
elements are railway associated facilities which will not conflict with the
current use and the planned continuous waterfront promenade with leisure,
tourism and commercial activities after relocation of MTRC Freight Yard and
International Mail Centre identified in the Hung Hom District Study.
4.20
Having reviewed the OZPs, the
associated Notes and Explanatory Statements, it is considered that the proposed
development would fit in well with the current and future planning settings and
would not conflict with statutory town plans of areas.
4.21
The baseline condition of
existing landscape resources are described below.
Physical Landscape Resources
Landform
4.22
The study area generally
comprises flat urban area with existing man-made slopes at both sides of the
railway track. There is no natural
topographical feature which is of any interest.
Water
Body
4.23
Apart from
Open
Spaces
4.24
The study area is a densely
urbanized area with a few number of open spaces identified, varying from small
gardens such as Oi Sen Path Rest Garden, Princess Margaret Road Garden and
Winslow Street Playground to large recreation ground such as King’s Park Sports
Ground. In general, within a densely
urbanized area, all public open spaces are considered to be of high value and
sensitivity due to their importance as landscape resources within the city.
Amenity
Area
4.25
There are a number of roadside
amenity areas found within the study area.
These areas comprise of primarily amenity trees and shrubs planted in
confined planting beds.
Existing
Trees
4.26
A broad brush tree survey has
been carried out within the study area. There are approximately 1,170 no. of
trees within the works area boundary.
None of these are Registered Old and Valuable Trees in the records of Leisure
and Cultural Services Department. There
are no rare species or endangered species but only common species. The dominant species are Bauhinia blakeana, Bauhinia
variegata, Caryota mitis, Erythrina variegata, Ficus benjamina, Livistona
chinensis, Broussonetia papyrifera,
Caryota ochlandra and Macaranga tanarius. Of these trees, approximately 3% are large
trees (Trunk Dia. > 0.29m), 22% are medium trees (Trunk Dia. > 0.14m) and
75% are small trees (Trunk Dia. < 0.14m) and approximately 8% are in good
form and health, 65% are in medium form and health and 27% are in poor form and
health. Many of the trees are found
within roadside amenity areas. They are
generally of medium amenity value and sensitivity.
4.27
Apart from trees and shrub
planting found in the amenity areas and open spaces, there are no other
vegetation which is of significant landscape value.
Human and Cultural Landscape Resources
4.28
There is no cultural landscape
element of interest within the study area.
4.29
The details of baseline landscape
resources which will be potentially affected by the development, together with
their sensitivity are described in Table 4.3. The locations of baseline
landscape resources are mapped in Figure
NEX2213/C/361/ENS/M54/520/A. Photo views illustrating the
landscape resources within the study area are illustrated in Figure
NEX2213/C/361/ENS/M54/521/A
and 522/A.
Table 4.3 Landscape
Resources and Their Sensitivity
|
Landscape Resources |
Descriptions |
Sensitivity |
|
|
LR1.1 |
Roadside Amenity Areas at |
Roadside Amenity Planting at Chatham Road Interchange consists of
trees and shrubs planting. Dominant
tree species include Acacia
auriculiformis, Bauhinia blakeana,
Caryota ochlandra, Livistona chinensis and Macaranga tanarius. Trees in this area are 2-14 metres in
height; crown spread 1–8 metres; trunk diameters 100–760 mm with low to
medium amenity value. |
Medium |
|
LR1.2 |
Roadside Amenity Areas along Cheong Wan Road |
Roadside Amenity Area at |
Medium |
|
LR1.3 |
Roadside Amenity Areas at |
Roadside Amenity Areas at |
Medium |
|
LR1.4 |
Roadside Amenity Areas at |
Roadside Amenity Areas at |
Medium |
|
LR2 |
Amenity Areas at Oi Sen
Path |
Amenity Areas at Oi Sen Path consist of common trees and shrubs
planting. Dominant tree species include Albizia lebbek, Bauhinia variegata, Litsea
glutinosa and Melia azedarach. Trees in this area are
2-4 metres in height; crown spread 1-3 metres; trunk diameters around 100 mm with low to medium amenity value. |
Medium |
|
LR3 |
Sport Field and associated
amenity areas inside Hong Kong Polytechnic University (HKPU) |
This LR comprises of Keith Legg Sports Field and associated amenity
areas such as multiple
sport grounds, amenity space, rest garden. Soft landscape resources in this
areas are mainly buffer tree planting along the edge of HKPU. Dominant tree species include Albizia lebbek, Bauhinia purpurea, Delonix regia, Melaleuca leucadendron and Ficus microcarpa. Trees in this area are 3-12 metres in height; crown spread 3-10 metres; trunk diameters 200-500mm. These trees are in good
form and high amenity value. |
High |
|
LR4 |
Amenity Areas at |
Amenity Areas at Hong Kong Coliseum consist of roadside trees and
shrubs planting. They are planted in
raised planter with common species. Tree species include Ailanthus fordii, Erythrina variegata, Ficus
microcarpa, Juniperus chinensis cv.
Kaizuca and Thevetia peruviana.
Trees in this area are
2.5-9 metres in height; crown spread 1.5-3.5 metres; trunk diameters 100-330 mm with medium
amenity value. |
Medium |
|
LR5 |
Victoria Habour |
The harbour itself is a
valuable physical resource and is the one of the key primary elements that generates the unique landscape and visual identity and
character of |
High |
|
LR6 |
|
|
High |
|
LR7 |
King’s Park Sports
Ground |
This is a district open space of the area which provides both passive
and active recreation activities. Key
features of the park include a large multi-purpose
sports facilities with two grass pitches and one all-weather pitch, rest garden and perimeter buffer tree planting. Trees found in the Sports Ground are in good
form and health. Dominant tree species include Acacia confusa, Bauhinia spp., Ficus microcarpa, Casuarina equisetifolia and Melaleuca leucadendron. Trees in this area are 4-13 metres in height; crown spread 5-10
metres; trunk diameters 150-600mm.
This open space is of district importance and the landscape quality is
high. |
High |
|
LR8 |
|
This is a local open space of the area which provides primarily
passive and active recreation activities.
Key features of the park include a children playground, seating areas and pavilion with perimeter trees
and shrubs planting. Trees found in the Playground are in good
form and health. Dominant tree species include Bauhinia spp., Ficus microcarpa and Michellia
alba. Trees in this area are 3-12 metres in height; crown spread 5-8 metres;
trunk diameters 150-400mm. This open
space is of local importance and the landscape quality is high. |
High |
|
LR9 |
|
This is a garden which is primarily used as plant nursery. A number of mature trees are found at the
perimeter of the garden. Trees found in the Garden are in good
form and health. Dominant tree species include Acacia confusa, Bauhinia spp., Ficus microcarpa, and Melaleuca leucadendron. Trees in this area are 5-12 metres in height; crown spread 4-8 metres;
trunk diameters 200-800mm. This is a
garden of local importance and the landscape quality is medium. |
Medium |
|
LR10 |
Man-made Slope at |
This is a man-made cut slope with mature tree planting. Tree species found include Bauhinia variegata, Broussonetia papyrifera, Acacia confusa, Bombax ceiba and Macaranga
tanarius. Trees in this area are
5-15 metres in height; crown spread 2-5 metres; trunk diameters
100-300mm. Trees are in generally
medium to poor form and health and medium to low amenity value. |
Medium |
|
LR11 |
Oi Sen Path Rest Garden |
This is a small rest garden with a number of benches and
pergolas. Dominant tree species found
include Chrysalidocarpus lutescens. Trees are 3-4 metres in height; crown
spread 1-2metres; trunk diameters 100-150mm.
Trees are in generally medium form and health and medium amenity
value. |
Medium |
Landscape
Character Areas
4.30
Landscape character areas have
been identified within the Study Area in accordance with the Study on Landscape
Value Mapping of Hong Kong. Details and
their sensitivity and ability to accommodate changes are described in Table 4.4.
The extent of landscape character areas within the study area are mapped
in Figure
NEX2213/C/361/ENS/M54/530/A.
Photo views illustrating the landscape character areas are illustrated
in Figures
NEX2213/C/361/ENS/M54/531/A and 532/A.
Table 4.4 Landscape
Character Areas and Their Sensitivity
|
ID No. |
Landscape Characters |
Descriptions |
Sensitivity |
|
LCA01 |
Hung Hom Mixed Modern Comprehensive Urban Development LCA |
This is an area of urban landscape formed by residential development and
service apartment. Lush vegetation is
found in the landscape garden and podium of the development. This is a common landscape character in |
High |
|
LCA02 |
Hung Hom Residential Urban LCA |
This is a landscape character area (LCA) which is largely
given over to residential land use in Hung Hom. It is developed on flat reclaimed land and characterised by its medium to high-rise residential
estates, set amongst open space, together with associated highways,
footbridges, school or community facilities and retail facilities. Vegetation includes roadside trees and
shrubs planting and planting in open spaces and around residential
estates. The result is a fairly
homogenous, ordered landscape comprising largely built elements softened to a
certain extent by the effects of surrounding planting and greenery. This is a high quality landscape in urban
area with high sensitivity. |
High |
|
LCA03 |
|
This is a mixed urban character developed in regular city
grid in Hung Hom. It consists of
mainly retail land use at street level with high/medium-rise commercial or
residential development above. Streets
are often busy with traffic and the large numbers of people using these
areas. Street life is vibrant but with
limited street tree planting and shrub planting in occasional pocket open
spaces. It is a common landscape
character to older reclamations of Hong Kong and |
Low |
|
LCA04 |
Valley Road Miscellaneous Urban Fringe LCA |
This is a transitional landscape character which is
currently undergoing large scale construction and re-development. Many of the areas are vacated platforms
which are awaiting re-development.
This LCA has high ability to
accommodate change and less sensitive to underground railway development.
|
Low |
|
LCA05 |
Ho Man Tin Residential Urban LCA |
This is a LCA which is largely given over to residential
land use in Ho Man Tin. It is
characterised by its medium to high-rise residential estates, set amongst
open space, together with associated highways, footbridges, school or
community facilities and retail facilities.
Vegetation includes roadside planting and planting in open spaces and
around residential estates. The result
is a fairly homogenous, ordered landscape comprising largely built elements
softened to a certain extent by the effects of surrounding planting and
greenery. This is a high quality
landscape in urban area with high sensitivity. |
High |
|
LCA06 |
Hung Hom Transportation Corridor LCA |
This LCA is characterised by the major highways and
railways corridors. Major features
include flyovers, signage gantries, interchange, traffic islands,
footbridges, railway line and associated uses. Between the roads and railways are
landscaped embankments and islands, generally with a semi-mature amenity
vegetation of trees and shrubs. This
type of LCA is common to |
Low |
|
LCA07 |
King’s Park Residential Urban Fringe LCA |
This is a LCA which is largely given over to residential
land use in King’s Park area. It is
characterised by its medium to high-rise residential estates, set amongst
open space, together with associated highways, footbridges, school or
community facilities and retail facilities.
Vegetation includes roadside trees and shrubs planting and planting in
open spaces and around residential estates.
Trees found in open spaces are very mature and high amenity
value. The result is a fairly
homogenous, ordered landscape comprising largely built elements softened to a
certain extent by the effects of surrounding planting and greenery. This is a high quality landscape in urban
area with high sensitivity. |
High |
|
LCA08 |
The |
This LCA is characterised predominantly by university
uses. It generally comprises extensive
complexes of buildings (usually low or medium rise) separated by open areas
used for circulation or public gathering, with a high coverage of semi-formal
landscape and vegetation. Vegetation
found is mature. The landscape quality
is high and the landscape is high sensitivity. |
High |
|
LCA09 |
Tsim Sha Tsui Medium/High- Rise Commercial Urban Landscape |
This landscape character is located on flat, low-lying and
reclaimed land in Tsim Sha Tsui with hotel, commercial and retail uses. It consists of narrow and medium-width
streets organised on a largely orthogonal grid, medium and high-rise
commercial and retail uses, malls with offices above connected by pedestrian
bridges, modern, prestige architecture and limited open space and street tree
planting. It is characterised by a
high sense of enclosure, a predominance of man-made features and artificial
colours, a distinct sense of verticality and busy, vibrant street
activity. It is common landscape with
high ability to accommodate changes.
This type of LCA is generally less sensitive to underground railway
development. |
Low |
|
LCA10 |
|
Victoria Harbour Strait LCA is an area of inshore coastal
water enclosed by significant development on both sides, creating a sense of
enclosure or containment. It is
characterized predominantly by its surrounding dense high-rise development in
|
High |
Visual Envelope
4.31
The visual envelope of the
Project during the construction and operation phases is illustrated in Figure
NEX2213/C/361/ENS/M54/502/A.
Visual envelopes will be identified by site visit and desktop study of
topographic maps and photographs to determine visibility of the project from
various locations. The project will be
within the urban areas in
Visually Sensitive Receivers (VSRs)
4.32
Within the Visual Envelope, a
number of key VSRs have been identified during construction and operation
phase. They are listed, together with
their baseline assessment and sensitivity, in Table 4.5 and mapped in Figure
NEX2213/C/361/ENS/M54/540/A.
Photo views illustrating the VSRs within the study area are shown in Figures
NEX2213/C/361/ENS/M54/541/A to 544/A.
4.33
The sensitivity of VSRs is
assessed in accordance with EIAO Guidance Note No. 8/2010. Key factors including type of VSRs, number of
individuals within the VSRs, quality of existing view, availability of
alternative views, degree of visibility, duration of view and frequency of view
of the VSRs are evaluated.
4.34
Types of VSRs are generally
categorized in accordance with the landuse of the areas where the VSRs are
located. There are 5 types of VSRs. They are Commercial, Institutional, Recreational,
Residential and Travelling VSRs.
4.35
The number of individuals within
each VSRs are estimated. Number of
individuals for all travelling VSRs in busy public through routes is considered
as many except travellers in Oi Sen Path is considered as medium. The number of individuals in VSRs in
high-rise development and residential estates are all considered as many. Number of individuals in commercial and
institutional VSRs in hotels, schools, office building and freight terminal is
considered as medium. Large recreational
ground contains many individuals. Small
sitting out area contain few numbers of individuals.
4.36
The quality of existing views
generally varies from good to poor depending whether the VSRs have a long and
distant view and the orientation of the building windows where the VSRs are
occupying. The quality of existing views
for VSRs who have long distant view, sea view or garden view is considered as
good. VSRs who are facing transport
corridor, transport interchange and workshop with moderate distant view have
fair quality of view.
4.37
Most of the VSRs identified
within the study boundary have alternative views except for OU2 who has
confined view within the work place of the Freight Terminal and T5 Travellers
on MTR East Rail Line who has laterally confined view within the railway
corridor.
4.38
The degree of visibility of VSRs
is described whether the existing VSRs have full view, partial view or glimpse
view to the proposed project. VSRs at
high level would have full view to the project. VSRs at low level or travelling VSRs who
travel at speed would have glimpse view to the project. .
4.39
The duration of view and
frequency of view mainly depend on the nature and the habit of VSRs. Residential VSRs have long duration of view
and frequent view. Recreational and Institutional
VSRs have medium duration of view and occasional view. Travelling VSRs have short duration of view
and occasional to rare frequency of view.
Sensitivity of VSRs
4.40
In general, the sensitivity of
VSRs during construction and operation phases would be the same. Some planned development such as R04 and CDA1
would only exist during operation phase.
The assessment of sensitivity of VSRs is presented in Table
4.5 and described below.
4.41
C1 - C8 are generally commercial
VSRs with people at work in office or people staying in Hotels or services
apartment. Number of individuals are
considered as medium. The quality of
existing views varies from good to fair.
They generally have alternative views and full to partial
visibility. However, they have only
medium duration of view and occasional frequency of view. Their sensitivity is considered as
medium.
4.42
CDA1 is non-residential VSRs
(Commercial, Industrial or Institutional) with medium number of
individuals. The quality of existing
view is considered as fair. They have
alternative views and partial visibility.
As they have medium duration and occasional view, their sensitivity is
considered as medium.
4.43
GIC1 – GIC6 are generally
Institutional VSRs with medium number of individuals. The quality of existing views varies from
good to fair. They have alternative view
and full to partial visibility. However,
they have medium duration and occasional frequency of view. Their sensitivity is considered as
medium.
4.44
O1 – O2 are recreational VSRs
with medium to many number of individuals.
The quality of existing views is considered as good. They have alternative view and partial
visibility. They have medium duration
and occasional frequency of view. Their
sensitivity is considered as high.
4.45
OU1 and OU4 are recreational VSRs
with many to few number of individuals.
The quality of existing view is considered as fair. They have alternative view and partial
visibility. They have medium duration
and occasional to rare frequency of view.
Their sensitivity is considered as medium.
4.46
OU2 and OU3 are institutional
VSRs with few to medium number of individuals.
The quality of existing view is poor.
They would have full visibility, medium to short duration and occasional
to rare frequency of view. Their
sensitivity is considered as low.
4.47
R01 to R09 are residential VSRs
with many number of individuals. The
quality of existing view is generally good and alternative views are
available. They would have partial to full
visibility, long duration and frequent view.
Their sensitivity is considered as high.
4.48
T1 to T8 are travelling VSRs with
medium to many number of individuals.
The quality of existing view varies from good to fair. They all have alternative views except T5 as
their views are only confined to the both sides of the railway corridor. T1 to T8 have glimpse visibility, short
duration and rare to occasional view.
Their sensitivity is considered as low.
Table 4.5 Visually Sensitive Receivers (VSRs) and
Their Sensitivity
|
VSR ID. |
Visually Sensitive
Receiver (VSR) |
Type of VSRs |
Number of Individuals (Many/ Medium/Few) |
Quality of Existing View (Good/Fair/ Poor) |
Availability of
Alternative Views (Yes/No) |
Degree of Visibility (Full/ Partial/ Glimpse) |
Duration of View (Long/ Medium/ Short) |
Frequency of View (Frequent/ Occasional/ Rare) |
Sensitivity (Low, Medium, High) |
|
C1 |
Hotel Nikko |
Commercial |
Medium |
Good |
Yes |
Full |
Medium |
Occasional |
Medium |
|
C2 |
Intercontinental Grand Stanford |
Commercial |
Medium |
Good |
Yes |
Full |
Medium |
Occasional |
Medium |
|
C3 |
|
Commercial |
Medium |
Fair |
Yes |
Partial |
Medium |
Occasional |
Medium |
|
C4 |
China
Travel Cargo Logistics Centre |
Commercial |
Medium |
Fair |
Yes |
Full |
Medium |
Occasional |
Medium |
|
C5 |
|
Commercial |
Medium |
Good |
Yes |
Full |
Medium |
Occasional |
Medium |
|
C6 |
Harbourview Horizon |
Commercial |
Medium |
Good |
Yes |
Full |
Medium |
Occasional |
Medium |
|
C7 |
Harbourfront Horizon |
Commercial |
Medium |
Good |
Yes |
Full |
Medium |
Occasional |
Medium |
|
C8 |
The |
Commercial |
Medium |
Good |
Yes |
Full |
Medium |
Occasional |
Medium |
|
CDA1 |
Future Development at |
Non Residential |
Medium |
Fair |
Yes |
Partial |
Medium |
Occasional |
Medium |
|
GIC1 |
|
Institutional |
Medium |
Good |
Yes |
Full |
Medium |
Occasional |
Medium |
|
GIC2 |
|
Institutional |
Medium |
Fair |
Yes |
Partial |
Medium |
Occasional |
Medium |
|
GIC3 |
Hong Kong Polytechnic
University Teaching Hotel |
Institutional |
Medium |
Good |
Yes |
Partial |
Medium |
Occasional |
Medium |
|
GIC4 |
|
Institutional |
Medium |
Fair |
Yes |
Partial |
Medium |
Occasional |
Medium |
|
GIC5 |
Ma |
Institutional |
Medium |
Fair |
Yes |
Partial |
Medium |
Occasional |
Medium |
|
GIC6 |
Future Development of |
Institutional |
Medium |
Fair |
Yes |
Partial |
Medium |
Occasional |
Medium |
|
O1 |
King’s Park Sport Ground |
Recreational |
Many |
Good |
Yes |
Partial |
Medium |
Occasional |
High |
|
O2 |
King’s Park Service Reservoir
Playground |
Recreational |
Medium |
Good |
Yes |
Partial |
Medium |
Occasional |
High |
|
OU1 |
|
Recreational |
Many |
Fair |
Yes |
Full |
Medium |
Rare |
Medium |
|
OU2 |
Freight Terminal |
Institutional |
Medium |
Poor |
No |
Full |
Medium |
Occasional |
Low |
|
OU3 |
Public Mortuary, Sai Sing,
International and Universal Funeral Parlour |
Institutional |
Few |
Poor |
Yes |
Full |
Short |
Rare |
Low |
|
OU4 |
Chi |
Recreational |
Few |
Fair |
Yes |
Partial |
Medium |
Occasional |
Medium |
|
R01 |
Oi Man Estate |
Residential |
Many |
Good |
Yes |
Full |
Long |
Frequent |
High |
|
R02 |
Parc Palais |
Residential |
Many |
Good |
Yes |
Full |
Long |
Frequent |
High |
|
R03 |
|
Residential |
Many |
Good |
Yes |
Full |
Long |
Frequent |
High |
|
R04 |
Property Development at future
Ho Man Tin Station |
Residential |
Many |
Good |
Yes |
Full |
Long |
Frequent |
High |
|
R05 |
Metropolis Residence |
Residential |
Many |
Good |
Yes |
Full |
Long |
Frequent |
High |
|
R06 |
Harbour Place |
Residential |
Many |
Good |
Yes |
Full |
Long |
Frequent |
High |
|
R07 |
|
Residential |
Many |
Good |
Yes |
Full |
Long |
Frequent |
High |
|
R08 |
Medium Rise Central Hung Hom
Residence |
Residential |
Many |
Good |
Yes |
Partial |
Long |
Frequent |
High |
|
R09 |
Yee Fu and |
Residential |
Many |
Good |
Yes |
Partial |
Long |
Frequent |
High |
|
T1 |
Hung Hom Station |
Travelling |
Many |
Fair |
Yes |
Glimpse |
Short |
Occasional |
Low |
|
T2 |
Hung Hom Station Carpark |
Travelling |
Many |
Fair |
Yes |
Glimpse |
Short |
Occasional |
Low |
|
T3 |
Travellers on Cheong Wan Road |
Travelling |
Many |
Fair |
Yes |
Glimpse |
Short |
Occasional |
Low |
|
T4 |
Travellers on |
Travelling |
Many |
Fair |
Yes |
Glimpse |
Short |
Occasional |
Low |
|
T5 |
Travellers on MTR East Rail
Line |
Travelling |
Many |
Fair |
No |
Glimpse |
Short |
Occasional |
Low |
|
T6 |
Travellers in |
Travelling |
Many |
Good |
Yes |
Glimpse |
Short |
Occasional |
Low |
|
T7 |
Oi Sen Path |
Travelling |
Medium |
Fair |
Yes |
Glimpse |
Short |
Rare |
Low |
|
T8 |
Footbridge Linkage to Hung Hom
Station |
Travelling |
Many |
Fair |
Yes |
Glimpse |
Short |
Occasional |
Low |
Note: R =
Residential; C = Commercial, CDA = Commercial
Development Area, GIC =
Government/Institution/Community, I = Industrials, O = Open space, OU = Others Use; T = Transport related
Sources of Landscape Impacts
4.49
The sources of landscape impacts
due to the Project would create varying levels of landscape impact during the
construction and operation phases.
Potential impacts would result from the temporary and permanent works
during the construction phase and permanent above ground structure elements
during the operation phase.
4.50
The sources of landscape impacts
in the construction phase would include:
·
construction of Noise Mitigation
Measures (NMM) at Portal 1A;
·
demolition of existing Cheong Wan
Road Viaduct and construction of new realigned Cheong Wan Road (CWR);
·
construction of North Side
Ventilation Shafts (NSVS) at the north of Hung Hom Station;
·
construction of South Side
Ventilation Shafts (SSVS) at the south of Hung Hom Station;
·
construction of Cooling Tower
(CT) at the south of Hung Hom Station;
·
temporary works area at Hung Hom
Podium and Freight Terminal (TWA1);
·
construction of cut-and-cover
tunnel works and associated works sites and temporary access road at Chatham
Road Interchange including temporarily alienation of existing amenity area and
slope stabilization works along Oi Sen Path (TWA2);
·
Barging Point (BP) at Hung Hom
Freight Pier;
·
loss of existing trees and other
vegetation during construction; and
·
change of landscape character
temporarily due to the construction works.
4.51
The sources of landscape impacts
in the operation phase would include:
·
operation of Noise Mitigation
Measures (NMM) at Portal 1A;
·
operation of realigned Cheong Wan
Road (CWR);
·
operation of North Side
Ventilation Shafts (NSVS) at the north of Hung Hom Station;
·
operation of South Side
Ventilation Shafts (SSVS) at the south of Hung Hom Station;
·
operation of Cooling Tower (CT)
at the south of Hung Hom Station;
·
permanent removal of existing
trees and other vegetation; and
·
change of landscape character
permanently due to the proposed development.
Magnitude of Landscape
Impacts
4.52
The magnitude of unmitigated
landscape impacts associated with the construction phase and operational phase
of the Project are assessed and described in Table 4.6.
Table 4.6 Magnitude
of Landscape Impacts during Construction and Operation Phases
|
ID No. |
Landscape Resources/ Landscape Character Areas |
Source of Impact from
Project |
Description of Unmitigated Impacts |
Magnitude of Impact (Large/ Intermediate/
Small/ Negligible) |
|
|
Construction |
Operation |
||||
|
LR1.1 |
Roadside Amenity
Areas at |
Construction of cut-and-cover
tunnel and associated works during construction phase. |
During construction phase,
approximately 8,200sqm of the amenity area with shrub planting will be
temporarily alienated. Approximately
416 nos. of trees will be removed during construction. Tree species include Caryota ochlandra, Bauhinia
blakeana, Macaranga tanarius, Melia azeharach and Bauhinia variegata. Affected trees are in the range of 2-14m
high, 1-8m spread and 100-600mm trunk diameter. |
Large |
Large |
|
LR1.2 |
Roadside Amenity
Areas along Cheong Wan Road |
Temporary works areas at Hung
Hom during construction phase |
During construction phase,
approximately 900sqm of amenity areas with shrub planting will be temporarily
alienated. Approximately 27 trees will
be removed. |
Small |
Small |
|
LR1.3 |
Roadside Amenity
Areas at |
Temporary works areas at Hung
Hom during construction phase |
During construction phase,
approximate 1,050 sqm of amenity area will be temporarily alienated. |
Small |
Small |
|
LR1.4 |
Roadside Amenity
Areas at |
Temporary works areas at Hung
Hom during construction phase |
During construction phase,
approximately 540sqm of amenity will be temporarily alienated. |
Small |
Small |
|
LR2 |
Amenity Areas at Oi
Sen Path |
Construction of cut-and-cover
tunnel and associated works including slope works at Oi Sen Path during
construction phase. |
During construction phase, Oi
Sen Path will be temporarily alienated.
Approximately 45 nos. of trees will be removed. Tree species include Albizia lebbek, Bauhinia
variegata, Litsea glutinosa and
Melia azedarach. Affected trees are in the range of 2-4m
high, 1-3m spread and around 100mm trunk diameter. |
Large |
Large |
|
LR3 |
Sport Field and
associated amenity areas inside Hong Kong Polytechnic University (HKPU) |
Nil |
Nil |
Negligible |
Negligible |
|
LR4 |
Amenity Areas at |
Nil |
Nil |
Negligible |
Negligible |
|
LR5 |
|
Nil |
Nil |
Negligible |
Negligible |
|
LR6 |
|
Nil |
Nil |
Negligible |
Negligible |
|
LR7 |
King’s Park Sports
Ground |
Nil |
Nil |
Negligible |
Negligible |
|
LR8 |
|
Nil |
Nil |
Negligible |
Negligible |
|
LR9 |
|
Nil |
Nil |
Negligible |
Negligible |
|
LR10 |
Man-made Slope at |
Temporary works areas for
tunnel construction during construction phase |
During construction, 148 nos of
trees will be removed. Tree species include Acacia confusa, Bombax
ceiba, Leucaena leucocephala, Macaranga tanarius and Melaleuca leucadendron. Affected trees are in the range of 5-15m
high, 2-5m spread and 100-300 trunk diameter.
|
Large |
Large |
|
LR11 |
Oi Sen Path Rest Garden |
Nil |
Nil |
Negligible |
Negligible |
|
LCA01 |
Hung Hom Mixed Modern Comprehensive Urban
Development LCA |
Nil |
Nil |
Negligible |
Negligible |
|
LCA02 |
Hung Hom Residential Urban LCA |
Nil |
Nil |
Negligible |
Negligible |
|
LCA03 |
|
Nil |
Nil |
Negligible |
Negligible |
|
LCA04 |
Valley Road Miscellaneous Urban
Fringe LCA |
Nil |
Nil |
Negligible |
Negligible |
|
LCA05 |
Ho Man Tin Residential Urban
LCA |
Nil |
Nil |
Negligible |
Negligible |
|
LCA06 |
Hung Hom Transportation
Corridor LCA |
Direct impact due to
construction of Noise Mitigation Measures at Portal 1A, Realignment of Cheong
Wan Road, South and North Side Ventilation Shafts, Direct impact due to the
temporary works areas at Hung Hom Podium and Freight Terminal, temporary
works areas at Chatham Road Interchange and Barging Point at Hung Hom Freight
Pier during construction phase |
During the construction phase,
there will be significant change and landscape characters due to relatively
extensive works areas which cover majority of this LCA. During operation phase, there
would be relatively small and localized change of landscape character due to
the proposed structures. More
significant impact on the change on LCA is due to the erection of Ho Man Tin
Mitigation Structure along the railway corridor. |
Large |
Large |
|
LCA07 |
King’s Park Residential Urban
Fringe LCA |
Nil |
Nil |
Negligible |
Negligible |
|
LCA08 |
The |
Nil |
Nil |
Negligible |
Negligible |
|
LCA09 |
Tsim Sha Tsui Medium/High- Rise
Commercial Urban Landscape |
Nil |
Nil |
Negligible |
Negligible |
|
LCA10 |
|
Nil |
Nil |
Negligible |
Negligible |
Note: Exact
no. of trees to be retained, transplanted and felled to be determined during
Tree Removal Application under ETWB TCW No. 3/2006.
Significance of Unmitigated
Landscape Impacts
4.53
The significance of landscape
impacts, before implementation of mitigation measures, in the construction and
operation phases are assessed and presented in Table 4.11.
4.54
For LR1.1 – Roadside Amenity
Areas at Chatham Road Interchange, during the construction phase, there would
be large impact due to the large extent of temporary works areas and a large
number of existing trees would be affected.
Since the sensitivity of this resource is medium, the significance of
the unmitigated impact is considered as moderate. The unmitigated impact during the operation
is the same as that during construction without mitigation measures and
therefore the impact on this landscape resource during operation remains
moderate.
4.55
For LR1.2 – Roadside Amenity
Areas along
4.56
For LR1.3 - Roadside Amenity
Areas at Hung Luen Road and Hung Lok Road, during construction phase, there
would be small impact due to approximately 1,050sqm of ameity area will be
temporarily alienated. Since the
sensitivity of this resource is medium, the significance of unmitigated impact
is slight. The unmitigated impact during
the operation would be the same as that during construction phase without
mitigation measures and therefore the impact on this landscape resource during
operation remains slight.
4.57
For LR1.4 – Roadside Amenity
Areas Salisbury Road and
4.58
For LR2 – Amenity areas at Oi Sen
Path, during construction phase, there would be large impact on the amenity
areas at Oi Sen Path since the Oi Sen Path will be temporarily alienated due to
the tunnel construction works. Since the
sensitivity of this resource is medium, the significance of the unmitigated
impact is considered as moderate. The
unmitigated impact during the operation is the same as that during construction
without mitigation measures and therefore the impact on this landscape resource
during operation remains moderate.
4.59
For LR10 – Man-made Slope at
4.60
For LCA06 - Hung Hom
Transportation Corridor LCA, during construction phase, there would be large
magnitude of direct landscape impact due to the construction of Cooling Tower,
North and South Side Ventilation Shafts, realignment of Cheung Wan Road, Noise
Mitigation Structure at Portal 1A and associated temporary works at Chatham
Raod Interchange, Hung Hom Podium and Freight Terminal and Hung Hom Freight
Pier. The sensitivity of this LCA Is low
and therefore the resultant significance of unmitigated landscape impact is
moderate. The unmitigated landscape
impact remains moderate during operation phase.
4.61
There would not be any
discernable landscape impact on other LRs and LCAs and therefore significance
of unmitigated impact on the remaining LRs and LCAs is insubstantial.
Sources of Visual Impacts
4.62
The sources of visual impacts due
to the Project would create varying levels of visual impact during the
construction and operation phases.
Potential impacts would result from the temporary works during
construction phase and permanent above ground structure elements during the
operation phase.
4.63
The sources of visual impacts in
the construction phase would include:
·
construction of Noise Mitigation
Measures (NMM) at Portal 1A;
·
demolition of existing Cheong Wan
Road Viaduct and construction of new realigned Cheong Wan Road (CWR);
·
construction of North Side
Ventilation Shafts (NSVS) at the north of Hung Hom Station;
·
construction of South Side
Ventilation Shafts (SSVS) at the south of Hung Hom Station;
·
construction of Cooling Tower
(CT) at the south of Hung Hom Station;
·
temporary works area at Hung Hom
Podium and Freight Terminal (TWA1);
·
construction of cut-and-cover
tunnel works and associated works sites and temporary access road at Chatham
Road Interchange including temporarily alienation of existing amenity area and
slope stabilization works along Oi Sen Path (TWA2);
·
Barging Point (BP) at Hung Hom
Freight Pier;
·
temporary site access areas, site
cabins and heavy machinery;
·
loss of existing trees and other
vegetation during construction;
·
after dark lighting; and
·
dust during dry weather.
4.64
The sources of visual impacts in
the operation phase would include:
·
operation of Noise Mitigation Measures
(NMM) at Portal 1A;
·
operation of realigned Cheong Wan
Road (CWR);
·
operation of North Side
Ventilation Shafts (NSVS) at the north of Hung Hom Station;
·
operation of South Side
Ventilation Shafts (SSVS) at the south of Hung Hom Station;
·
operation of Cooling Tower (CT)
at the south of Hung Hom Station; and
·
permanent removal of existing
trees and other vegetation.
4.65
Tables indicating the location
and development details such as building heights, coverage for permanent
aboveground structures are shown in Table 4.7.
Temporary aboveground structures on works areas are mainly site offices
and storage areas which would not cause any significant visual impact. Any potential environmental impacts will be
reviewed when there is any update on temporary aboveground structures.
Table 4.7 Locations
and Development Details of Permanent Aboveground Structures
|
Permanent Aboveground
Structures |
Locations |
Approximate height and coverage (Metre) |
|
Noise Mitigation Measures (NMM) at Portal 1A |
At the base of deep cutting through to the West of Oi Man
Estate |
Approx. 150m (L) x 17.5m (W) x
11m (H) |
|
North Side Ventilation Shafts (NSVS) |
At the north of Hung Hom Station |
Approx. 75m (L) x 7.8m (W) x 11.5m (H) |
|
South Side Ventilation Shafts (SSVS) |
At the south of Hung Hom Station |
Approx. 62m (L) x 7.8m (W) x 11.5m (H) |
|
HUH Cooling Tower (CT) |
Current loading area of the International Mail Centre
(IMC) |
Approx. 41m (L) x 9m (W) x 8.7m (H) |
Note: Height of the HUH Ventilation
Shafts is measured from the HUH Podium level +13.8m.
Magnitude of Visual Impacts
4.66
The magnitude of impacts during
construction and operation phases is assessed based on the viewing distance
compatibility of the project with the Surrounding Landscape, Duration of
Impacts, Scale of Development, Reversibility of Change, Potential Blockage of
View as shown in Table
4.8.
4.67
The proposed Project is mainly
located within existing railway corridor which is characterized by major
railway tracks and associated facilities.
The proposed permanent aboveground structures include
4.68
During the construction phase,
the proposed temporary construction works are considered as medium
compatibility with the surrounding. The
duration of impact is medium. The scale
of construction varies from medium to small.
All temporary works during construction phase is considered as
reversible. There would not be any
potential blockage of view to VSRs except T5.
4.69
During the construction phase,
there would be small magnitude of impact on VSRs C3, C6, C7, GIC4, GIC5, R06,
R08, R09, T1, T2, T3, T6 and T8 due to the temporary works areas and barging
point. There would not be any impact on
these VSRs during operation phase when the main source of visual impact comes
from the temporary works and barging point are removed during operation
phase. There would be small magnitude of
impact on VSRs C1, C2, GIC3 during construction and operation phase because the
proposed works for Cooling Tower and associated temporary works areas are
considered as small and they view the works from a distance over 200m.
4.70
There would be intermediate
magnitude of impact on VSRs C4, C5, C8, GIC2, OU1, OU2, OU3, R05, R07 and T4
who can see the proposed
4.71
During the construction phase,
there would be intermediate magnitude of impact on VSRs CDA1, GIC1, GIC6, O1,
O2, OU4, R01, R02, R03, T5 and T7 mainly due to the construction of Noise
Mitigation Measures at Portal 1A and temporary works at Chatham Road
Interchange including loss of existing greenery. During the operation phase, the main source
of impact on these VSRs would be mainly due to the operation of the Noise Mitigation
Measures at Portal 1A and the magnitude of impact would be reduced to
small.
4.72
There would also be some small
magnitude of impact on planned VSRs R04 during the operation phase who can view
the proposed Noise Mitigation Measures for Portal 1A from a distance of 300m
away.
Significance of Unmitigated Visual Impacts
4.73
The significance of visual
impacts, before the implementation of mitigation measures, in the construction
phase and operation phase are assessed in accordance with the methodology set
out in Table 4.2 of the Report and described in Table 4.12.
All impacts are adverse unless otherwise stated.
4.74
During construction phase, before
implementation of any mitigation measures, there would be slight impact
significance for VSRs C3, C6, C7, GIC4, GIC5, T1, T2, T3, T6 and T8 and
moderate impact significance for VSRs R06, R08 and R09 due to the temporary
works areas and barging point. There
would not be any impact significance on these VSRs during operation phase when
the main source of visual impact comes from the temporary works and barging
point are removed.
4.75
There would be slight impact
significance for VSRs C1, C2 and GIC3 before implementation of any mitigation
measures due to the construction and operation of
4.76
There would be moderate impact
significance at construction phase for C5, CDA1, GIC1, GIC2, GIC6, OU1, OU2,
OU3, T4, T5 and T7, before implementation of any mitigation measures due to the
proposed
4.77
There would be moderate impact
significance for O1, O2, OU4, R01, R02, R03 and T5 before implementation of any
mitigation measure due to the proposed Noise Mitigation Measures at Portal 1A
and associated temporary works areas during construction phase. The impact significance would still be
moderate during operation phase.
4.78
There would be moderate impact
significance for C4, C8, R05 and R07 before implementation of any mitigation
measure due to the proposed North Side Ventilation Shafts and Realignment of
Cheong Wan Road and associated temporary works areas during construction
phase. The impact significance would
still be moderate during operation phase.
4.79
There would be moderate impact
significance for R04 before implementation of mitigation due to theproposed
Noise Mitigation Measures at Portal 1A during operation phase.
Recommendation on Photomontage Viewpoints
4.80
Photomontages at representative
locations showing comparison between existing views, proposals on Day 1 after
completion without mitigation measures, on day 1 after completion with
mitigation measures, and in Year 10 after completion with mitigation measures
will be provided in accordance with EIAO Guidance Note No. 8/2010.
4.81
Based on the location of the
proposed above ground structures, proposed viewpoint from key representative
VSRs are mapped in Figure
NEX2213/C/361/ENS/M54/570/A and shown in Figures
NEX2213/C/361/ENS/M54/571/A and 576/A.
They are described as follow:
·
Viewpoint V1 from Oi Man Estate
to proposed Noise Mitigation Measures (NMM) at Portal 1A;
·
Viewpoint V2 from
·
Viewpoint V3 from Podium of Hong
Kong Coliseum to proposed Cooling Tower (CT) and South Approach Tunnel Trough
proposed under SCL (TAW-HUH);
·
Viewpoint V4 from Freight
Terminal to proposed South Side Ventilation Shafts (SSVS) at south of Hung Hom
Station Podium;
·
Viewpoint V5 from Parc Palais to
proposed Noise Mitigation Measures (NMM) at Portal 1A; and
·
Viewpoint V6 from
4.82
The criteria for the selection of
representative viewpoints for photomontages include: -
·
the viewpoints which cover the
above ground structure viewed from major public viewpoint represents key VSRs
or VSR groups who would be potentially affected by the proposed permanent
structures; and
·
the viewpoints which shall be
able to represent the worst case scenarios and demonstrate the compatibility of
the above ground structures to the adjacent visual context and illustrate the
visual effect during Day 1 without mitigation measures, Day 1 with mitigation
measures and Year 10 with mitigation measures.
Table 4.8 Magnitude of Visual Impact during
Construction and Operation Phases
|
VSR ID. |
Visually Sensitive Receiver
(VSR) |
Source of Visual Impact |
Viewing Distance (m) |
Compatibility of the Project with the Surrounding Landscape (High/ Medium/ Low) |
Duration of Impacts (Long/ Medium/ Short) |
Scale of Development (Large/ Medium/ Small) |
Reversibility of Change (Yes/ No) |
Potential Blockage of View (Full/ Partial/ Nil) |
Magnitude of Impact (Large/ Intermediate/ Small/ Negligible) |
||||||
|
Construction |
Operation |
Construction |
Operation |
Construction |
Operation |
Construction |
Operation |
Construction |
Operation |
Construction |
Operation |
||||
|
C1 |
Hotel Nikko |
TWA1, CT |
250 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Small |
Small |
|
C2 |
Intercontinental Grand Stanford |
TWA1, CT |
200 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Small |
Small |
|
C3 |
|
TWA1 |
0 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
C4 |
China Travel Cargo Logistics Centre |
TWA1, NSVS, CWR |
0 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
C5 |
|
TWA1, SSVS |
20 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
C6 |
Harbourview Horizon |
TWA1 |
50 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
C7 |
Harbourfront Horizon |
TWA1, BP |
10 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
C8 |
The |
TWA1, NSVS, CWR |
20 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
CDA1 |
Future Development at |
TWA1, TWA2, NMM |
70 |
Medium |
High |
Medium |
Long |
Medium |
Medium |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
GIC1 |
|
TWA2, NMM |
40 |
Medium |
High |
Medium |
Long |
Medium |
Medium |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
GIC2 |
|
TWA2, SSVS, CWR |
60 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
GIC3 |
Hong Kong Polytechnic University Teaching Hotel |
TWA1, CT |
200 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Small |
Small |
|
GIC4 |
|
TWA1 |
50 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
GIC5 |
Ma |
TWA1 |
800 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
GIC6 |
Future Development of |
TWA2, NMM |
0 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
O1 |
King’s Park Sport Ground |
TWA2, NMM |
50 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
O2 |
King’s Park Service Reservoir Playground |
TWA2, NMM |
150 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
OU1 |
|
TWA1, CT, SSVS |
20 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
OU2 |
Freight Terminal |
TWA1, CT, SSVS |
0 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
OU3 |
Public Mortuary Sai Sing, International and Universal Funeral Parlour |
TWA1, TWA2, NSVS, CWR |
0 |
Medium |
High |
Medium |
Long |
Medium |
Medium |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
OU4 |
Chi |
TWA2, NMM |
10 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
R01 |
Oi Man Estate |
TWA2, NMM |
40 |
Medium |
High |
Medium |
Long |
Medium |
Medium |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
R02 |
Parc Palais |
TWA2, NMM |
80 |
Medium |
High |
Medium |
Long |
Medium |
Medium |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
R03 |
|
TWA2, NMM |
100 |
Medium |
High |
Medium |
Long |
Medium |
Medium |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
R04 |
Property Development at future Ho Man Tin Station |
TWA2, NMM |
300 |
- |
High |
- |
Long |
- |
Medium |
- |
No |
- |
Nil |
- |
Small |
|
R05 |
Metropolis Residence |
TWA1, TWA2, NSVS, CWR |
50 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
R06 |
Harbour Place |
TWA1, BP |
400 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
R07 |
|
TWA1,TWA2, NSVS, CWR |
100 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
R08 |
Medium Rise Central Hung Hom Residence |
TWA1, TWA2 |
100 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
R09 |
Yee Fu and |
TWA2 |
80 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
T1 |
Hung Hom Station |
TWA1 |
0 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
T2 |
Hung Hom Station Carpark |
TWA1 |
0 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
T3 |
Travellers on Cheong Wan Road |
TWA1 |
0 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
T4 |
Travellers on |
TWA1, CT, SSVS |
50 |
Medium |
High |
Medium |
Long |
Medium |
Small |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
T5 |
Travellers on MTR East Rail Line |
TWA2, NSVS, CWR |
0 |
Medium |
High |
Medium |
Long |
Medium |
Medium |
Yes |
No |
Partial |
Partial |
Intermediate |
Intermediate |
|
T6 |
Travellers in |
TWA1, BP |
200 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
|
T7 |
Oi Sen Path |
TWA2, NMM |
20 |
Medium |
High |
Medium |
Long |
Medium |
Medium |
Yes |
No |
Nil |
Nil |
Intermediate |
Small |
|
T8 |
Footbridge Linkage to Hung Hom Station |
TWA1 |
30 |
Medium |
- |
Medium |
- |
Small |
- |
Yes |
- |
Nil |
- |
Small |
- |
Note: R =
Residential; C = Commercial, CDA =
Commercial Development Area, GIC =
Government/Institution/Community, I = Industrials, O = Open space, OU = Others Use; T =
Transport related
NMM
– Noise Mitigation Measures at Portal 1A; CWR – Realignment of Cheong Wan Road;
NSVS – North Side Ventilation Shafts; SSVS – South Side Ventilation Shafts;
CT
–
BP
– Barging Point at Hung Hom Freight Pier;
Remarks: 1. There is no rating on the compatibility of
the project with the surrounding landscape, duration of impacts, scale of
development, reversibility of change, potential blockage of view and magnitude
of impact for some VSRs during operation phase because the main source of
visual impact that comes from the temporary works are removed during operation
phase.
2. There is no rating on the
compatibility of the project with the surrounding landscape, duration of
impacts, scale of development, reversibility of change, potential blockage of
view and magnitude of impact for some planned VSRs during construction phase
because the planned VSRs do not exist during the construction phase.
Landscape
and Visual Mitigation Measures
Landscape and Aesthetic External Design Measures
incorporated in the Proposed Scheme
4.83
The design of above ground
structures shall attempt to pose a psitive gesture to integrate with the
surrounding urban environs in an elegant manner. All the above ground elements shall have a
“line-wide’ consistency in architectural articulation and material palette so
that they are easily recognizable as part of the MTR system. Landscape and Aesthetic External Design
Measures incorporated in the proposed scheme are illustrated in Figures
NEX2213/C/361/ENS/M54/550/A to 558/A. Details of these measures are
described below.
Noise
Mitigation Measures (NMM) at Portal 1A
4.84
The Noise Mitigation Measures
(NMM) at Portal 1A are located at the base of a deep cutting through which the
railway runs. They will be overlooked by
the high rise developments of Oi Man Estate to the north and Parc Palais to the
4.85
Green roof and vertical greening
have been considered but not recommended due to the following constraints: -
·
as there would be limited space
for planting at the both sides of the structure as the structure is sandwiched
by steep slopes and there would not be adequate sunlight for healthy growth of
planting on vertical green panels.
·
There would be high risk of
falling plant materials on the railway track that would potential affect the
operation of the railway line.
·
There is a high risk to
maintenance personnel when carrying out regular maintenance to the planting
within the live railway area.
North
and South Side Ventilation Shafts Design Proposal
4.86
The ventilation shafts design has
been carefully considered and studies have been carried out to achieve a form
and shape that would be both highly functional and aesthetically pleasing with
a limited visual impact.
4.87
The amalgamation and siting of
the shafts will be the main driver to mitigate the visual impact. As such the
ventilation shafts associated with HUH will be integrated into two banks, one
at the immediate north ends of the Hung Hom Station Podium and the other at the
immediate south of the same podium.
Thereby minimising the exposure to immediate environment and sensitive
receivers. The vent openings will be
carefully orientated so to minimize potential impact to the nearby
residents. The massing of the
ventilation shafts will also be carefully articulated to keep the height of
these vents under the parapet level of the existing podium.
4.88
The ventilation shafts themselves
will be lined with a proprietary stainless steel mesh, which will offer almost
70% open air as opposed to 50% for the aluminium louvers, effectively
minimising the size of the vent opening and the resultant ventilation shafts
from being too large.
4.89
Opportunities for vertical
greening on ventilation shafts have been considered. Whilst North Side Ventilation Shafts is
proposed with green roof, South Side Ventilation Shafts is proposed with green
roof and suitable trees planting in suspended concrete box which will be
visible from the coliseum podium level. Vertical plantings in form of trained
climbers are also proposed at the south vent array.
Cooling
Tower External Design and Landscape Proposals
4.90
The cooling tower for the SCL
station will be located between the Shatin To Central Link - Tai Wai to Hung
Hom Section [SCL (TAW-HUH)] south approach trough and the existing ventilation
building of the tunnel to ETS. The area
is currently used as the loading area of the International Mail Centre (IMC),
which will be vacated in late 2012. The
proposed external design and landscape proposals are illustrated in Figures
NEX2213/C/361/ENS/M54/557/A
and
558/A.
4.91
To minimise potential adverse
visual impacts to the future waterfront redevelopment, the cooling tower
structure:
·
will occupy a very narrow
footprint;
·
will be placed as close as
possible to the existing East Rail portal i.e. offset 3.5m from the portal to
maintain a minimum but sufficient space for air intake and exhaust of the
cooling towers; and
·
will only be one-storey high with
the top level of +13.5mpd, which does not exceed the top level of existing
portal structure and ventilation shafts.
4.92
The concept of the external
design concept is to treat the
4.93
The ground level building
surrounds will not lie in the public realm and will only be seen and used by
operational staff. It is therefore
proposed to provide simple ground level paving treatment for the building
surrounds comprising clay or concrete block pavers.
4.94
Greening opportunities within the
boundary of
4.95
Bamboo strip planting is proposed
along the boundary wall of SCL (TAW-HUH) south approach trough, shrub and
climbers will also be planted at the frontage of Cooling Tower; with green roof
proposed at middle building; the overall greening effect and facade treatments
will blend well and strengthen the adjacent landscape and visual amenity of Hom
Hung Area,
4.96
The proposed landscape and visual
mitigation measures in the construction and operation are listed in Table 4.9 and 4.10 below, together with an
indication of Funding, Implementation and Maintenance Agencies and illustrated
in Figures
NEX2213/C/361/ENS/M54/550/A to 558/A.
Table 4.9 Proposed Landscape and Visual
Mitigation Measures for Construction Phase
|
ID No. |
Landscape and Visual Mitigation Measures |
Funding Agency (1) |
Implementation Agency |
|
CM1 |
Trees unavoidably affected by
the works shall be transplanted as far as possible in accordance with ETWB
TCW 3/2006 – Tree Preservation. |
MTR Corporation |
MTR Corporation |
|
CM2a |
Compensatory tree planting
shall be provided in accordance with ETWB TCW 3/2006 – Tree Preservation. |
MTR Corporation |
MTR Corporation |
|
CM2b |
Compensatory shrub planting
shall be provided to compensate for the loss of shrub planting in amenity
areas. |
MTR Corporation |
MTR Corporation |
|
CM3 |
Control of night-time lighting
glare |
MTR Corporation |
MTR Corporation |
|
CM4 |
Erection of decorative screen
hoarding compatible with the surrounding setting. |
MTR Corporation |
MTR Corporation |
|
CM5 |
Management of facilities on
work sites which give control on the height and disposition/arrangement of
all facilities on the works site to minimize visual impact to adjacent VSRs. |
MTR Corporation |
MTR Corporation |
|
CM6 |
All hard and soft landscape
areas disturbed temporarily during construction shall be reinstated to equal
or better quality, to the satisfaction of the relevant Government
Departments. |
MTR Corporation |
MTR Corporation |
(1) The HKSAR Government will adopt the Concession Approach
with MTR Corporation to provide funding for the capital cost of SCL.
Table 4.10 Proposed Landscape
and Visual Mitigation Measures for Operation Phase
|
ID No. |
Landscape and Visual Mitigation Measures |
Funding Agency (1) |
Implementation Agency |
Maintenance/ Management Agency (2) |
|
OM1 |
Aesthetically pleasing design
as regard to the form, material and finishes shall be incorporated to MTR
Ventilation Shafts, |
MTR Corporation |
MTR Corporation |
MTR Corporation |
|
OM2a |
Climbers shall be incorporated
to the Ventilation Shafts and |
MTR Corporation |
MTR Corporation |
MTR Corporation |
|
OM2b |
Trees and Shrubs Planting shall
be incorporated to enhance the landscape and visual amenity value of the
area. |
MTR Corporation |
MTR Corporation |
LCSD(1) |
|
OM2c |
Bamboo planting is proposed
along the boundary of the |
MTR Corporation |
MTR Corporation |
MTR Corporation |
|
OM3 |
Green Roof shall be proposed to
|
MTR Corporation |
MTR Corporation |
MTR Corporation |
Note:
(1) The HKSAR Government will adopt the
Concession Approach with MTR Corporation to provide funding for the capital
cost of SCL.
(2)
The management and maintenance
agencies of mitigation measures have been identified in accordance with ET WBTC
2/2004. The agreement and approval of
the implementation, management and maintenance agencies of the Project will be
sought from relevant parties during detailed design stage of the project. MTR Corporation would be responsible for
maintenance and management of trees within the permanent site boundary. The
maintenance matrix and responsible parties for trees outside the permanent site
boundary are yet to be confirmed. To facilitate with the confirmation process,
MTR Corporation would be responsible for the maintenance works before any agreement
is made.
4.97
The following good site practice
measures will also be incorporated in the construction phase of the project: -
·
Topsoil, where identified, shall
be stripped and stored for re-use in the construction of the soft landscape
works.
·
Existing trees to be retained on
site shall be carefully protected during construction.
4.98
The construction phase mitigation
measures listed above shall be implemented as early as possible in order to
minimize the landscape impacts in the construction stage. The operation phase mitigation measures
listed above shall be adopted during the detailed design and be built as part
of the construction works at the last stage of the construction period so that
they are in place at the date of commissioning of the Project. However, it should be noted that the full
effect of the soft landscape mitigation measures would not be appreciated for
several years. Photomontages of the
proposed project without and with mitigation measures illustrating the
appearance after 10 years of the proposed works are shown in Figures
NEX2213/C/361/ENS/M54/571/A to 576/A.
Viewpoint locations of the photomontages are shown in Figure
NEX2213/C/361/ENS/M54/570/A.
4.99
After implementation of
mitigation measures as illustrated in Figures
NEX2213/C/361/ENS/M54/550/A to 558/A, residual impacts on landscape
resources of significance during construction and operation phase are described
below: -
·
LR1.1 - Roadside Amenity Areas at
Chatham Road Interchange - Approximately 416 existing trees will be affected by
the proposed works, of which, approximately 21 trees will be transplanted and
approximately 395 trees to be felled.
Trees to be felled are in the range of 2-14m height, 1-8m spread
100-600mm trunk diameter. Compensation
for felled trees will be planted in the reinstated roadside amenity areas
except for slope works which are exempted from the compensation planting ratio
requirement ETWB TCW No. 3/2006 – Tree Preservation. Woodland whip trees and
shrubs planting are proposed for slope works.
During the operation phase, the temporarily alienated amenity areas will
be reinstated on like to like basis. It
is considered that the residual impact on this LR is still moderate during
construction phase but slight during Day 1 of Operation when the affected areas
are reinstated with compensatory tree planting.
The residual impact would further reduce to insubstantial during Year 10
of Operation when the proposed compensated trees become mature.
·
LR1.2 – Roadside Amenity Areas
along Cheong Wan Road – Approximately 27 existing trees will be affected by the
proposed works, of which, approximately 2 tree will be transplanted and
approximately 25 trees will be felled.
Approximately 900sqm amenity area will be temporarily alienated. After completion of temporary works, with the
affected areas will be reinstated on like to like basis. It is considered that the residual impact on
this LR is still slight during construction phase but insubstantial in Day 1
when the affected areas are reinstated with compensatory tree planting. The residual impact would remain
insubstantial in Year 10 during Operation when the compensated trees become
mature.
·
LR1.3 – Roadside Amenity Areas at
·
LR1.4 – Roadside Amenity Areas
Salisbury Road and
·
LR2 – Amenity areas at Oi Sen
Path – Approximately 45 trees will be affected and felled for the temporary
works for tunnel construction. Tree
species include Albizia lebbek, Bauhinia
variegata, Litsea glutinosa and Melia
azedarach. Affected trees are in the
range of 2-4m high, 1-3m spread and around 100mm trunk diameter. Compensation for felled trees will be planted
in accordance with ETWB TCW 3/2006 Tree Preservation after completion of
temporary works. It is considered that
the residual impact on this LR is still moderate during construction phase but
slight during Day 1 of Operation when the affected areas are reinstated with
compensatory tree planting. The residual
impact would reduce to insubstantial in Year 10 during Operation when the
compensated trees become mature.
·
LR10 – Man-made Slope at Chatham
Road North – Approximately 148 existing trees will be affected by the temporary
works for tunnel construction, of which, approximately 3 trees will be
transplanted and approximately 145 trees will be felled. Tree species affected include Acacia confusa, Bombax ceiba, Leucaena
leucocephala, Macaranga tanarius and Melaleuca
leucadendron. Affected trees are in
the range of 5-15m high, 2-5m spread and 100-300 trunk diameter. Compensation for felled trees will be planted
after completion of temporary works except for slope works. Woodland whip trees and shrubs planting are
proposed for slope works. It is
considered that the residual impact on this LR is still moderate during
construction phase but slight during Day 1 of Operation when the affected areas
are reinstated with compensatory tree planting.
The residual impact would reduce to insubstantial in Year 10 during
Operation when compensated trees become mature.
Preliminary Tree Impact Summary
4.100
With the proposed tree
transplanting and compensation proposal as mitigation measures, preliminary
tree impact summary including preliminary location for transplanted and
compensation trees is tabled as below:
|
LR Ref. |
Landscape Resources |
Tree to be Affected (1) |
Tree Transplanting |
Tree Felling |
Tree Compensation(3 |
|||||
|
Quantity (No.) |
Preliminary Location for Transplanted Trees
(2) |
Quantity (No.) |
Avg. Girth (m) |
Tree Trunk Diameter Loss (m) |
Quantity (No.) and Avg. Size |
Tree Trunk Diameter Compen-sation (m) |
Preliminary Location for Compen-sated Trees |
|||
|
LR1.1 |
Roadside Amenity Areas at |
416 |
21 |
Roadside Amenity Areas at |
395 |
0.20 |
110 |
610Hvy std. |
61 |
Landscape areas in roadside amenity areas at
Chatham Road Interchange, amenity area along |
|
LR1.2 |
Roadside Amenity Areas along Cheong Wan Road |
27 |
2 |
Roadside Amenity Areas along Cheong Wan Road |
25 |
0.10 |
||||
|
LR2 |
Amenity areas at Oi Sen Path |
45 |
- |
Not Required |
45 |
0.15 |
||||
|
LR10 |
Man-made Slope at |
148 |
3 |
Will be transplanted off-site |
145 |
0.15 |
||||
|
|
TOTAL |
636 |
26 |
|
610 |
|
110 |
610 Hvy Std. |
61 |
|
Note:
(1) The tree impact summary
provided above is indicative only based on a preliminary broad brush tree
survey data and preliminary landscape proposals.
(2) Transplanted trees planting
shall be provided within the identified preliminary location as far as
practicable.
(3) Compensatory tree planting
shall be provided to compensate for felled trees as far as practicable. Compensatory tree planting proposal including
location of compensatory shall be submitted separately to seek relevant
government department's approval, in accordance with ETWB TCB No. 3/2006. Compensation tree species shall follow the
tree planting theme of the Greening Master Plan of the area. Total number of compensatory planting will
follow the minimum ratio of 1:1 in number except for slope works. Heavy standard (Hvy Std.) sized tree shall be
tree with a truck diameter of 75 to 125mm (i.e. average 100mm).
Public Open Space and Amenity
Area Impact Summary
4.101
The quantitative descriptions of
temporary and permanent alienation and compensation of the amenity areas and
open spaces are tabled below to illustrate the residual impacts on landscape
resources: -
|
ID |
Landscape Resources |
Existing Site Area |
Temporarily alienated during
construction |
Permanently alienated during operation |
Compensation and Reinstatement
Proposals |
|
LR1.1 |
Roadside Amenity Areas at |
14,800sqm |
8,200sqm |
Nil |
Temporary alienated areas will
be reinstated on like to like basis. |
|
LR1.2 |
Roadside Amenity Areas along Cheong Wan Road |
4,030sqm |
900sqm |
Nil |
Temporary alienated
areas will be reinstated on like to like basis. |
|
LR1.3 |
Roadside Amenity Areas at |
5,080sqm |
1,050sqm |
Nil |
Temporary alienated
areas will be reinstated on like to like basis. |
|
LR1.4 |
Roadside Amenity |
4,390sqm |
540sqm |
Nil |
Temporary alienated
areas will be reinstated on like to like basis. |
|
LR2 |
Amenity Areas at Oi Sen Path |
300m long |
300m long |
Nil |
Temporary alienated
areas will be reinstated on like to like basis. |
|
LR10 |
Man-made Slope at |
13,250sqm |
11,000sqm |
Nil |
Temporary alienated
areas will be reinstated on like to like basis. |
There
would not be any temporary and permanently loss of public open space and there
would not be net permanently loss of amenity area due to the Project.
4.102
Approximately 640 existing trees
will be affected by the proposed works, of which approximately 30 trees will be
transplanted and approximately 610 trees will be felled. Many of the affected
trees are of heavy standard to mature size.
None of these are Registered Old and Valuable Trees. There are no rare species or endangered
species but only common species. Under
the proposed scheme for the Project, opportunities for tree compensation within
the project boundary has been fully explored and incorporated in the proposed
mitigation measures as much as practicable.
Due to limited available space for tree planting within the project
boundary, compensatory tree planting of a ratio of 1:1 in terms of quantity of
heavy standard trees except for slope works are proposed. Since there is no permanently loss of
landscape areas, trees to be removed from the landscape areas during
construction will be replanted by same number of trees of smaller size in the
same area. Heavy standard sized trees
are proposed for long term healthy growth of the trees. Potential offsite mitigation measures for
tree compensation have been identified in
4.103
After implementation of
mitigation measures, residual impacts on landscape character areas of
significance during construction and operation phase are described below: -
·
LCA06 - Hung Hom Transportation
Corridor LCA – During the construction phase, there would be still moderate
residual impact due to the relative large scale of construction works within
this LCA. During the operation phase,
there will be significant change in the character of the areas by the erection
of the Noise Mitigation Measures at Portal 1A.
With the aesthetic chromatic design to blend in the structures with the
adjacent landscape context, there will be slight residual impact during Day 1
and Year 10 of the Operation Phase.
Table 4.11
Significance of Landscape Impacts
during Construction and Operation Phases
|
ID
No. |
Landscape Resource / Landscape Character
Areas |
Sensitivity
(Low, Medium, High) |
Magnitude of Impact (Negligible, Small, Intermediate, Large) |
Impact Significance before Mitigation
(Insubstantial, Slight, Moderate, Substantial) |
Recommended Mitigation Measures |
Significance of Residual Impact (Insubstantial, Slight, Moderate, Substantial) |
|||||
|
Construction |
Operation |
Construction |
Operation |
Construction |
Operation |
Construction |
Operation |
||||
|
Day 1 |
Year 10 |
||||||||||
|
LR1.1 |
Roadside
Amenity Areas at |
Medium |
Medium |
Large |
Large |
Moderate |
Moderate |
CM1, CM2a, CM2b, CM6, OM2b |
Moderate |
Slight |
Insubstantial |
|
LR1.2 |
Roadside
Amenity Areas along Cheong Wan Road |
Medium |
Medium |
Small |
Small |
Slight |
Slight |
CM1, CM2a, CM2b |
Slight |
Insubstantial |
Insubstantial |
|
LR1.3 |
Roadside
Amenity Areas at |
Medium |
Medium |
Small |
Small |
Slight |
Slight |
CM1, CM2a, CM2b |
Slight |
Insubstantial |
Insubstantial |
|
LR1.4 |
Roadside
Amenity Areas at |
Medium |
Medium |
Small |
Small |
Slight |
Slight |
CM1, CM2b |
Slight |
Insubstantial |
Insubstantial |
|
LR2 |
Amenity
Areas at Oi Sen Path |
Medium |
Medium |
Large |
Large |
Moderate |
Moderate |
CM1, CM2a, CM2b, CM6, OM2b |
Moderate |
Slight |
Insubstantial |
|
LR3 |
Sport
Field and associated amenity areas inside Hong Kong Polytechnic University
(HKPU) |
High |
High |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LR4 |
Amenity
Area at |
Medium |
Medium |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LR5 |
Victoria
Habour |
High |
High |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LR6 |
|
High |
High |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LR7 |
King’s
Park Sports Ground |
High |
High |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LR8 |
|
High |
High |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LR9 |
|
Medium |
Medium |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LR10 |
Man-made
Slope at |
Medium |
Medium |
Large |
Large |
Moderate |
Moderate |
CM1, CM2a, CM2b, CM6, OM2b |
Moderate |
Slight |
Insubstantial |
|
LR11 |
Oi Sen Path Rest Garden |
Medium |
Medium |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LCA01 |
Hung Hom Mixed Modern
Comprehensive Urban Development LCA |
High |
High |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LCA02 |
Hung Hom Residential Urban LCA |
High |
High |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LCA03 |
|
Low |
Low |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LCA04 |
Valley Road Miscellaneous Urban Fringe LCA |
Low |
Low |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LCA05 |
Ho Man Tin Residential Urban LCA |
High |
High |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LCA06 |
Hung Hom Transportation Corridor LCA |
Low |
Low |
Large |
Large |
Moderate |
Moderate |
CM1, CM2a, CM2b, CM3, CM4, CM5, CM6, OM1, OM2a, OM2b, OM2c, OM3 |
Moderate |
Slight |
Slight |
|
LCA07 |
King’s Park Residential Urban Fringe LCA |
High |
High |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LCA08 |
The |
High |
High |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LCA09 |
Tsim Sha Tsui Medium/High- Rise Commercial Urban
Landscape |
Low |
Low |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
|
LCA10 |
|
High |
High |
Negligible |
Negligible |
Insubstantial |
Insubstantial |
Not Required |
Insubstantial |
Insubstantial |
Insubstantial |
4.104
After implementation of
mitigation measures, residual visual impacts of significance during
construction and operation phase are described below.
4.105
Due to the large scale of
construction work, with the implementation of mitigation measure such as
control of night time glare, decorative screening hoarding, management of
facilities on work sites and reinstatement of hard and soft landscape areas,
the residual impact on adjacent VSRs who can view the temporary works
areas/sites during the construction phase would be generally reduced to
slight.
4.106
During Day 1 of Operation Phase
with mitigation measures for the proposed Noise Mitigation Measures at Portal 1A,
such as the proposed aesthetically pleasing design treatment, there would still
be slight residual impact on the VSRs (CDA1, GIC1, GIC6, O1, O2, OU4, R01, R02,
R03 and T7) who have direct view towards the proposed Noise Mitigation Measures
at higher level as illustrated in representative Photomontage V1 (viewing from
R01 Oi Man Estate) and Photomontage V5 (viewing from P02 Parc Palais). The proposed Noise Mitigation Measures have
slightly altered the visual context of the area. The residual impact on these VSRs in Year 10
of Operation is considered as slight.
4.107
The proposed Noise Mitigation
Measures at Portal 1A would also change the viewing experience of T5
(Travellers on MTR East Rail Line) as the lateral view along that particular
section of the railway corridor within the Noise Mitigation Measures will be
permanently blocked. Since these VSRs
are travelling at speed who have low sensitivity, it is considered that the
residual impact on these VSRs would be slight during Day 1 and Year 10 of
Operation Phase.
4.108
During Day 1 of Operation Phase
with mitigation measures for Cooling Tower, such as the proposed aesthetically
pleasing design treatment, climbers on the facade, green roof and bamboo
planting along the boundary, there would be slight residual impact on the VSRs
(C1, C2, GIC3, OU1, OU2 and T4) who have direct view towards the proposed
Cooling Tower as illustrated in representative Photomontage V3 (viewing from
OU1 Kong Kong Coliseum). The residual
impact on these VSRs in Year 10 of Operation is considered as slight.
4.109
There would still be slight
residual impact on VSRs (C5, OU1, OU2 and T4) who have direct view towards the
proposed South Side Ventilation Shafts during Day 1 of Operation Phase with
mitigation measures, such as the proposed aesthetically pleasing design
treatment, climbers on the facade, trees and shrubs planting on the roof of
Ventilation Shafts as illustrated in representative Photomontage V4 (viewing
from OU2 Freight Terminal). The residual
impact on these VSRs in Year 10 of Operation is considered as slight.
4.110
During Day 1 of Operation Phase
with mitigation measures for North Side Ventilation Shafts and Realignment of
Cheong Wan Road, such as the aesthetically pleasing design treatment proposed
for North Side Ventilation Shafts and Realignment of Cheong Wan Road and the
green roof and climbers on facade proposed for North Side Ventilation Shafts,
there would be slight residual impact on the VSRs (C4, C8, GIC2, OU3, R05, R07
and T5) as illustrated in representative Photomontage V2 (viewing from R07
Royal Peninsula) and V6 (viewing from GIC2 Hong Kong Polytechnic
University). The residual impact on
these VSRs in Year 10 of Operation is considered as slight.
Table 4.12 Significance of Visual Impacts during
Construction and Operation Phases
|
ID No. |
VSRs |
Sensitivity (Low, Medium, High) |
Main Source of Visual Impact |
Magnitude of Impact (Negligible, Small, Intermediate, Large) |
Impact Significance before Mitigation (Insubstantial, Slight,
Moderate, Substantial) |
Recommended Mitigation Measures |
Significance of Residual Impact (Insubstantial, Slight, Moderate, Substantial) |
|||||
|
Construction |
Operation |
Construction |
Operation |
Construction |
Operation |
Construction |
Operation |
|||||
|
Day 1 |
Year 10 |
|||||||||||
|
C1 |
Hotel Nikko |
Medium |
Medium |
TWA1, CT |
Small |
Small |
Slight |
Slight |
CM3, CM4, CM5, CM6. OM1, OM2a, OM2c OM3 |
Slight |
Slight |
Slight |
|
C2 |
Intercontinental Grand Stanford |
Medium |
Medium |
TWA1, CT |
Small |
Small |
Slight |
Slight |
CM3, CM4, CM5, CM6. OM1, OM2a, OM2c OM3 |
Slight |
Slight |
Slight |
|
C3 |
|
Medium |
Medium |
TWA1 |
Small |
- |
Slight |
- |
CM3, CM4, CM5, CM6 |
Slight |
- |
- |
|
C4 |
China
Travel Cargo Logistics Centre |
Medium |
Medium |
TWA1, NSVS, CWR |
Intermediate |
Small |
Moderate |
Moderate |
CM3, CM4, CM5, OM6, OM1, OM2a, OM3 |
Slight |
Slight |
Slight |
|
C5 |
|
Medium |
Medium |
TWA1, SSVS |
Intermediate |
Small |
Moderate |
Slight |
CM3, CM4, CM5, OM6, OM1, OM2a, OM2b |
Slight |
Slight |
Slight |
|
C6 |
Harbourview Horizon |
Medium |
Medium |
TWA1 |
Small |
- |
Slight |
- |
CM3, CM4, CM5, CM6 |
Slight |
- |
- |
|
C7 |
Harbourfront Horizon |
Medium |
Medium |
TWA1, BP |
Small |
- |
Slight |
- |
CM3, CM4, CM5, CM6 |
Slight |
- |
- |
|
C8 |
The |
Medium |
Medium |
TWA1, NSVS, CWR |
Intermediate |
Small |
Moderate |
Moderate |
CM3, CM4, CM5, OM6, OM1, OM2a,OM3 |
Slight |
Slight |
Slight |
|
CDA1 |
Future Development at |
Medium |
Medium |
TWA1, TWA2, NMM |
Intermediate |
Small |
Moderate |
Slight |
CM3, CM4, CM5, CM6, OM1, OM2b, |
Slight |
Slight |
Slight |
|
GIC1 |
|
Medium |
Medium |
TWA2, NMM |
Intermediate |
Small |
Moderate |
Slight |
CM3, CM4, CM5, CM6, OM1, OM2b, |
Slight |
Slight |
Slight |
|
GIC2 |
|
Medium |
Medium |
TWA2, NSVS, CWR |
Intermediate |
Small |
Moderate |
Slight |
CM3, CM4, CM5 CM6, OM1, OM2a, OM3 |
Slight |
Slight |
Slight |
|
GIC3 |
Hong Kong Polytechnic
University Teaching Hotel |
Medium |
Medium |
TWA1, CT |
Small |
Small |
Slight |
Slight |
CM3, CM4, CM5, OM6, OM1, OM2a, OM2c, OM3 |
Slight |
Slight |
Slight |
|
GIC4 |
|
Medium |
Medium |
TWA1 |
Small |
- |
Slight |
- |
CM3, CM4, CM5, OM6 |
Slight |
- |
- |
|
GIC5 |
Ma |
Medium |
Medium |
TWA1 |
Small |
- |
Slight |
- |
CM3, CM4, CM5, OM6 |
Slight |
- |
- |
|
GIC6 |
Future Development of |
Medium |
Medium |
TWA2, NMM |
Intermediate |
Small |
Moderate |
Slight |
CM3, CM4, CM5, CM6, OM1, OM2b, |
Slight |
Slight |
Slight |
|
O1 |
King’s Park Sport Ground |
High |
High |
TWA2, NMM |
Intermediate |
Small |
Moderate |
Moderate |
CM3, CM4, CM5, CM6, OM1, OM2b, |
Slight |
Slight |
Slight |
|
O2 |
King’s Park Service Reservoir
Playground |
High |
High |
TWA2, NMM |
Intermediate |
Small |
Moderate |
Moderate |
CM3, CM4, CM5, CM6, OM1, OM2b, |
Slight |
Slight |
Slight |
|
OU1 |
|
Medium |
Medium |
TWA1, CT, SSVS |
Intermediate |
Small |
Moderate |
Slight |
CM3, CM4, CM5, OM6, OM1, OM2a, OM2c, OM3 |
Slight |
Slight |
Slight |
|
OU2 |
Freight Terminal |
Low |
Low |
TWA1, CT, SSVS |
Intermediate |
Small |
Moderate |
Slight |
CM3, CM4, CM5, OM6, OM1, OM2a, OM2c, OM3 |
Slight |
Slight |
Slight |
|
OU3 |
Public Mortuary, Sai Sing,
International and Universal Funeral Parlour |
Low |
Low |
TWA1, TWA2, NSVS, CWR |
Intermediate |
Small |
Moderate |
Slight |
CM3, CM4, CM5, OM6, OM1, OM2a, OM3 |
Slight |
Slight |
Slight |
|
OU4 |
Chi |
Medium |
Medium |
TWA2, NMM |
Intermediate |
Small |
Moderate |
Moderate |
CM3, CM4, CM5, OM6, OM1, OM2b |
Slight |
Slight |
Slight |
|
R01 |
Oi Man Estate |
High |
High |
TWA2, NMM |
Intermediate |
Small |
Moderate |
Moderate |
CM3, CM4, CM5, OM6, OM1, OM2b |
Slight |
Slight |
Slight |
|
R02 |
Parc Palais |
High |
High |
TWA2, NMM |
Intermediate |
Small |
Moderate |
Moderate |
CM3, CM4, CM5, OM6, OM1, OM2b |
Slight |
Slight |
Slight |
|
R03 |
|
High |
High |
TWA2, NMM |
Intermediate |
Small |
Moderate |
Moderate |
CM3, CM4, CM5, OM6, OM1, OM2b |
Slight |
Slight |
Slight |
|
R04 |
Property Development at future
Ho Man Tin Station |
- |
High |
TWA2, NMM |
- |
Small |
- |
Moderate |
CM3, CM4, CM5, OM6, OM1, OM2b |
- |
- |
Slight |
|
R05 |
Metropolis Residence |
High |
High |
TWA1,TWA2, NSVS, CWR |
Intermediate |
Small |
Moderate |
Moderate |
CM3, CM4, CM5, CM6, OM1, OM2a, OM3 |
Slight |
Slight |
Slight |
|
R06 |
Harbour Place |
High |
High |
TWA1, BP |
Small |
- |
Moderate |
- |
CM3, CM4, CM5, CM6 |
Slight |
- |
- |
|
R07 |
|
High |
High |
TWA1,TWA2, NSVS, CWR |
Intermediate |
Small |
Moderate |
Moderate |
CM3, CM4, CM5, CM6. OM1, OM2a, OM3 |
Slight |
Slight |
Slight |
|
R08 |
Medium Rise Central Hung Hom
Residence |
High |
High |
TWA1, TWA2 |
Small |
- |
Moderate |
- |
CM3, CM4, CM5, CM6 |
Slight |
- |
- |
|
R09 |
Yee Fu and |
High |
High |
TWA2 |
Small |
- |
Moderate |
- |
CM3, CM4, CM5, CM6 |
Slight |
- |
- |
|
T1 |
Hung Hom Station |
Low |
Low |
TWA1 |
Small |
- |
Slight |
- |
CM3, CM4, CM5, CM6 |
Slight |
- |
- |
|
T2 |
Hung Hom Station Carpark |
Low |
Low |
TWA1 |
Small |
- |
Slight |
- |
CM3, CM4, CM5, CM6 |
Slight |
- |
- |
|
T3 |
Travellers on Cheong Wan Road |
Low |
Low |
TWA1 |
Small |
- |
Slight |
- |
CM3, CM4, CM5, CM6 |
Slight |
- |
- |
|
T4 |
Travellers on |
Low |
Low |
TWA1, CT, SSVS |
Intermediate |
Small |
Moderate |
Slight |
CM3, CM4, CM5, OM6, OM1, OM2a, OM2c, OM3 |
Slight |
Slight |
Slight |
|
T5 |
Travellers on MTR East Rail
Line |
Low |
Low |
TWA2, NSVS, CWR, NMM |
Intermediate |
Intermediate |
Moderate |
Moderate |
CM3, CM4, CM5 CM6, OM1, OM2a, OM3 |
Slight |
Slight |
Slight |
|
T6 |
Travellers in |
Low |
Low |
TWA1, BP |
Small |
- |
Slight |
- |
CM3, CM4, CM5, CM6 |
Slight |
- |
- |
|
T7 |
Oi Sen Path |
Low |
Low |
TWA2, NMM |
Intermediate |
Small |
Moderate |
Slight |
CM3, CM4, CM5, OM6, OM1, OM2b |
Slight |
Slight |
Slight |
|
T8 |
Footbridge Linkage to Hung Hom
Station |
Low |
Low |
TWA1 |
Small |
- |
Slight |
- |
CM3, CM4, CM5, CM6 |
Slight |
- |
- |
Note: R = Residential; C = Commercial, CDA = Commercial Development
Area, GIC =
Government/Institution/Community, I = Industrials, O = Open space, OU = Others Use; T = Transport related
NMM
– Noise Mitigation Measures (NMM) at Portal 1A; CWR – Realignment of Cheong Wan
Road; NSVS – North Side Ventilation Shafts; SSVS – South Side Ventilation
Shafts;
CT
–
BP
– Barging Points at Hung Hom Freight Pier;
Remarks: 1.
There is no rating on the sensitivity, magnitude of impact, impact significance
before mitigation measures and significance of residual impact in Day 1 and
Year 10 for some VSRs during operation phase because the main source of visual
impact comes from the temporary works are removed during operation phase.
2.
There is no rating on the magnitude of impact, impact significance before
mitigation measures and significance of residual impact in Day 1 and Year 10
for some planned VSRs during construction phase because the planned VSRs do not
exist during the construction phase.
4.111
Cumulative landscape and visual
impacts during the construction and operation phases from other projects in the
vicinity are assessed. Key concurrent
projects including Shatin to Central Link - Hung Hom to Admiralty Section [SCL
(HUH-ADM)], Shatin to Central Link - Tai Wai to Hung Hom Section [SCL
(TAW-HUH)], Kwun Tong Line Extension (KTE) and Other Works supporting the
Project which might potentially cause cumulative impact to the Project are
assessed.
Shatin
to Central Link - Hung Hom to Admiralty Section [SCL (HUH-ADM)]
4.112
SCL (HUH-ADM) is an approximately
6 km extension of the East Rail Line from a new Hung Hom station (HUH) across
the Harbour to new stations at Hong Kong Convention And Exhibition Centre (EXH)
and Admiralty (ADM).
4.113
4.114
The proposed NOV would also cause
small magnitude of visual impacts on VSRs C5, OU1 and OU2 during construction
and operation phases. However, with the
implementation of aesthetic architectural design treatment and green roof
proposed for NOV under SCL (HUH – ADM), it is predicted that there would be
slight cumulative impact on VSRs C5, OU1 and OU2 during construction and
operation phases of the Project and would not be any insurmountable adverse
impact.
Shatin
to Central Link - Tai Wai to Hung Hom Section [SCL (TAW-HUH)]
4.115
SCL (TAW-HUH) is an approximately
11km extension of the Ma On Shan Line (MOL) from Tai Wai through new stations
at Diamond Hill (DIH), Kai Tak (KTA), To Kwa Wan (TKW), Ma Tau Wai (MTW), Ho
Man Tin (HOM) and connects the West Rail Line (WRL) at Hung Hom (HUH).
4.116
Under the SCL (TAW-HUH), Oi Sen
Path Rest Garden, Winslow Street Playground and Man-made Slope at
4.117
During construction phase of the
Project, there would be some temporary impact on LCA03 – Hung Hom City Grid
Mixed Urban LCA and LCA04 – Valley Road Miscellaneous Urban Fringe LCA due to
the change by SCL (TAW-HUH) in landscape character and temporary loss of
greenery and recreational open spaces within Oi Sen Path Rest Garden, Winslow
Street Playground and Man-made Slope at Chatham Road North. It is considered that with the implementation
of tree compensation and open space reinstatement measures proposed under SCL
(TAW-HUH), there would not be any insurmountable adverse cumulative impact on LCA03
– Hung Hom City Grid Mixed Urban LCA and LCA04 – Valley Road Miscellaneous
Urban Fringe LCA.
4.118
Two permanent aboveground
structures - North and South Approach Tunnel Troughs as shown in Figure
NEX2213/C/361/ENS/M54/501/A are proposed under the SCL (TAW-HUH) to be
located within the study areas of the Project.
The North Approach Tunnel Trough is located at the north of HUH Podium
and the South Approach Tunnel Trough is located at the south of
4.119
The proposed temporary works
under the SCL (TAW - HUH) at Oi Sen Path Rest Garden, Winslow Street Playground
and Man-made Slope at Chatham Road North, would cause some temporary visual
impact on VSRs R08, R09 and OU3 during construction phase of the project under
the SCL (TAW - HUH). Upon reinstatement
of the affected areas and compensation planting, it is predicted that there
would not be any significant visual impact in operation phase.
4.120
The proposed North Approach
Tunnel Trough would cause some small magnitude of visual impacts on VSRs C4,
C8, CDA1, GIC2, OU3, R07 and T5 during construction and operation phases of the
Project. However, with the
implementation of proposed mitigation measures for SCL (TAW-HUH), it is
predicted that there would be slight cumulative visual impact VSRs C4, C8,
CDA1, GIC2, OU3, R07 and T5 during construction and operation phases and would
not be any insurmountable adverse cumulative impact.
4.121
The proposed South Approach
Tunnel Trough under the SCL (TAW – HUH), located to the east of
Kwun
Tong Line Extension (KTE)
4.122
KTE is approximate 3.0 km
extension of the existing Kwun Tong Line from Yau Ma Tei Station to a new railway
station at Whampoa and with an interchange with the Shatin to Central Link
(SCL) at the proposed Ho Man Tin Station.
4.123
There is no permanent aboveground
structure proposed within close vicinity of the Project that constitutes
cumulative impact on landscape resources.
The Project also will share the same barging point with KTE at Hung Hom
Freight Pier. The magnitude of impact on
LCA06 Hung Hom Transportation Corridor LCA would remain the same due to the
sharing of barging point. The sharing of
the same barging point with KTE at Hung Hom Frieght Pier would not add any
significant visual impact on the surrounding VSRs. With the implementation of proposed
mitigation measures on KTE, it is predicted that there would be negligible
cumulative impacts.
Improvement
Works for Viaducts
4.124
In order
to provide and enhance better pedestrian connectivity from the station to the
surrounding buildings, some improvement works has been proposed, which is small-scale
standard civil works as follows:
·
Upgrading
of vehicular parapets for
·
Upgrading
of vehicular parapets for Chatham Road Slip Road Bridge.
4.125
For the upgrading works for
4.126
Upgrading of vehicular parapets for
Chatham Road Slip Roads will be added to both sides of the bridge deck. The
proposed works are considered as localized and minor. The magnitude of impact on
landscape character areas and VSRs is negligible. Therefore, it is considered that there would
not be any significant adverse cumulative impact.
4.127
The proposed works of the Project
in Hung Hom areas will inevitably result in some landscape and visual impacts
during construction and operation phases.
These impacts have been minimized through careful consideration of
alternatives, minimization of works areas, incorporation of aesthetic external
designs and landscape treatments of proposed structures which include
4.128
The proposed works will be
located within the existing railway transport corridor network. Elements proposed under the Project will not
conflict with the planned landuse of the area nor alter the planned continuous
waterfront promenade proposed under the Hung Hom District Study. It is considered that the Project would fit
in well with the current and future planning settings and would not conflict
with statutory town plans of the areas.
4.129
Approximately 640 existing trees
will be affected by the proposed works, of which approximately 30 trees will be
transplanted and approximately 610 trees will be felled. Many of the affected
trees are of heavy standard to mature size. None of these are Registered Old
and Valuable Trees. There are no rare species or endangered species but only
common species. Under the proposed
scheme for the Project, opportunities for tree compensation within the project
boundary has been fully explored and incorporated in the proposed mitigation
measures as much as practicable. Due to
limited available space for tree planting within the project boundary,
compensatory tree planting of a ratio of 1:1 in terms of quantity except for
slope works are proposed. Detailed tree
removal application will be submitted in accordance with ETWB TCW No. 3/2006 -
Tree Preservation. There will be no
permanently alienation of landscape areas.
All landscape areas which would be temporarily alienated will be
reinstated on a like to like basis after completion of temporary works. In addition to the compensated trees, new
landscape resources such as horizontal greening including green roof, shrubs
and bamboo planting, vertical greening including climbers and slope greening
with woodland whip trees and shrubs planting are proposed as alternative
compensatory planting within the project boundary to optimize greening
opportunities within the project boundary.
It is considered that with the proposed compensated trees and the
proposed new landscape resources, the overall residual impact on existing trees
and greenery would be reduced to an acceptable level.
4.130
The proposed road works, located
in an area with character dominant by railway development, is compatible with
the existing landscape settings. There
will be moderate impact on LCA06 – Hung Hom Transportation Corridor LCA due to
the significant change in the character of the areas by the erection of large
Noise Mitigation Measures during construction phase. With the aesthetic chromatic design to blend
in the structures with the adjacent landscape character, there will still be
slight residual impact in Day 1 and Year 10 during operation.
4.131
Due to the scale and the extent
of the Project, there would be some change in the visual context of area. There will be slight adverse residual visual
impact on the adjacent VSRs at high level during the construction phase. With the implementation of proposed
mitigation measures for the proposed Noise Mitigation Structures at Portal 1A,
Cooling Tower, North and South Ventilation Shafts and realignment of Cheong Wan
Road, the residual impact on adjacent VSRs would be slight in Day 1 and Year 10
of Operation Phase.
4.132
Cumulative landscape and visual
impacts during the construction and operation phases from other concurrent
projects which include SCL (HUH-ADM), SCL (TAW-HUH), KTE, and Other Improvement
Works for Viaduct are assessed. These
concurrent projects would not cause any insurmountable cumulative landscape and
visual impacts.
4.133
As a whole, overall, it is
considered that the residual landscape and visual impacts of the proposed
project is considered acceptable with mitigation measures implemented during construction
and operation phases.