10.1                   Introduction

This section presents the Landscape and Visual Impact Assessment (LVIA) associated with the proposed CKR. Potential landscape and visual impacts that might occur as a result of the development of this trunk road and its associated structures, have been assessed in accordance with the criteria and guidelines as stated in Annexes 10 and 18 of the Technical Memorandum on Environmental Impact Assessment Process (EIAO-TM) and EIAO Guidance Note No. 8/2010 on Preparation of Landscape and Visual Impact Assessment under Environmental Impact Assessment Ordinance. 

Only surface construction activities and permanent structures are assessed in this report. All underground activities and facilities are unlikely to impose landscape and visual impacts, and hence are not assessed. 

10.2                   Scope and Content of the Study

According to EIA Study Brief No. ESB-156/2006, the Study Area for the Landscape Impact Assessment (LIA) shall include all areas within 100 m of the project boundary of the project. The assessment of landscape character areas and landscape resources will include all areas within the Study Area boundary. The assessment area for the visual impact assessment shall be defined by the visual envelope of the Project and associated works.

As discussed in Sections 2.3 to 2.5 of the EIA, a number of alignment options have been considered for the west, east and central portions of the CKR. These options have been evaluated by considering a number of factors including engineering, public comments, environmental factors etc. Figure 10.1 shows the location and preferred alignment of the ~ 4.7 km, dual 3-lane east-west CKR trunk road as well as the ventilation and administration buildings and the works area. Figure 10.1.1, Figure 10.1.2 and Figure 10.1.3 provide further details of the three main Project areas, namely the West, Central and East Portions. Figure 10.2 shows existing aerial views of the CKR, with Figure 10.2.1, Figure 10.2.2 and Figure 10.2.3 providing more detail of the three main Project areas and Figure 10.3.1, Figure 10.3.2 and Figure 10.3.3 illustrating the context and hierarchy of the existing landscape and visual conditions on annotated oblique aerial views of the three main Project areas.

While a summary of the currently agreed key elements is provided below, Section 3 provides full details of Project elements and construction methodologies, as well as the temporary works area, including supporting drawings.  Figures showing key elements of structures, such as plans, elevations and typical design (e.g. of viaducts) are provided in the Impact Assessment sections of the report, including illustration of soft landscaping. 

Tunnel Sections

The tunnel section between Yau Ma Tei and Ma Tau Kok is approximately 3.9 km (including a 370 m long underwater tunnel between Ma Tau Kok and Kai Tak). Drill & blast rock tunnel in the central portion is approximately 2,790 m while the cut-and-cover tunnels proposed at both ends of the tunnel, are approximately 400 m long at Yau Ma Tei and approximately 135 m long at Ma Tau Kok.

The underwater tunnel between Ma Tau Kok and Kai Tak is chosen based on various considerations including minimizing the disturbance to public/marine facilities, environmental impacts, extents of temporary reclamation and technical feasibility.

Ventilation Buildings (VB) and Administration Building

There are three Ventilation Buildings (VBs) and one Administration Building in total:

-         VB at Yau Ma Tei Interchange. Approximate footprint of 5,000 m² with a building height of approximately 20 m above ground (See Figure 10.10.5, Figure 10.10.6, Figure 10.10.7, Figure 10.10.8, Figure 10.10.9 and Figure 10.10.10 for details).

-         VB at Ho Man Tin. Approximate footprint of 3,300 m² with a building height of about 10 m above ground (See Figure 10.11.1 and Figure 10.11.2 for details).

-         Ventilation and Administration Building at Kai Tak.  Approximate footprint of 6,200 m² with a building height of less than 25 m above ground level (See Figure 10.12.3, Figure 10.12.4, Figure 10.12.5 and Figure 10.12.6 for details). 

Slip Roads / Connection Roads

West Portion – There are seven bridges designed for the West Portion connection roads to link CKR with West Kowloon Interchange and Lin Cheung Road, namely Connection B2, B, C, C2, D, E and G (See Figure 10.10.16 for some general details). The connections have been designed to ensure the necessary headroom clearance is achieved on all roads, considering factors such as avoiding the proposed Police Station site and minimising traffic disruption. 

East Portion – Traffic from all destinations in particular from and to Kowloon Bay / Kwun Tong / Kai Tak Development will be connected to CKR via nine proposed slip roads which are known as the Kai Tak Interchange of the CKR. These slip roads are named below and general details are found in Figure 10.12.10.

-         Slip Road S1 – CKR eastbound to Kai Cheung Road eastbound;

-         Slip Road S2 – Kai Cheung Road westbound to CKR westbound;

-         Slip Road S3 – CKR eastbound to Kai Fuk Road eastbound;

-         Slip Road S4 – Kai Fuk Road westbound to CKR westbound;

-         Slip Road S5 – CKR eastbound to Kai Tak Development (case without Trunk Road T2, as T2 will not be available by the time CKR and its east interchange are in place);

-         Slip Road S6 – Kai Tak Development westbound to CKR (case without Trunk Road T2, as T2 will not be available by the time CKR and its east interchange are in place);

-         Slip Road S7 – CKR eastbound to Road D2;

-         Slip Road S8 – Road D2 to CKR westbound; and

-         Slip Road S9 – Kai Fuk Road westbound to Kai Cheung Road eastbound.

Landscaped Decks

West – One landscaped deck is provided at the west portal in Yau Ma Tei in accordance with the ‘Yau Tsim Mong District Aspirations Study Report^[1]’ published by YTM District Council in April 2010 which referred to the area of YMT around Kansu Street being developed as an intersection area for north-south and east-west movement of pedestrian and vehicular traffic.  For further details of the western landscape deck, see Figure 10.10.11, Figure 10.10.12, Figure 10.10.13, Figure 10.10.14 and Figure 10.10.15. 

East – Two landscaped deck are provided in the east portion.  One at the Kowloon City Ferry Pier Public Transport Interchange (PTI) where the existing Kowloon City Ferry Pier PTI requires re-provisioning for the duration of CKR east portion construction activities to provide working and construction space. The re-provisioned permanent PTI will remain in the same vicinity as the existing PTI shifting slightly towards To Kwa Wan Road. An accessible landscaped deck on top of the re-provisioned PTI has been proposed for public use.  The other landscape deck will be provided in Kai Tak, between the east tunnel portal of CKR and Kai Tak Development’s depressed road D3, according to the approved Kai Tak Outline Zoning Plan No. S/K22/4. According to the latest design, open space would be provided at the top of the landscaped deck. For further details of the eastern landscape decks, see Figure 10.12.7 and Figure 10.12.8. 

Demolition and / or Re-provisioning Works

The Project will include the following demolition and / or re-provisioning works which are not designated projects under Schedule 2 of EIAO.

-         Yau Ma Tei (YMT) Multi-Storey Car Park Building.  The CKR tunnel will pass beneath the existing YMT multi-storey car park building, affecting its stability and requiring it to be removed.  YMT Public Library will be re-located to a temporary building at Shanghai Street/Market Street Playground during CKR construction stage and existing government offices in the building will be re-located to the adjacent area.  After construction, the current proposal is that the library will be moved to a new government building located at the original position of the YMT multi-storey car park building.  Co-ordination with relevant government departments e.g. GPA for the temporary and permanent arrangements for the government offices are on-going. 

-         Special Clinic Extension Building (SCEB). The existing SCEB at Battery Street is also required to be demolished for the construction of CKR. A new building will be constructed in Queen Elizabeth Hospital to house the special clinic. The existing Methadone Clinic on the ground floor of SCEB will be relocated to a new clinic building within the area of the adjacent Jockey Club Polyclinic Building. 

-         Jade Hawker Bazaar. The existing, single storey, Jade Hawker Bazaar at Battery Street will need to be removed for the construction of the cut and cover tunnel. A temporary building will be built on the existing Kansu Street Rest Garden on the south side of multi-storey car park building to house the affected hawkers of the jade market during construction and after completion of the cut and cover tunnel, the hawkers will move to the new buildings located at the original Jade Hawker Bazaar position.

-         Hong Kong Automobile Association. The existing area (under short term tenancy) for Hong Kong Automobile Association needs to be cleared before the commencement of CKR construction.

-         Re-provisioning of Gascoigne Road Flyover (GRF). A section of GRF flyover between Temple Street and Ferry Street will be re-provided for the construction of CKR tunnel and removal of the existing multi-storey car park building. A temporary flyover will be provided to its north side before demolition of the affected section of the existing flyover, to divert traffic and maintain traffic flow. 

-         Landing Step for Temporary Relocation of Ma Tau Kok Public Pier - order to facilitate the construction of underwater tunnel, the existing Ma Tau Kok Public Pier is required to be demolished and a temporary Ma Tau Kok Public Pier  provided. A landing step is proposed at LCSD promenade (GLA-TK 618 TGLA) near King Wan Street for temporary boarding of the public between the bus drop-off area on King Wan Street and temporary Kowloon City Ferry Pier PTI during CKR construction stage. A small portion of the waiting area inside To Kwa Wan Vehicle Examination Centre is required to provide a minimum width of 2m between the temporary relocated Ma Tau Kok public pier and waiting area (GLA-TK 442 TGLA) of. A temporary covered walkway which directly connects the landing step and temporary PTI will be provided for the pedestrians as a safe, convenient and pleasant access. The public pier will be re-provisioned after the commissioning of CKR works and consistent with the theme of Kai Tak Development. According to the current construction methodology, dredging is not required for the temporary relocation of Ma Tau Kok Public Pier. 

Conservation Works

-         Yau Ma Tei (YMT) Police Station. The cut and cover tunnel of CKR will be constructed partly beneath the YMT Police Station which will therefore need to be decanted prior to construction but will not be demolished. After the commissioning of CKR, the YMT Police Station will be used for other, to be determined, purposes as discussed in the ‘Report on Revitalisation of Yau Ma Tei Police Station’. Conservation of the YMT Police Station is considered desirable not only due to its neo-classical architecture and it being the oldest police station in an urban context that still survives in Hong Kong, but due to its high contextual value (it gives an indication of the original coast line) and the high social value derived from the apparent bond the community has with the building. 

Enhancement Works

-         Ma Tau Kok waterfront area and Kowloon City Ferry Pier Public Transport Interchange (PTI) with cover.  The Ma Tau Kok waterfront area is planned to be part of a continuous waterfront promenade connecting Kwun Tong, Kai Tak, Ma Tau Kok and To Kwa Wan waterfronts as a long term planning proposal, as also highlighted in the approved EIA for Kai Tak Development. Besides providing pleasant public access to the harbourfront, the waterfront promenade will also act as a key green connector linking individual open spaces, residential areas and surrounding areas. Temporary re-provisioning of the existing Kowloon City Ferry Pier PTI is required to facilitate the construction of the cut-and-cover tunnel. According to Chapter 9, Section 4.2.14 of Hong Kong Planning Standards and Guidelines (HKPSG), it is recommended on the planning point-of-view to “locate the facilities (i.e. the PTI in this case) so that there is no line-of-sight of the noise sources at the noise sensitive uses”. A rooftop cover with solid barriers on the sides is proposed to screen the potential noise source of the re-provisioned PTI and provide landscape treatment to the decking as far as possible to enhance the urban environment.

Full Enclosures

Based on the noise impact assessment, noise mitigation measures using a combination of enclosure, semi-enclosure, cantilever and vertical noise barriers will be provided in the west (See Figure 10.10.5, Figure 10.10.6, Figure 10.10.7, Figure 10.10.8, Figure 10.10.9 and Figure 10.10.10 for general details of noise barriers). There are three full enclosures in total

-         West Portal End (approx. 100 m and part of the landscape deck)

-         Re-provisioned of Gascoigne Road Flyover (approx. 200 m)

-         Ferry Street Flyover (approx. 100 m)

Report Content

Following the introduction and this description of the scope of the Study, the report includes the landscape impact assessment, visual impact assessment, and discussion of mitigation measures.

The merits of preservation in totality, in parts or total destruction of existing landscape and the establishment of landscape are evaluated and alternative alignments, designs and construction methods that would avoid or reduce the identified landscape and visual impacts have been evaluated for comparison before adopting other mitigation or compensatory measures to alleviate impacts. The report is laid out as follows:

·         Section 10.3 – A list of the relevant legislation and standards;

·         Section 10.4 – A description of the general assessment methodology and principles;

·         Section 10.5 – A review of the relevant planning and development control framework;

·         Section 10.6 – A review of comments received during Public Consultation and how these have been addressed in the design;

·         Section 10.7 – A baseline study providing a comprehensive and accurate description of the baseline Landscape Resources (LRs) and Landscape Character Areas (LCAs) including their sensitivity;

·         Section 10.8 – A baseline study providing a comprehensive and accurate description of the Visual Sensitive Receivers (VSRs) including their sensitivity;

·         Section 10.9 – Landscape impact assessment including identification of the potential landscape impacts, predication of the magnitude change caused by those potential landscape impacts and their significance before and after the mitigation measures;

·         Section 10.10 – Recommendation of appropriate mitigation measures and associated implementation programmes;

·         Section 10.11 – Visual impact assessment including identification of the potential visual impacts, predication of the magnitude change caused by those potential visual impacts and their significance before and after the mitigation measures; and

·         Section 10.12 – A conclusion as to the acceptability or otherwise of the Project’s predicted residual impacts according to the five criteria set out in Annex 10 of the EIAO-TM, namely ‘beneficial’, ‘acceptable’, ‘acceptable with mitigation measures’, ‘unacceptable’ and ‘undetermined’.

10.3                   Legislation and Standards

The following legislation, standards and guidelines are applicable to the LVIA associated with the construction and operation of the Project:

·         Environmental Impact Assessment Ordinance (Cap.499, S.16) and the Technical Memorandum on Environmental Impact Assessment Process (EIAO-TM), particularly Annexes 10 and 18;

·         Environmental Impact Assessment Ordinance Guidance Note No. 8/2010 – Preparation of Landscape and Visual Impact Assessment;

·         Town Planning Ordinance (Cap 131);

·         Hong Kong Planning Standards and Guidelines (HKPSG);

·         ETWB TCW No. 13/2003 – Guidelines and Procedures for Environmental Impact Assessment of Government Projects and Proposals;

·         ETWB TCW No. 13/2003A – Guidelines and Procedures for Environmental Impact Assessment of Government Projects and Proposals Planning for Provision of Noise Barriers;

·         ETWB TCW No. 2/2004 – Maintenance of Vegetation and Hard Landscape Features;

·         ETWB TCW No. 29/2004 – Registration of Old and Valuable Trees, and Guidelines for their Preservation;

·         ETWB TCW No. 36/2004 – Advisory Committee on the Appearance of Bridges and Associated Structures (ACABAS);

·         ETWB TCW No. 8/2005 – Aesthetic Design of Ancillary Buildings in Engineering Projects;

·         ETWB TCW No. 3/2006 – Tree Preservation;

·         DEVB TCW No. 2/2013 – Greening on Footbridges and Flyovers;

·         WBTC No. 25/92 – Allocation of Space for Urban Street Trees;

·         WBTC No. 25/93 – on Control of Visual Impact of Slopes;

·         WBTC No. 17/2000 – Improvement to the Appearance of Slopes

·         WBTC No. 7/2002 – Tree Planting in Public Works;

·         HyD TC No. 5/2000 – Control in the Use of Shotcrete (Sprayed Concrete) on Slope Works;

·         HyD – Structures Design Guidelines for Highways and Railways. Third Edition. Section 17;

·         HQ/GN/13 – Interim Guidelines for Tree Transplanting Works under Highways Department’s Vegetation Maintenance Ambit;

·         GEO Publication No. 1/2011– Technical Guidelines on Landscape Treatment for Slopes;

·         Land Administration Office Instruction (LAOI) Section D-12 Tree Preservation;

·         LCSD Planting Manual - Part I : General Requirements of Roadside Landscape Areas

·         LCSD Register of Old and Valuable trees; 

·         Greening, Landscape and Tree Management Section - Guidelines on Greening of Noise Barriers (April 2012). 

·         Study on Landscape Value Mapping of Hong Kong; and

·         Transport Planning & Design Manual.

In addition, reference has been made to the following approved studies and EIA reports:

·         Road Works at West Kowloon (EIAO Register No. AEIAR-141/2009) approved with conditions on 23 Sep 2009

·         Hong Kong Section of Guangzhou - Shenzhen - Hong Kong Express Rail Link (EIAO Register No. AEIAR-143/2009) approved with conditions on 28 Sep 2009

·         Kai Tak Airport North Apron Decommissioning EIA Report (EIA-003/1998);

·         Kai Tak Development EIA Report (EIA-157/2008);

·         Final Report on Planning, Landscape and Urban Design Study for Kai Tak Development

·         Comprehensive Feasibility Study for The Revised Scheme of South East Kowloon Development (EIA-059/2001); and

·         Feasibility Study for South East Kowloon Development (SEKDFS), Nov 1998.

·         Preliminary Outline Development Plan (PODP) for Kai Tak Development; and

·         Recommended Outline Development Plan for Kai Tak Development.

Outline Zoning Plans (OZPs) references for the Study are listed in Section 10.5.

10.4                   General Methodology and Principles

Landscape and Visual Impacts have been assessed separately for the construction and operational phase of the Project. The impact significances quoted in the landscape and visual impact assessment are of a negative nature unless otherwise specified.

10.4.1             Landscape Impact Assessment

The assessment of landscape impacts has involved the following procedures:

·         Baseline survey;

·         Assessment of the degree of sensitivity of the existing landscape;

·         Identification of the potential sources of landscape impacts;

·         Assessment of the potential magnitude change caused by landscape impacts; and

·         Predication of significance of landscape impacts before mitigation.

Baseline Survey

To conduct the landscape baseline study that describes the baseline landscape resources (LRs) and landscape character areas (LCAs) found in the Study Area, a desktop review of topographical maps and other relevant information and photographs was undertaken, as well as field surveys. Broad brush tree data were taken from a Detailed Tree Survey completed in October 2010 (submitted separately at the inception and planning stage and key results provided in Annex B) to provide a broad understanding of trees around the Project Site. Landscape elements surveyed include vegetation, rock features, patterns of settlement, land use and water bodies.

Assessment of the Degree of Sensitivity of the Existing Landscape

The individual LCAs and LRs identified in baseline survey were assessed by following factors that influence sensitivity:

·         Quality and maturity;

·         Importance or rarity in local, regional, national or global context;

·         Ability to accommodate change;

·         Overall size within the Study Area; and

·         Whether there are any statutory or regulatory limitations / requirements relating to the LCAs and LRs.

The Sensitivity of each LCA and LR is classified as follows:

·         High: Important landscape resource or landscape of particularly distinctive character or high importance, sensitive to relatively small changes

·         Medium: Landscape resource or landscape of moderately valued landscape characteristics, reasonably tolerant to change

·         Low: Landscape resource or landscape of relatively unimportant landscape characteristics, largely tolerant to change

Identification of the Potential Sources of Landscape Impacts

These are the various elements of the construction works and operational procedures that may generate landscape impacts. Such landscape impacts are described further in Section 10.9 (Landscape Impact Assessment) of this report.

Assessment of the Potential Magnitude of Change caused by Landscape Impacts:

The magnitude of change on each LCA and LR, caused by landscape impacts at both construction and operation phases, is elevated in this report. Information from the Broad brush Tree Survey is considered when determining the magnitude of change, and other factors considered are:

·         The physical extent of the impacts i.e. relative size of affected area compared to the size of the LCAs and LRs in the whole Study Area;

·         Compatibility of the Project with the surrounding landscape;

·         Duration of impacts under construction and operation phases; and

·         Reversibility of change.

The magnitude of change is classified as follows:

·         Large: The LCA or LR would experience a major change

·         Intermediate: The LCA or LR would experience a moderate change

·         Small: The LCA or LR would experience a slight or barely perceptible change

·         Negligible: The LCA or LR would experience no discernible change

Predication of Significance of Landscape Impacts before Mitigation:

The Impact Significance is a definition of the landscape impacts before mitigation.  The landscape impact significance during construction and operation was assessed by combining the sensitivity of the sensitive receiver and the magnitude of change caused by the impacts, according to Table 10.1. Impact significance is taken to be adverse unless stated otherwise as beneficial.

Table 10.1:  Matrix for Impact Significance

Magnitude of Change caused by the Project	Large	Moderate	Moderate / Substantial	Substantial
	Intermediate	Slight / Moderate	Moderate	Moderate / Substantial
	Small	Slight	Slight / Moderate	Moderate
	Negligible	Insignificant	Insignificant	Insignificant
		Low	Medium	High
	Sensitivity (LCAs, LRs or VSRs)

The degree of Impact Significance is divided into four thresholds:

·         Substantial: Adverse / beneficial impact which will cause significant deterioration or improvement in existing landscape

·         Moderate: Adverse / beneficial impact which will cause noticeable deterioration or improvement in existing landscape

·         Slight: Adverse / beneficial impact which will cause barely perceptible deterioration or improvement in existing landscape

·         Insignificant: No discernible change in the existing landscape

10.4.2             Tree Survey Methodology

To minimize conflicts with existing vegetation, a Detailed Tree Survey in accordance with ETWB 3/2006 was undertaken in October 2010 under the Agreement No. CE 58/2006(HY) for the whole development site. These data were used to facilitate the fine tuning of the proposed detail design for the landscape and ensure that any significant trees, where possible, be protected during both the design and construction periods. A further Detailed Tree Survey will be carried out at a later stage of the Project (mid 2013) when trees within the final agreed works areas will be surveyed individually as the existing site conditions allow.

10.4.3             Visual Impact Assessment

The assessment of visual impacts has involved the followings procedures:

·         Identification of the Zones of Visual Influence (ZVIs);

·         Identification of Visual sensitive receivers (VSRs) within the ZVIs;

·         Assessments of the degree of sensitivity of the VSRs;

·         Identification of potential sources of visual impacts;

·         Assessment of the potential magnitude of change caused by visual impacts; and

·         Predication of significance of visual impacts before mitigation.

Identification of Zone of Visual Influence (ZVIs):

This is achieved by site visit and desktop study of topographic maps and photographs, and preparation of cross-section to determine visibility of the Project from various locations. The ZVIs for both construction and operational phase of the Project are identified.

Identification of Visual Sensitive Receivers (VSRs) within the ZVIs:

These are the people who would reside within, work within, play within, or travel through, the ZVIs.

Assessments of the Degree of Sensitivity of the VSRs:

Factors for considering the degree of sensitivity of the VSRs include:

·         The type of VSRs, which is classified as Residential, Occupational, Recreational or Travelling according to whether the person is at home, at work, at school, at play, or travelling. Those who view the impact from their homes are in general considered to be highly sensitive as the character of view from their home will have a substantial effect on their perception of quality and acceptability of their home environment and their general quality of life. Those who view the impact from their workplace are generally considered to be moderately sensitive as the character of view will have a less important effect on their perception of quality of life. Those who view the impact while taking part in an outdoor recreational activity may display varying sensitivity depending on the type of activity. Those who view the impact while travelling on a public thoroughfare will display varying sensitivity depending on the mode and speed of travel;

·         Estimated number of receiver population expressed in terms of whether there are very few, few, many or very many VSRs in any one category of VSR;

·         Value and quality of existing views;

·         Availability and amenity of alternative views;

·         Duration or frequency of view; and

·         Degree of visibility.

The rating for Sensitivity of the VSRs is classified as below:

·         High: The VSRs are highly sensitive to any change in their viewing experience

·         Medium: The VSRs are moderately sensitive to any change in their viewing experience

·         Low: The VSRs are only slightly sensitive to any change in their viewing experience

Identification of Potential Sources of Visual Impacts:

These are the various elements of the construction works and operational procedures that would generate visual impacts.  Such visual impacts are described further in Section 10.9 (Visual Impact Assessment) of this report.

Assessment of the Potential Magnitude of Change caused by Visual Impacts:

Factors for considering the potential magnitude of visual impacts include:

·         Compatibility with the landscape and character of the surroundings;

·         Duration of impacts during construction and operation phases;

·         Scale of the project when viewed from the VSR;

·         Reversibility of the impact;

·         Viewing distance between the nearest source of impact and VSR; and

·         Potential blockage of views i.e. the extent the impact dominates the field of vision of the viewer.

The magnitude of change is classified as below:

·         Large: The VSRs would suffer a major change in their viewing experience

·         Intermediate: The VSRs would suffer a moderate changes in their viewing experience

·         Small: The VSRs would suffer a small change in their viewing experience

·         Negligible: The VSRs would suffer no discernible changes in their viewing experience

Predication of Significance of Visual Impacts before Mitigation:

The significance of visual impacts is determined by combining the magnitude of the various visual impacts and the sensitivity of the VSRs affected. Impact significance is taken to be adverse unless stated otherwise as beneficial. Table 10.1 shows the rationale for dividing the degree of significance into four thresholds, namely, insignificant, slight, moderate and substantial, depending on the combination of a negligible-small-intermediate-large magnitude of change and a low-medium-high degree of sensitivity of VSR.

The Significance rating is divided into four and defined as below:

·         Substantial: Adverse / beneficial impact where the Project would cause significant deterioration or improvement in existing visual quality

·         Moderate: Adverse / beneficial impact where the Project would cause noticeable deterioration or improvement in existing visual quality

·         Slight: Adverse / beneficial impact where the Project would cause barely perceptible deterioration or improvement in existing visual quality

·         Insignificant: The impacts would cause no discernible change in the existing visual quality

10.4.4             Acceptability of Landscape & Visual Impacts

Measures to mitigate landscape and visual impacts and reduce their significance have been suggested for the Project.  Impact significance is reassessed assuming implementation of appropriate mitigation measures and this is termed ‘Residual Impact’.  The acceptability of impact is judged upon the residual impacts from the Project.  This is explained in further detail under the following headings:

·         Identification of Potential Landscape and Visual Mitigation Measures;

·         Predication of Residual Impacts after Mitigation;

·         Acceptability of the Impacts. 

Identification of Potential Landscape and Visual Mitigation Measures

The identification of the landscape and visual impacts highlight those sources of conflict requiring design solutions or modifications to reduce the impacts, and, if possible, blend the development and associated activities in with the surrounding landscape.  Mitigation measures have considered factors including:

·         Avoiding impact on existing sensitive receivers during construction by carefully designed construction methods;

·         Adopting alternative design or revisions to the basic engineering or the architectural design to prevent and / or minimize adverse impacts;

·         Remedial measures such as colour and textural treatment of physical, engineering and building features;

·         Compensatory measures such as the implementation of landscape design measures (e.g. tree planting, creation of new open space etc.) to compensate for unavoidable adverse impacts and to attempt to generate potentially beneficial long-term impacts; and

·         Screening measures such as through tree and/or shrub planting to screen roads and associated structures.

These measures will alleviate the previously identified landscape and visual impacts as far as possible, both during construction and operation phases, and ensure that the residual impacts are acceptable. The agencies responsible for the funding implementation, management and maintenance of the mitigation measures are identified.

Predication of Residual Impacts after Mitigation

The residual impacts are those which remain after the proposed mitigation measures have been successfully implemented.  Residual impacts are assessed both during the construction period, at the commissioning of the Project on day one and during the Design Year, which is taken to be 10 years after the Project has been opened to normal operation.  During the Design Year the soft landscape mitigation measures are deemed to have reached a level of maturity, which allows them to perform their full original mitigation objectives. 

Prediction of Acceptability of Impacts

The criteria and matrices used to determine the degree of impact described in the above sections.  Both landscape and visual impacts are products of magnitude of change and the relative sensitivity of the sensitive receiver.  Ultimately, the acceptability of the Project is dependent upon the significance of the residual impacts in accordance with the five criteria set out in Annex 10 of the EIAO-TM, namely ‘beneficial’, ‘acceptable’, ‘acceptable with mitigation measures’, ‘unacceptable’ and ‘undetermined’.

10.5                   Review of Planning and Development Control Framework

In this study, relevant Outline Development Plans, Outline Zoning Plans, Layout Plans, Preliminary/ Recommended Outline Development Plan for Kai Tak and any other relevant statutory and development plans are reviewed.  This may identify areas of high landscape value as well as the existing and planned development context and will also have implications on the visual environment and the location, type and numbers of VSRs to be affected. Any guidelines on landscape strategies, landscape framework, urban design concept, building height profiles, designated view corridors, special design areas, landmarks, open space network and landscape links that may affect the appreciation of the Project are also reviewed. Any conflict with published land use plan(s) are highlighted and appropriate follow-up action recommended.

The Central Kowloon Route traverses the central part of the Kowloon Peninsula, and the landscape Study Area falls within Kowloon Planning Areas KPA No. 2 (Yau Ma Tei), KPA No. 6&7 (Ho Man Tin), KPA No. 10 (Ma Tau Kok), KPA No. 13&17 (Ngau Tau Kok and Kowloon Bay), KPA No. 20 (South West Kowloon), and KPA No. 22 (Kai Tak). A review of the existing and planned development framework for the proposed works in the Study Area has been considered. It aims to identify issues for the neighbouring planned land uses, and to ensure a high compatibility between the Project and its surroundings. Figure 10.4 illustrates the OZPs affected by the whole Project, which include:

·         Draft South West Kowloon Outline Zoning Plan (No. S/K20/27) gazetted on 30/03/2012;

·         Draft Yau Ma Tei Outline Zoning Plan (No. S/K2/21) gazetted on 29/10/2010;

·         Approved Ho Man Tin Outline Zoning Plan (No. S/K7/22) gazetted on 13/07/2012;

·         Approved Ma Tau Kok Outline Zoning Plan (No. S/K10/20) gazetted on 14/11/2008

·         Draft Ngau Tau Kok and Kowloon Bay Outline Zoning Plan (No. S/K13/27) gazetted on 14/10/2011; and

·         Approved Kai Tak Outline Zoning Plan (No. S/K22/4), gazetted on 14/09/2012.   

The ‘Yung Shu Tau Urban Design Conceptual Study’ was carried out in 2009 to study the land use planning and urban design in the West Portion taking into account of some initial ideas collected from the public during consultations in 2008.  The Yung Shu Tau area in Yau Ma Tei was selected as being where cultural and historical heritage are most significant along the CKR Route.  This study report has been reviewed and key information included for the West Portion below. 

For the East Portion particular attention has been made to reports from the ‘Agreement No. CE 35/2006(CE) Kai Tak Development Engineering Study cum Design and Construction of Advance Works – Investigation, Design and Construction’, regarding land use and development and key information is included below. 

10.5.1             West Portion

Outline Zoning Plan (OZPs)

The Project Works Area of the West Portion is located within the Draft South West Kowloon OZP (No. S/K20/27) and Draft Yau Ma Tei OZP (No. S/K2/21) as illustrated in Figure 10.4.1. OZP No. S/K2/21 sets out various building height restrictions as well as building set-back, non-build area and building gap stipulations all of which the Project adheres to.

The Project Works Area/ surface construction activities are predominantly located within Open Space (O) and Government / Institution / Community (G/IC) zoned areas of the affected OZPs and it also a small overlap with Open Space (1) (O1) where it borders this area which is part of the XRL Project.

Much of the CKR road alignment and the CKR ventilation building fall on road/ un-zoned areas and will retain the same use so there is no conflict. Where the connection road passes near Yau Cheung Road and near the tunnel portal, G/IC and O zones area affected. Zones classified as G/IC are intended primarily for the provision of GIC facilities serving the needs of the local residents and/or a wider district, region or the territory.  Some buildings in G/IC zone will be demolished during the construction phase, but these will be re-provisioned in adjacent areas, with the same land use zoning (See Section 10.2). Zones classified as O are intended primarily for the provision of outdoor open-air public space for active and/or passive recreational uses serving the needs of local residents as well as the general public. All areas of public open space affected by the Project will be re-provisioned either at the same location following the completion of temporary works, as a ‘landscape deck’ or at a separate site, as agreed with relevant Government departments. Therefore, it is considered that the Project in the West Portion has no potential conflicts with the existing Planning and Development Control framework.

Future Land Use Planning at West Portion

With the construction of CKR, some cleared land will have been created by the demolition of certain buildings in the Yau Ma Tei area including the Special Clinic Extension Building (to be re-provisioned in the Queen Elizabeth Hospital) and Hong Kong Automobile Association. As such, CKR will provide a good opportunity to provide new permanent open spaces and facilities. Land use planning has focused around some initial ideas from the ‘Yung Shu Tau Urban Design Conceptual Study’ as detailed below.  Note these are subject to further discussions among government departments and bureaux and the future land use is not yet final. 

Conservation of Yau Ma Tei Police Station

Yau Ma Tei Police Station was gazetted as a Grade 3 historic building in 1998 and is currently recommended for re-classification as a Grade 2 historic building by the Antiquities and Monuments Board.  The police station is to be re-provided independently of the CKR project and the existing building will be converted into a public museum. The existing police station contains a reporting centre with floor area of around 166m² and an equivalent reporting centre is desired by the Police Service to be re-provided in the vicinity of the existing station.

Greening at Ground Level

Since some of the public facilities along Kansu Street will have to be reprovisioned for the construction of CKR, space will be available on the original sites of some of these facilities for greening. This includes the original site of the Yau Ma Tei Specialist Clinic Extension.

During the construction of CKR, the sitting out area on the southern side of Henry G. Leong Yau Ma Tei Community Centre will be occupied for the temporary reprovisioning of the Yau Ma Tei Public Library and Jade Hawker Bazaar. Furthermore, the basketball court to the south of the resting area will be occupied for the construction of the access shaft for construction of the tunnel. Upon the completion of the works, the basketball court and the greening and sitting out facilities will be reprovided in accordance with the existing layouts.

The sitting out area and open area adjacent to the existing Yau Ma Tei Police Station will be used as work sites during the construction of CKR. The existing facilities will be reprovisioned after the completion of the works. Greening will also be provided in the open area on the west of the junction between Ferry Street and Yan Cheung Road.

Yau Ma Tei Multi-storey Carpark Building (YMTCPB)

YMTCPB will be demolished about one year after the commencement of the project. The offices of Social Welfare Department, Lands Department and Transport Department inside the building will be temporarily moved to other buildings. The detailed arrangements are being finalised. For the long-term, these facilities will be re-provisioned within the proposed West Kowloon Government Offices. The existing office of Immigration Department inside YMTCPB will be moved to Tsim Sha Tsui before the project starts and hence will not be affected by the works.

The public library within YMTCPB will be relocated to the sitting out area south of Henry G. Leong Yau Ma Tei Community Centre. The Library and Jade Hawker Bazaar will be accommodated in the same temporary building. The Jade Hawker Bazaar will be on the ground floor. The library will be at 1/F to 3/F. Upon the completion of the works, the public library will be relocated to a new building to be constructed on the original site of the YMTCPB.

10.5.2             Central Portion

Outline Zoning Plans (OZPs)

The Project Works Area of the Central Portion is located within the Approved Ho Man Tin Outline Zoning Plan (No. S/K7/22) as illustrated in Figure 10.4.2.

The Project Works Area/ surface construction activities are all located within Government / Institution / Community (G/IC). The ventilation building of the proposed works will be located on G/IC zoned land.  Zones classified as G/IC here are intended primarily for the provision of GIC facilities serving the needs of the local residents as well as the general public. According to the Notes of the OZP, the proposed ventilation building is neither a Column 1 nor 2 use of the “G/IC” zone.  If this building is included as part of the gazetted road scheme of this Project authorized under the Road (Works, Use and Compensation) Ordinance (Cap 370), it would be deemed to be approved under the Town Planning Ordinance.  If this building is included as part of the gazetted road scheme of this Project authorized under the Road (Works, Use and Compensation) Ordinance (Cap370), it is deemed acceptable under the Town Planning Ordinance. Assuming this to be the case, no potential conflicts are found between the Project around the Central Portion and with the existing Planning and Development Control framework. If not, an amendment to the OZP under Section 12A of the TPO would be required.

10.5.3             East Portion

Outline Zoning Plans (OZPs)

The Project Works Area in the East Portion is located mainly in the Approved Kai Tak Outline Zoning Plan (No. S/K22/4). It also borders and has small overlaps with the Approved Ma Tau Kok Outline Zoning Plan (No. S/K10/20) and Draft Ngau Tau Kok and Kowloon Bay Outline Zoning Plan (No. S/K13/27), as illustrated in Figure 10.4.3.

The Project Works Area / surface construction activities are located within Government / Institution / Community (G/IC), Open Space (O), Open Space (1) (O (1)), Open Space (2) (O (2)), Other Specific Uses (OU), Other Specific Uses –Amenity Area (OU (A)), and Residential (Group A) (R(A)) of OZP No. S/K22/4).

The proposed CKR Project was considered and is incorporated into this OZP for the Kai Tak Development (KTD) by PlanD (OZP No. S/K22/4). Therefore, areas for tunnel portal, depressed road, connection road and ventilation/administration buildings of the CKR Project have been reserved within OZP No. S/K22/4 and comply with the planning intention. The small overlaps into OZPs S/K10/20 and S/K13/27 are all into areas shown as ‘Road’ and will therefore not conflict with the planning intention in these areas. Therefore overall there are no potential conflicts between the Project in the east and with the existing Planning and Development Control framework.

Kai Tak Development (KTD)

The KTD has been designed considering a number of objectives to ensure the creation of a successful urban environment, responsive to its unique context and site conditions. Figure 10.4.4 shows the approved Kai Tak Outline Zoning Plan and the design considerations are set out as below. CKR design follows these considerations to ensure its integration with KTD.

Connectivity with Surrounding Neighbourhoods

Pedestrian linkage and continuity of movement patterns are critical to the success and usability of the area. This will help to revitalize the older areas and ensure high levels of interface and visitation to the new area, with district urban quarters that are responsive to their context. At the same time, transport connections are integrated to support operations within the area, and with other areas.

Creation of Physical and Activity Nodes

The plan is formulated around the creation of district and sub-regional nodes which must function, in urban design terms, as vibrant destinations whether they act as sports hub, commercial centre or tourism-leisure hub. In turn their success is dependent on strong connectivity and transit strategy. Figure 10.4.5 illustrates the proposed sub-districts and their potential connections. 

Establishment of an Active Waterfront

The waterfront is regarded as an enormous natural asset for public accessibility, perambulation and enjoyment. Pedestrian movement shall be continuous, and link together a range of diverse programmes and activities which offer a sequence of promenades, parklands, commercial and retail oriented areas.  This consideration is particularly relevant to CKR along the Ma Tau Kok Waterfront (See following Section on ‘Urban Design Study for Enhancement of Ma Tau Kok Waterfront Area’). 

Establishment of a Continuous Open Space System

The KTD open space framework allows for ‘green’ continuity, informal pedestrian circulation, and connects together leisure, recreational, cultural and commercial areas. It is considered to largely determine the identity of Kai Tak. 

Creation of a Pedestrian Friendly Environment

Apart from a continuous and connective pedestrian system, the pedestrian experience shall be user friendly in terms of comfortable walking radii from public transport, visually contrasting experiences, and environmentally convenient and safe connections, both horizontally and vertically.

Creating Dynamic and Visually Interesting Urban Places

The various planning areas should present a mix of architectural and spatial compositions at various scales as appropriate. While height limitations have been set in various areas, there is a need for an interesting mix of building forms, scales and skyline profile to establish the image and identity of the Kai Tak area.

Integrate Urban Gateways

Gateways must express the various transitions that occur within the Kai Tak area, and between the new development district and the surround area. These can take on a variety of different forms and types, and normally signal points of arrival, changes of pedestrian or vehicular condition, specific types of street function and expressive visual markers.

Legibility, Orientation and Views

It is necessary to provide visual cues that assist the process of orientation. Within the overall spatial framework, this entails the integration of visual corridors and important view sheds to regional or city-wide features, the use of prominent landmark elements, and the serial ‘framing’ of sequential visual experiences throughout the overall movement framework. Figure 10.4.6 illustrates the visual connections and breezeways identified within KTD.

Creation of Streetscape

Whenever possible the creation of coherent and continuous streetscape should form a key consideration of avenue design through ‘joined together’ elements to provide consistent built edge, consistency of height profiles, architectural identity, signage channels, and landscape.

Urban Design Study for Enhancement of Ma Tau Kok Waterfront Area

With a view to enhancing connectivity and accessibility of the Ma Tau Kok waterfront area and responding to community needs, initial urban design concepts were proposed in the Urban Design Study for Enhancement of Ma Tau Kok Waterfront Area, which aimed at providing leisure and recreation uses (e.g. waterfront promenade, multi-purpose activities centre, cultural amenity etc.) and revitalising existing spaces by adopting new uses (e.g., restaurant at the Kowloon City Ferry Pier etc.). These initial ideas on land use planning were not finalized, and have been subject to further consultations with Government departments, stakeholders and other planning, design and construction considerations.

Re-provisioning of the Public Transport Interchange (PTI)

The existing Public Transport Interchange will be re-provisioned after the construction of CKR. It is proposed to maintain similar number of spaces for bus terminus, car and coach parking in the re-provisioned PTI. The PTI will be landscaped to enhance amenity and mixed use was encouraged to enhance vibrancy in the area.

Re-provisioning of Ma Tau Kok public pier

It was proposed that Ma Tau Kok public pier be demolished during construction of CKR and re-provisioned after the commissioning of the Project to provide a viewing deck above the future public pier.

Adaptive Reuse of the decommissioned Vehicular Ferry Pier

It was proposed that the decommissioned vehicular ferry pier be retained with adaptive re-use to provide an Interpretive Centre to exhibit the history of the vehicle ferry services in the harbour context. 

Alternative use of the Vehicle Examination Centre

It was suggested in the public forums that the To Kwa Wan Vehicle Examination Centre be relocated to open up the waterfront and provide community facilities for Ma Tau Kok area. An open pavilion/café and possibly an activity centre could be provided at the existing site upon the relocation of the public facility.

Enhance Vitality of Kowloon City Ferry Pier

The structure of Kowloon City Ferry Pier will not be affected by the construction of CKR.  It is proposed to provide restaurant use on top level of the ferry pier to enhance vitality.   There is an opportunity to provide an elevated waterfront walkway connecting the second level of the proposed Kowloon City Ferry Pier, with the Interpretive Centre, the viewing deck above the re-provisioned public pier and PTI to enhance connectivity to the waterfront promenade.

A 20m-wide Promenade along Ma Tau Kok Waterfront

With the proposed relocation of To Kwa Wan Vehicle Examination Centre, there is an opportunity to provide a 20m-wide promenade along Ma Tau Kok Waterfront. Closure of King Wan Street and opening up of the Vehicular Ferry Pier and To Kwa Wan Vehicle Examination Centre were proposed for further investigation, to provide a continuous promenade along the waterfront. It was further proposed to pedestrianise Long Yuet Street to enhance integration of open spaces, waterfront promenade and the residential area nearby.

Provision of Multi-purpose Activity Centre for the Community

In the public forums, it was suggested that Ma Tau Kok area was lacking community facilities and a multi-purpose activity centre should be built to serve the local community. There were two proposed locations for the centre, one near the primary schools on Kwei Chow Street and other one at the vehicle examination centre site.

 

Overall, it is considered that the Project would be in accordance with the planning goals and objectives for the study areas, as set out in all relevant OZPs and detailed in planning studies and investigations. 

10.6                   Comments on Landscape and Visual Issues Received During Public Forum

A series of public engagement activities are held in parallel with the investigation study initiated by the MMHJV and HyD for the purpose of enhancing public participation in the development of Central Kowloon Route.

The main events are a series of public forums, supplemented by outreach events and monthly newsletters. Yau Ma Tei local culture and the social and land impacts of the projects also studied by on-street surveys and in depth interviews with stakeholders.

Views of the public and concerned parties were obtained at the following presentations and forums:

·        Stage 1 Public Forum on 10 November 2007;

·        Stage 2 Public Forum on 19 January 2008; and

·        Stage 3 Public Forum on 15 March 2008.

·        Public Forum: Specific Issues – Yau Ma Tei Urban Design and the Conservation of Yau Man Tei Police Station on 10 January 2009.

·        Public Forum: Specific Issues – The construction of the Central Kowloon Route section at Kowloon Bay, re-provisioning facilities and enhancement opportunities on 7 Feb 2009.

Issues raised were commonly focused on increasing greening area and providing quality open space. These comments will be addressed by providing landscaped decks on tunnel portals.

10.7                   Landscape Baseline Study

Landscape baseline review comprises the identification of all existing Landscape Resources (LR) and Landscape Character Area (LCA) within 100m of the Project works area. LRs are mapped in Figure 10.5 (key plan) and in further detail in Figure 10.5.1, Figure 10.5.2 and Figure 10.5.3 with illustrative photographs presented in Figure 10.6.1, Figure 10.6.2, Figure 10.6.3, Figure 10.6.4, Figure 10.6.5 and Figure 10.6.6. LCAs are mapped in Figure 10.7 (key plan) and specifically Figure 10.7.1, Figure 10.7.2 and Figure 10.7.3 and illustrative photographs are presented in Figure 10.8.1, Figure 10.8.2 and Figure 10.8.3.

The tree numbers quoted in this report have been estimated based on the tree survey report completed in October 2010 under the CKR and Widening of Gascoigne Road Flyover Investigation under Agreement No. CE 58/2006(HY) and Figure 10.9.1, Figure 10.9.2 and Figure 10.9.3 show trees survey plans based on this survey.  It is noted that an updated tree survey will be conducted for this Project (targeting to be commenced in mid 2013). 

In terms of the visual aspects, baseline information is detailed in Section 10.8.

For ease of reference, each LR, LCA and VSR is given an identity number, which is used in all relevant tables and figures in this report.

10.7.1             Landscape Resources

The Central Kowloon Route traverses the central part of the Kowloon Peninsula, linking West Kowloon in the west to the proposed Kai Tak Development (KTD) in the east, both of which are highly urbanized areas. Given the overall urban and highly developed nature of the Study Area, the focus for identifying LRs in the Study Area, has been on those land based LRs with some planting/ natural vegetation and on water bodies and those LRs falling within the Works Area.    LRs within the Study Area are divided into eight broad types, and key LRs falling outside the Works Area which will not be affected by the Project are included here.  The eight broad LR types are detailed as:

1.         Public Open Space

This broad LR refers to public open spaces containing planting managed by LCSD. The species consist of a wide variety of exotic and native ornamental species, such as Bauhinia spp., Lagerstroemia speciosa, Michelia x alba and Cassia surattensis. The trees are generally mature, with fair to good health condition and fair to high amenity value. The trees generally have fair to good form, are well maintained and act as valuable greening relief for the urban district.

In the West Portion public open space falling outside the Works Area but within the Study Area, is the Tin Hau Temple Complex in the West Portion made up of the Yau Ma Tei Community Centre Rest Garden and the Public Square Street Children’s Playground and Rest Garden on either side of the temples.  There are approximately 45 trees in this LR, mostly within the Yau Ma Tei Community Centre Rest Garden. Trees are dominated by Ficus microcarpa, including one which is 15 m high with a crown spread of 16 m and DBH of 1500 mm which is registered as OVT number LCSD YTM/99.  Other common species include mature Aleurites moluccana and Podocarpus macrophyllus and none of these trees will be affected by the Project since the Works Area does not fall on this LR. 

In the East Portion three areas of open space of note fall outside the Works Area but within the Study Area. The Kowloon Bay Recreation Ground and Sports Ground and Kin Bay Playground near the Auxiliary Police Headquarters at Kai Cheung Road consists of a number of grass pitches, an outdoor running track and outdoor hard courts with some peripheral planting.  Any peripheral planting within the Works Area is included in LR 3.3e for the impact assessment.  Overall, however, this open space will not be affected by the Project as all the facilities are outside the Works Area. Two other areas of open space in the East Portion outside the Works Area are parks. Hoi Sham Park is east of Yuk Yak Street and south of Sun Fung Street. It contains outdoor hard court recreational facilities, toilets and a landscaped park area with over 30 trees both planted and in planters, including mature Ficus microcarpa, Aleurites moluccana and younger Juniperus chinensis.  It is also well known for the Fish Tail Rock which is a key feature of the park, now being attached to it via reclaimed land, where once the rocks were surrounded by water.  King Wan Street Playground lies north of Sun Fung Street and west of King Wan Street. It also has some outdoor hard court recreational facilities as well as approximiately 15 trees including Aleurites moluccana, Delonix regia and Bombax ceiba among the hard paved areas. These parks are rich, green areas and since they lie outside the Works Area, are not expected to be affected by the Project.

Figure 10.5.1, Figure 10.5.2 and Figure 10.5.3 illustrate the location of these public open spaces in the West and East Portions respectively.  No impact is expected on these specific LRs since they fall outside the Works Area. 

2.         Urban Residential / Institutional Open Space

This broad LR refers to open space within private residential developments and institutions, which is not open to the general public. The areas include podium gardens and entrance plazas for residential developments. The planting consists of a wide variety of exotic, ornamental species including Bauhinia spp., Lagerstroemia speciosa and Ficus benjamina. The plants generally have fair to good form, are well maintained and provide favourable greening for residents and facility users.

3.         Roadside Planting

This broad LR refers to amenity planting along roads, central dividers or roundabouts, which provide greening for the extensive hard-paved urban area. Exotic ornamental tree species, such as Aleurites moluccana, Bauhinia spp., Lagerstroemia speciosa and Grevillea robusta, are commonly found along the roadsides of Central Kowloon and are fairly large in size and of fair condition. Shrub species include Duranta repens, Ficus microcarpa ‘Golden’, Hibiscus rosa-sinensis and Rhododendron spp.

In the West Portion various areas of roadside planting fall outside the Works Area but within the Study Area.  The roadside planting along Hoi Fai Road, Hoi Po Road, and Lin Cheung Road; the roadside tree planting along Hoi Ting Road and the junction of Hoi Ting Road/ Hoi Wang Road; Tree planting around the car part at the junction of Waterloo road and Ferry Street, all include the main tree species Bauhinia spp., Aleurites moluccana, and Lagerstroemia speciosa. There is some planting in the vicinity of the bus depot area near the Fire services Department’s West Kowloon Training Centre but this is mainly grasses and young shrubs as the depot is relatively new. There is also some planting along Kwai Yue Lane up near Kwai Chung barging point, including approximately 10 trees of poor quality including Ficus spp. trees and the weedy Leucaena leucocephala. 

Figure 10.5.1 illustrates the location of these roadside planting areas in the West Portions and since these specific LRs fall outside the Works Area, none of the trees are expected to be affected by the Project. 

4.         Vegetation on Man-made Slope

This broad LR refers to the vegetation on man-made slopes formed during site formation works for hillside developments (not site formation for the CKR Project) and slope improvement works. Trees are generally medium size and mainly exotic woodland species such as Acacia confusa, Casuarina equisetifolia and Eucalyptus spp.. This LR can provide a greening connection from flat areas with development / open space to semi-natural hillside vegetation.

5.         Disturbed Area with Wild Grass / Small Shrubs

This broad LR refers to vacant land, overgrown with wild grasses and/or small shrubs and principally refers to small areas at Yau Ma Tei and the large area within the former Kai Tak Airport area.

6.         Lawn Area

This broad LR refers to the grassy surface of the football field at Ho Man Tin East Service Reservoir Playground and the grassy surface of the Ho Man Tin West Fresh Water Service Reservoir. Common lawn grass species such as Axonopus compressus and Cynodon dactylon are found planted on the football field.

(7.        Not Used)

8.         Man-made Shoreline

This broad LR refers to the man-made shoreline of Kowloon Bay along Ma Tau Kok and former Kai Tak Airport area which have little if any landscaping. It also includes a small area of the Yau Ma Tei Typhoon Shelter that lies within the Study Area in the West Portion but is not with the Works Area and is considered to remain unaffected by the Project.

9.         Water Bodies

This LR refers to the two major water bodies within LIA Study Area, namely Kowloon Bay and Kai Tak Nullah and the Kai Tak River that feeds into it.  It also includes a small water body near Kwai Chung barging point which will not be affected by the Project.

The baseline LRs within the works area, together with their sensitivity, are described below, as summarised in Table 10.2 following. All LRs in the West Portion are labelled LR 1.x, all LRs around the Central Portion are labelled LR 2.x and all LRs in the East Portion are labelled LR 3.x, where ‘x’ refers to the broad LR type described above.

10.7.1.1            West Portion

LR1.1a – Public Square Street Playground

This playground is a small paved open area enclosed by planters. There are approximately 15 trees within this LR, with a majority of the exotic palm Livistona chinensis. There are also a number of native Ficus microcarpa as well as specimens of Albizia lebbeck, Aleurites moluccana, Bauhinia blakeana, Cassia surattensis, Crateva unilocularis and Ficus elastica and trees range in height from 3 – 20 m with 2 -22 m crown spread. This small open space is dominated by three mature Albizia lebbeck, Aleurites moluccana and Crateva unilocularis trees at the entrance facing Public Square Street, whose condition is generally fair. The trees in this LR add medium landscape value and overall the LR sensitivity is medium.

LR1.1b – Shanghai Street / Market Street Playground

This playground has two basketball courts, one at either end, with some trees and shrubs planted at the border. The remaining area is covered with hard paving and has limited planting areas. There are about 10 trees within the playground, including Bauhinia spp., Ficus benjamina, Ficus virens and Lagerstroemia speciosa. There is one very good specimen of Ficus virens at the edge of the basketball court facing Shanghai Street which is deemed of high value. The trees in this LR are 5-12 m high with crown spread between 3-14 m. They add medium landscape value and overall the LR sensitivity is medium.

LR1.1c – Bazaar

This LR refers to the concrete paved small bazaar at the junction of Kansu Street and Shanghai Street. The whole area is enclosed by four semi-mature and wide spread Ficus microcarpa trees and one Morus alba tree. The trees range in height between 6 – 12 m and have a crown spread between 8 -18 m. The general condition of the trees is fair, and some of their trunks and exposed roots are merged with the railing. Three of the Ficus microcarpa trees are considered to be of high value; their roots are merged with the railings and they reach between 10-12 m high with crown spreads between 12-18 m.  These trees are valuable streetscape greening in the urban setting and overall the LR sensitivity is high.

LR1.1d – Temple Street / Kansu Street Temporary Rest Garden Garden

This is a small paved open area next to the Yau Ma Tei Carpark Building with childrens’ play equipment. Any plants in this area are young and planted in pots. Species include Michelia x alba and Chrysalidocarpus lutescens. Their general condition is fair. The plants in this LR are portable and provide limited landscape value and overall the LR sensitivity is low.

LR1.1e –Yau Ma Tei Jade Market/ Jade Hawker Bazaar

This Jade Hawker Bazaar near Kansu Street is also called the ‘Yau Ma Tei Jade Market’ and is a major tourist attraction in Hong Kong.  It comprises two single-storey bazaars housed in a single-storey steel shed located on two sites to the north of Kansu Street.  The market sheds and surrounding area contain 10 live trees.  Species are dominated by Morus alba, on average 8 m tall and 5 m crown spread and 300 mm DBH.  Their general condition is fair.  One large Ficus microcarpa grows through the market roof and is approximately 12 m tall, with a DBH of about 500 mm and crown spread of 20 m and another tree growing through the roof is an Aleurites molucanna tree of approximately 12 m height, 480 mm DBH and 10 m crown spread.  The trees in this LR provide landscape value and overall the LR sensitivity is high.

LR1.3a – Roadside Planting along West Kowloon Highway and Tunnel Area

This LR refers to the roadside trees along West Kowloon Highway and Tunnel Area. There are over 1,560 trees planted along the West Kowloon Highway and Tunnel area but a number of these fall outside the works area. The majority of the trees are common woodland plantation species including exotic species Acacia confusa, Acacia mangium, Casuarina equisetifolia, Eucalyptus spp. and Syzygium cumini. There are also over 50 common native Ficus microcarpa trees. On average the trees range in height from 10 m to 15 m with up to 15 m crown spread.  Although the trees themselves are not of particularly high value, the high numbers of trees in this LR add considerable greening value to the landscape and overall the LR sensitivity is high.

LR1.3b – Roadside Planting along Hoi Wang Road, Yan Cheung Road and Ferry Street Area

Approximately 125 trees are planted at the central dividers and roadside along Hoi Wang Road, Yan Cheung Road and around Ferry Street. The species planted at the central dividers include the exotic palms Roystonea regia and Archontophoenix alexandrae. The species planted along the roadside also include exotic Crateva trifoliata, Melaleuca quinquenervia and Livistona chinensis. The trees in this LR range in height from 2 – 10 m with some Roystonea regia palms reaching up to 5 m spread. These are all exotic, planted trees and are located in a number of discrete areas rather than one large area, such that they add medium landscape value. Overall the LR sensitivity is medium.

LR1.3c – Roadside Planting between Lai Cheung Road and Ngo Cheung Road

This LR refers to the viewing garden and roadside planters between Lai Cheung Road and Ngo Cheung Road. The viewing garden has signage of Yau Tsim Mong District Council in the middle, which is surrounded by colourful seasonal flowers, including Lantana montevidensis and Ixora chinensis. Approximately 20 Bauhinia variegata trees, exotic species to Hong Kong, are planted at the back of the viewing garden and additional trees planted along the roadside include a small number of Michelia x alba and Terminalia mantaly ‘Tricolor’.  There are an approximately 25 trees in this LR are between 3 – 5 m tall, mainly exotic and located in a number of discrete areas, so they add medium landscape value. With the other soft landscaping, the overall LR sensitivity is medium.

LR1.3d – Roadside Planting along Canton Road and Public Square Street)

There only about ten trees within the works area along Canton Road. The tree species are all exotic and are comprised of Grevillea robusta and Terminalia catappa growing between 4 – 9 m tall and with crown spread between 3 – 8 m. These trees add medium landscape value and overall this LR has medium sensitivity.

LR1.5a – Disturbed Area at Hau Cheung Street

This LR refers to the vacant land located at Hau Cheung Street. Most of the land is currently occupied by HyD for car parking and storage. The remaining area contains approximately 50 trees dotted around the land with some (approximately 5 %) wild grasses and weeds. The trees scattered on this vacant land are predominantly the weedy species Leucaena leucocephala but also include a couple of other exotic trees such as Acacia confusa, Bauhinia blakeana and Casuarina equisetifolia. These trees add low landscape value and overall this LR sensitivity is low.

LR1.5b – Disturbed Area next to Construction Site at Yau Cheung Road

There are approximately 60 trees in this disturbed area, mainly at the periphery where it borders Hoi Wang Road or Yau Cheung Road. Trees are generally fairly immature and are dominated by the exotic species Acacia confusa, and the weed species Leucaena leucocephala. Around the trees, the area is approximately 90 % covered with wild grasses and weeds. The condition of the trees is poor and they add low landscape value. Overall the LR sensitivity is low.

LR1.5c – Disturbed Area at Kwai Chung

This LR is currently being used by XRL project as a barging point at Kwai Chung underneath Cheung Tsing Bridge. The area is predominantly hard paved and disturbed and is surrounded by an MTR security fence but with some patches of weedy vegetation including approximately 10 trees.  These trees are of low value and include the weed tree species Leucaena leucocephala, Casuarina equisetifolia and Macaranga tanarius. This area is undergoing development and is therefore changing in appearance.  Overall its sensitivity is considered low.

LR1.8a – Man-made Shoreline around Kwai Chung

This LR refers to the man-made shoreline around Kwai Chung, particularly the barging point being used by XRL Project currently. It includes long stretches of concrete seawall as well as rubble breakwaters. It has no landscape treatment and its sensitivity is considered to be low.

10.7.2             Central Portion

LR2.3a – Roadside Planting around Housing Authority Mock-up Centre

Approximately 30 trees are planted around the Housing Authority Mock-up Centre including along the roadside. The species planted include Ficus microcarpa, Melaleuca quinquenervia and Elaeocarpus hainanensis and they range in height from 5 – 6 m with crown spread between 3 – 4 m. These trees are not of high value but do add some greening to the site and overall the LR sensitivity is medium.

LR2.4a – Vegetation on Man-made Slopes along Chung Hau Street and Fat

Approximately 155 trees are located on the man-made slopes along Chung Hau Street and Fat Kwong Street which have been planted there. The dominant species is the woody invasive species Leucaena leucocephala. There are other exotic species such as Albizia lebbeck and Casuarina equisetifolia as well as some native woodland species such as Celtis sinensis, Ficus spp., Macaranga tanarius and Schefflera heptaphylla. The condition of these trees is generally poor due to the crowded growing environment.

There are four mature Ficus spp. growing along the edge of works area. Since these tree have wide and dense crowns with outstanding forms, their landscape value is relatively higher than other trees. Although this LR is artificially made, it does provide a significant greening aspect in the urban area and the LR sensitivity is considered to be high.

10.7.2.1            East Portion

LR3.3a – Roadside Planting along San Ma Tau Street and Bus Terminus

This LR refers to the roadside trees planted along San Ma Tau Street and the Bus terminus. Approximately 30 trees are located at the boundary of the works area, most of them are common, exotic, ornamental species including Phoenix roebelenii, Melaleuca quinquenervia, Bombax ceiba, Albizia lebbeck and Washingtonia robusta; and native species including Bischofia javanica and Ficus virens. They range in height from 2 – 8 m and most of them are mature and generally in fair condition. These trees have medium landscape value and overall the LR sensitivity is medium.

LR3.3b – Roadside Planting along Long Yuet Street

There are approximately 50 trees in this LR along Long Yuet Street and behind the Motor Vehicle Inspection Centre, adjacent to vacant land.  The species include exotic Melaleuca quinquenervia species as well as some native species such as Bischofia javanica and Ficus religiosa. Although one tree is deemed to be of high value, the general condition of the other trees is poor due to the limited growing space and many of them have exposed roots, which crack the concrete paving and their trunks are damaged by the chain-link fence. These tree reach heights of between 3 -10 m and have crown spread between 2 – 8 m.  They add medium landscape value and overall the LR sensitivity is medium.

LR3.3c – Roadside Planting along Kai Cheung Road and Interchange

Approximately 415 trees are located on both sides of Kai Cheung Road within the works area. Almost all of them are planted, exotic species including Albizia lebbeck, Casuarina equisetifolia and Melaleuca quinquenervia; and the weedy, invasive species Leucaena leucocephala. They are generally medium in size and have fair form.

Some young exotic ornamental trees are planted at the junction of Kai Cheung Road and Kai Fuk Road with some Ixora chinensis shrubs planted underneath. Tree species include Bauhinia spp., Delonix regia and Aleurites moluccana in fair condition and these add medium landscape value.  Trees in this LR range in height from 2 – 22 m and have crown spreads between 1 – 12 m and given the man-made nature of the LR and the low maturity, despite high numbers of trees, this LR has medium sensitivity.

LR3.3d – Roadside Planting along Kai Fuk Road

There are approximately 85 trees in this LR (although the majority fall outside the works area).  The trees are made up of a wide range of species including exotic Melaleuca quinquenervia, Phoenix roebelenii and Caryota maxima as well as some native species such as Celtis sinensis and Ficus virens. They range in height from 2 -13 m and with crown spread from 1 – 10 m.  They are generally in fair form and add medium landscape value and overall this LR has medium sensitivity.

LR3.3e – Roadside Planting along Kai Cheung Road, Wan Kwong Road and Wan Chiu Road

There are approximately 50 trees planted along the roadside along Kai Cheung Road, Wan Kwong Road and Wan Chiu road. The species include mainly exotic species such as Albizia lebbeck, Casuarina equisetifolia and Melaleuca quinquenervia. These tree reach heights of between 5 -10 m and have crown spread between 3 – 8 m.  They add medium landscape value to the roadside and overall the LR sensitivity is medium.

LR3.5a – Disturbed Area within former Kai Tak Airport

This area is mainly covered by weedy shrubs and herbs such as Lantana camara, Bidens pilosa and some Poaceae spp. which cover approximately 30 % of the area in amongst the old hard surfaces.  Under ten trees are reportedly found in this LR including native species Ficus microcarpa and exotic species Melia azedarach and Terminalia catappa. Most of them are undersized and although they are generally in fair form they add little landscape value, not least due to their low number. Overall this LR has low sensitivity.

LR3.8a – Man-made Shoreline of West Kowloon Bay

This LR refers to the man-made shoreline along Ma Tau Kok Public Pier. It is a rectilinear concrete paved area with limited pot planters around Ma Tau Kok Pier and otherwise no landscape treatment. However, it is an important open area in the surrounding built-up area and may be developed further as a waterfront promenade (Open Space) under OZP No. S/K22/4 (Approved Kai Tak OZP). Overall sensitivity of the LR is considered to be medium.

LR3.8b – Man-made Shoreline around Former Kai Tak Airport

This LR refers to the man-made shoreline around the former Kai Tak Airport apron. It includes the long strips of armour stone breakwaters but has no landscape treatment and its sensitivity is considered to be low.

LR3.9a – Kowloon Bay

This LR refers to inshore part of Kowloon Bay, which is enclosed and tranquil. It consists primarily of water and other features in this LR include jetty, and breakwaters resulting in a landscape that is the transition between land and the more open sea. As this is the only water body in the surrounding built-up area, the LR sensitivity is considered to be medium.

LR3.9b – Kai Tak Nullah

Kai Tak Nullah is the major storm water channel in South-East Kowloon, collecting storm water and effluent from San Po Kong, Diamond Hill, Tsz Wan Shan, Wong Tai Sin, Wang Tau Hom, Lok Fu and Kowloon City. Both sides of the nullah are currently covered by concrete and hard paving and it collects turbid effluent.  Although the current landscape value would be low, under the KTD this nullah is due to be landscaped and enhanced, so its LR sensitivity will become medium.

 

Table 10.2:  List of the Landscape Resources and their Sensitivity

 

LR Code	Name	LR Sensitivity (High/ Medium/ Low)
	West Portion
LR1.1a	Public Square Street Playground	Medium
LR1.1b	Shanghai Street / Market Street Playground	Medium
LR1.1c	Bazaar	High
LR1.1d	Temple Street / Kansu Street Temporary Rest Garden	Low
LR1.1d	Yau Ma Tei Jade Market/ Jade Hawkers Bazaar	High
LR1.3a	Roadside Planting along West Kowloon Highway and Tunnel Area	High
LR1.3b	Roadside Planting along Hoi Wang Road, Yan Cheung Road and Ferry Street Area	Medium
LR1.3c	Roadside Planting between Lai Cheung Road and Ngo Cheung Road	Medium
LR1.3d	Roadside Planting along Canton Road and Public Square Street	Medium
LR1.5a	Disturbed Area at Hau Cheung Street	Low
LR1.5b	Disturbed Area next to Construction Site at Yau Cheung Road	Low
LR1.5c	Disturbed Area at Kwai Chung	Low
LR1.8a	Man-made shoreline around Kwai Chung	Low
	Central Portion
LR2.3a	Roadside Planting around Housing Authority Mock-up Centre	Medium
LR2.4a	Vegetation on Man-made Slopes along Chung Hau Street and Fat Kwong Street	High
	East Portion
LR3.3a	Roadside Planting along San Ma Tau Street and Bus Terminus	Medium
LR3.3b	Roadside Planting along Long Yuet Street	Medium
LR3.3c	Roadside Planting along Kai Cheung Road and Interchange	Medium
LR3.3d	Roadside Planting along Kai Fuk Road	Medium
LR3.3e	Roadside Planting along Kai Cheung road, Wang Kwong Road and Wan Chiu Road	Medium
LR3.5a	Disturbed Area within former Kai Tak Airport	Low
LR3.8a	Man-made Shoreline of West Kowloon Bay	Medium
LR3.8b	Man-made Shoreline around former Kai Tak Airport	Low
LR3.9a	Kowloon Bay	Medium
LR3.9b	Kai Tak Nullah	Medium

10.7.3             Landscape Character Areas

The urban landscapes of Kowloon Peninsula are of widely differing character and quality from west to east.

The West Kowloon and Yau Ma Tei Districts comprise a large part of reclaimed land, which have been further developed into a transportation corridor and high-rise buildings.

The Kowloon City District in central Kowloon is a combination of original industrial urban context along the east coast of Hung Hom and To Kwa Wan, and the hillside residential area in Ho Man Tin.

The former Kai Tak Airport area has been decommissioned and returned to ongoing major development landscape. An industrial urban area is located in the eastern end of the LIA study area in Kowloon Bay District.

The baseline LCAs within the LIA study area, together with their sensitivity, are described below. A total of eight different LCAs are identified within the whole Study Area, as bulleted below, although no more than five different LCAs are found in any one section of the Project. 

·         City Grid Mixed Urban Landscape

·         Industrial Urban Landscape

·         Miscellaneous Urban Fringe Landscape

·         Ongoing Major Development Landscape

·         Residential Complex Landscape

·         Residential Urban Landscape

·         Transportation Corridor Landscape

·         Typhoon Shelter Landscape

The baseline LCAs together with their sensitivity, are described below, as summarised in Table 10.3 following. All LCAs in the West Portion are labelled LCA 1.x, all LCAs around the Central Portion are labelled LCA 2.x and all LCAs in the East Portion are labelled LCA 3.x, where ‘x’ refers to the specific LCA.

10.7.4             West Portion

LCA 1.1 – Transportation Corridor Landscape (West Portion)

This LCA refers to the West Kowloon Highway in the West Portion of CKR and the major section of Ferry Street. It is a linear landscape generally situated on coastal reclamations, and its major features are the highways and railways that define it, but which also include flyovers, noise barriers, signage gantries, clover-leaf interchanges, traffic islands, major car parking areas, footbridges and toll plazas as well as associated miscellaneous roadside land uses. Between the roads and railways are some landscaped embankments and islands, generally with semi-mature amenity vegetation consisting of trees and shrubs. There are an estimated 1390 trees in this LCA with the dominant species all being exotic, mainly Acacia spp., Eucalyptus spp., Casuarina equisetifolia. There are other species recorded in far fewer numbers including some native species such as Sapium sebiferum but also some of the invasive weed species, Leucaena leucocephala. Trees range in size between 2 and 15 m high and up to 12 m crown spread and are moderately mature on average.  The outcome is a particularly linear landscape of rather diverse features. Due to the large degree of landscaping around the Lin Cheung Road West Kowloon interchange, with high numbers of trees adding high greening to the landscape, the sensitivity of this LCA is medium.

LCA 1.2 – Ongoing Major Development Landscape (West Portion & Barging Point)

This LCA refers to the construction site of Express Rail Link and its associated structures (the XRL project). This is a transitional landscape, which is undergoing large-scale development. Some areas consist of land undergoing development whilst others are vacated sites, which are awaiting re-development. They are typically characterised by a flat, low-lying topography, lack of significant vegetation or significant built structures and may include major earthworks, partially completed structures, as well as features such as cranes and earth moving machinery. This LCA is mainly on land reclaimed from the sea and is close to the coast. There are an estimated 570 trees in this LCA nearest the main works area with the dominant species being the the invasive weed species, Leucaena leucocephala and exotic Acacia spp., Casuarina equisetifolia, Archontophoenix alexandrae, Bauhinia blakeana, and Bombax ceiba are example of other species commonly recorded her but in far fewer numbers.

In addition, this LCA contains the land at Kwai Chung currently being used by the XRL Project as a barging point. As well as the barging point, the landscape nearby is developed, with man-made shoreline where many barges can alight as well as the DSD Kwai Chung PreliminaryTreatment Works building and a site undergoing development currently near the elevated.  It has very limited greenery but does include approximately 20 trees in the area, predominantly weed tree species Leucaena leucocephala,  as well as Ficus spp., Casuarina equisetifolia and Macaranga tanarius. This area is undergoing development and is therefore changing in appearance. 

As a result of its indeterminate status or the disturbance caused by ongoing construction work, this landscape currently has an incoherent, desolate and transient character and would have low sensitivity. Due to part of this LCA being made up of the XRL site where landscaping will be carried out, the overall sensitivity of the LCA is conservatively considered to be medium.

LCA 1.3 – City Grid Mixed Urban Landscape (West Portion)

This LCA is found on the older reclamations of Yau Ma Tei. It is some of Hong Kong’s most common and extensive urban landscape. Developed on a largely orthogonal or regular city grid, it consists of mainly retail land uses at street level with medium-rise commercial or residential developments above. Streets are often fairly wide and busy with traffic and the large numbers of people using these areas but the streetscape is utilitarian with little soft landscape treatments. Building stock is of mixed age and character, and vegetation is generally limited to street tree planting and shrub planting in occasional public open spaces. The result is a landscape which is vibrant, colourful and diverse in terms of its street life and land use, but which possesses only limited variety in terms of its urban spaces.

Part of Temple Street is located within this LCA. It is well known for its night market and the busiest flea market at night in the territory. The night market is popular with both tourists and locals alike in the evening and it is common to see the place crowded at dusk. The covered Yau Ma Tei Jade market, another popular tourist attraction, is also located in this LCA and it also includes the market between Waterloo Road and Ferry Street.

In total there are an estimated 60 trees in this LCA, mainly Alstonia scholaris and including others such as Aleurites molluccana, Bauhinia blakeana, Casis surattensis up to 20 m high and with varying maturity.  The landscape amenity, significance and quality of this LCA are moderate with reasonable tolerance to change and therefore, the sensitivity is medium.

LCA 1.4 – Residential Complex Landscape

This LCA is found on the periphery of the major urban area of Yau Ma Tei. It is generally on reclaimed areas of West Kowloon comprising some of Hong Kong’s most recent urban landscapes which consist of extensive comprehensive developments, typically with a large podium containing retail uses, parking or a PTI, with commercial or residential towers above. This LCA is also characterised by its new building stock (often using modern building materials such as glass and steel). Streets in these landscapes are often wide with significant roadside landscape provision and tree planting, with footbridges connecting developments at first floor or podium level. The result is an intensely urban landscape which is often enclosed, angular and colourful and defined to a significant extent by its built form and the spaces they create. LCA 1.4 contains Park Avenue complex, part of Cherry Street Park that surrounds other complexes such as Charming Garden. The sensitivity of this LCA is medium.

LCA 1.5 – Residential Urban Landscape (West Portion)

This LCA refers to an urban landscape largely residential in use with some government/ institutional buildings also, all developed on flat land. LCA1.5 includes the high rise Prosperous Garden residential complex and medium rise Man Cheong Street Residential buildings, as well the community facilities of Yau Ma Tei Police Station and Yau Ma Tei Electric Substation and a number of schools. This LCA takes in the open space of Saigon Street Playground and Skating area and also includes associated roads, footbridges, and retail facilities. Vegetation includes planting in open spaces and within the Prosperous Garden residential complex, with minimal roadside trees and shrub planting (estimated 60 trees in total, including species such as Melaleuca quinquenervia, Albizia lebbeck, and Casuarina equisetifolia). LCA1.5 is a fairly ordered landscape comprising largely built elements softened to a certain extent by the effects of surrounding planting and greenery and overall its sensitivity is medium.

LCA 1.6 – Typhoon Shelter Landscape (West Portion & Barging Point)

This LCA refers to the Ya Ma Tei Typhoon shelter at the periphery of the main West Portion study area and the sea water surrounding the proposed Kwai Chung barging point, in the West Portion. These bodies of water are used by many barges and low quality.  Overall the sensitivity of this LCA is low.

10.7.5             Central Portion

LCA 2.1 – Residential Urban Landscape (Middle)

This LCA refers to the area around Ho Man Tin Estate. It is an urban landscape which is wholly or largely given over to residential land use. Developed comprehensively on flat or terraced land, mainly on the edges of urban areas, residential urban landscape is generally characterized by its medium or high-rise residential estates, set amongst open space, together with associated highways, footbridges, school or community facilities and retail facilities. Vegetation includes roadside trees and shrub planting and planting in open spaces and around the residential estates. The result is a fairly homogeneous, ordered landscape comprising largely built elements softened to a certain extent by the effects of surrounding planting and greenery. LCA 2.1 includes Ho Man Tin (South) Estate, Fat Kwong Street Sports Centre and overall its sensitivity is medium.

LCA 2.2 – Miscellaneous Urban Fringe Landscape

This LCA is found on the periphery of Ho Man Tin around Ho Man Tin West Fresh Water Service Reservoir and Ho Man Tin Park and also includes part of Ho Man Tin Service Reservoir Playground south of Sheung Lok Street and east of Fat Kwong Street. Miscellaneous Urban Fringe Landscape generally has a residual landscape type characteristic of the transition from urban to rural. Typically on hillsides around urban areas that are less easily developed, they might include roads, highways structures, slope works, hillsides, scattered residential development, open space and, as per LCA 2.2, government/community developments such as service reservoirs. This LCA has significant vegetation cover and no particular coherent structure, with features having little formal relationship to each other. In total there are an estimated 150 trees in this LCA, dominated by such species as the invasive weed species, Leucaena leucocephala as well as having other species in lesser numbers such as Macaranga tanarius, Celtis sinesnsis, Ficus spp. and Albizia lebbeck. The trees range in height between 5-10 m on average and are moderately mature on average.  Overall, the sensitivity of this LCA is medium.

10.7.6             East Portion

LCA 3.1 – City Grid Mixed Urban Landscape (East Portion)

This LCA refers to the area around Ma Tau Kok, which is the most common and extensive urban landscape in this district. Developed on a largely orthogonal or regular city grid, the LCA consists of mainly retail land uses at street level with high/medium-rise commercial or residential developments above. Streets are often fairly wide and busy with traffic and the large numbers of people using these areas but the streetscape is utilitarian with little soft landscape treatments. Building stock is of mixed age and character, and vegetation is generally limited to street tree planting and shrub planting in occasional public open spaces. The result is a landscape which is vibrant, colourful and diverse in terms of its street life and land use, but which possesses only limited variety in terms of its urban spaces. LCA 3.1 includes Wyler Gardens and Grand Waterfront residential blocks as well as part of the China Gas company complex. The sensitivity of this LCA is medium.

LCA 3.2 – Ongoing Major Development Landscape (East Portion)

This LCA refer to the former Kai Tak airport area, which is the site for the proposed KTD. These are transitional landscapes currently awaiting large-scale construction. Most of the areas are vacated sites, which are awaiting construction, whilst some of them are undergoing decommissioning. They are typically characterised by a flat, low-lying topography, lack of significant vegetation or significant built structures and may include major earthworks, partially completed structures, as well as features such as cranes and earth moving machinery. This LCA is reclaimed from the sea and largely coastal.  In total there are an estimated 280 trees in this LCA, dominated by such species as the invasive weed species, Leucaena leucocephala and Albizia lebbeck and including other species in lesser numbers such as Aleurites moluccana, Bauhinia spp., Delonix regia, Ficus spp. etc, ranging in height between 4-12 m on average and being moderately mature on average.  The KTD site will be developed into a number of different areas, such as the Ma Tau Kok Waterfront, a Sports Hub, Metro Park, Kai Tak City Centre and South Apron corner, which fall within the Study Area.  Although currently this LCA has low sensitivity due to its overall disturbed and indeterminate status, due to the KTD including the landscaping of the various areas mentioned, the sensitivity of this LCA is considered to be medium for the CKR Project.

 

LCA 3.3 – Industrial Urban Landscape

This LCA is found on the fringe of Kowloon Bay which is low-lying reclaimed land, housing urban areas along the coast. This landscape is defined by its almost exclusively industrial land use. It typically includes areas of industrial buildings, often in very dense arrangements with occasional open areas used for vehicle parking or open storage, comprehensively developed low-rise buildings and some vacant land. Streets are mainly residual spaces, with little or no vegetation and no significant tree numbers are recorded. The unifying characteristics of this LCA type are their large utilitarian buildings, limited coherence of spaces, features and materials, and absence of significant vegetation cover. LCA 3.3 is on the periphery of a larger industrial urban landscape area extending beyond the Study Area, but does include the HK International Trade and Exhibition Centre. The sensitivity of this LCA is low.

LCA 3.4 – Typhoon Shelter Landscape (East Portion)

This LCA is found on the coastal edges of Ma Tau Kok and Kowloon Bay. This LCA type is generally inshore, aquatic landscape formed by the armour stone breakwaters constructed to protect large numbers of moored vessels. Vessels include freighters, fishing vessels, pleasure craft and sampans. Although this LCA consist primarily of water, other features include jetties, pontoons and navigational features resulting in a landscape that is a transitional one between land and sea resulting in an active landscape characterized by a variety of form and colour.  LCA3.4 has a sense of enclosure also and overall the sensitivity of this LCA is medium.

LCA 3.5 - Transportation Corridor Landscape (East Portion)

This area comprises the Kwun Tong Bypass (elevated bypass expressway), Kai Fuk Road, and Kai Cheung Road. Few amenity plantings of low to medium amenity value are found in the central median or at the sides of the corridors although there are an estimated 290 trees in this LCA, dominated by such species as Casuarina equisetifolia and Melaleuca quinquenervia. Trees range in height between 2-22 m and have wide ranging maturity.This LCA is slightly sensitive to highway development and given the number of trees within it, the sensitivity of this area is considered as medium.

 

Table 10.3:  List of the Landscape Character Area and their Sensitivity

 

LCA Code	Name	LCA Sensitivity (High/ Medium/ Low)
	West Portion
LCA1.1	Transportation Corridor Landscape (West Portion)	Medium
LCA1.2	Ongoing Major Development Landscape (West Portion & Barging Point)	Medium
LCA1.3	City Grid Mixed Urban Landscape (West Portion)	Medium
LCA1.4	Residential Complex Landscape	Medium
LCA1.5	Residential Urban Landscape (West Portion)	Medium
LCA1.6	Typhoon Shelter Landscape (West Portion & Barging Point)	Low
	Central Portion
LCA2.1	Residential Urban Landscape (Middle)	Medium
LCA2.2	Miscellaneous Urban Fringe Landscape	Medium
	East Portion
LCA3.1	City Grid Mixed Urban Landscape (East Portion)	Medium
LCA3.2	Ongoing Major Development Landscape (East Portion)	Medium
LCA3.3	Industrial Urban Landscape	Low
LCA3.4	Typhoon Shelter Landscape (East Portion)	Medium
LCA3.5	Transportation Corridor Landscape (East Portion)	Medium

 

10.8                   Visual Baseline Study

The works area of Central Kowloon Route is located in densely populated urban areas with high-rise buildings. Most of the areas are enclosed by high-rise buildings; the Zone of Visual Influence (ZVI) is therefore mainly limited by the first row of buildings. Oblique aerial photographs presented in Figure 10.3.1, Figure 10.3.2 and Figure 10.3.3 show the approximate works area and can help understand the formation of Zone of Visual Influence.

The Zone of Visual Influence (ZVI) is shown in Figure 10.13 (West Portion), Figure 10.14 (Central Portion) and Figure 10.15 (East Portion) and key Visual Sensitive Receivers (VSRs) within the ZVIs are mapped in Figure 10.13.1 (West Portion), Figure 10.14.1 (Central Portion) and Figure 10.15.1 and Figure 10.15.2 (East Portion).

VSRs identified within each of the ZVI around the West Portion, Central Portion and East Portion are detailed below and illustrative photographs of VSRs are presented in Figure 10.16.1, Figure 10.16.2, Figure 10.16.3, Figure 10.16.4, Figure 10.16.5, Figure 10.16.6, Figure 10.17.1, Figure 10.17.2, Figure 10.17.3, Figure 10.18.1, Figure 10.18.2, Figure 10.18.3, Figure 10.18.4, Figure 10.18.5, Figure 10.18.6 and Figure 10.18.7. 

Thirteen Vantage/ View Points (VPs) are selected from which to create photomontages.  These have been selected to represent various views towards the Project from different angles, illustrate key Project features, such as the Landscape Deck in the West Portion and endeavour to represent key VSR views in each location.  VPs are chosen to try and represent the impact on a number of VSRs, where impacts are considered to be similar.  Overall the combination of photomontages for the Project aim to support the assessment of visual impact in the text and provide an idea of the Project outlook.

Five VPs have been selected in the West Portion.  These are:

·         VP1 – Sorrento;

·         VP2 – CAS HQ;

·         VP3 – Man Cheong Buildings;

·         VP4 –Yaumati Catholic Primary School, Tung Kun Street;

·         VP5 – Yau Ma Ti Catholic Primary School, Hoi Wang Road;

Three VPs have been selected in the Middle Ventilation Area.  These are:

·         VP6 – Sheng Kung Hui Tsoi Kung Po Secondary School;

·         VP7 – Sik Man House, Ho Man Tin Estate;

·         VP13 – Oi Man Estate

Five VPs have been selected in the East Portion including one futuristic one within KTD and one aerial one which does not represent any VSRs but gives a good indication of the outlook of the Project in the East Portion. These VPs are:

·         VP8 – Grand Waterfront;

·         VP9 – Megabox;

·         VP10 - Aerial photograph above Kai Tak Runway;

·         VP11 – HK International Trade & Exhibition Centre; and

·         VP12 – Within KTD. 

A key map of all the VPs used to develop photomontages is shown in Figure 10.19 although Figure 10.13, Figure 10.14 and Figure 10.15 also show closer detail of the VP locations in the West, Central Portion and East areas respectively.  The photomontages from these VPs are discussed in the Visual Impact Assessment in Section 10.11. 

10.8.1             West Portion

The West Portion of the VIA study area is in the Yau Ma Tei and Mong Kok Districts with many different uses but overall highly developed.  To the south and west the sea of Victoria Harbour is a key feature and otherwise the visual character is mixed with key transport routes, ongoing development (e.g. XRL and associated structures), modern residential buildings with iconic tall structures (e.g. ICC) and older buildings, some with cultural significance. 

The West Portion of CKR with its associated structures is constructed on flat and low-lying reclaimed land with similar level (average +5mPD) to the whole West Kowloon and Yau Ma Tei District. As the whole area is enclosed by high-rise buildings, the ZVI will be stopped by the first or second row of buildings. Higher levels of tall buildings within this district will not be blocked by buildings in the front and will have a view to the site. However, due to the ongoing major development in nearby locations, such as the Express Rail Link, the quality of existing views has already been degraded. The baseline condition of VSRs within the West Portion ZVI, together with their sensitivity is described below and a summary provided in Table 10.4 following.

Residential VSRs

R1.1	One SilverSea
R1.2	Island Harbourview
R1.13	The Victoria Towers
R1.14	The Hermitage

Residents in high-rise residential building blocks at the edge of ZVI and distant (over 400 m from new connecting road alignment and/or 500 m from proposed ventilation building) from the Project include the VSRs listed above. Since they are the highest buildings in this district, viewers in mid to upper levels will have panoramic views facing due south to Victoria Harbour or due north to north Kowloon and New Territories. Views from lower levels will be partially blocked by existing lower buildings in front or the existing roads and viaducts. The value and quality of the best existing views are good, although they are currently deteriorated by some abandoned land and the extensive ongoing development works of e.g. Express Rail Link. Given these VSRs are distant to the Project, their sensitivities are considered to be medium.

R1.3	Park Avenue
R1.4	Charming Garden
R1.6	8 Waterloo Road
R1.10	Sorrento
R1.11	The Coronation
R1.12	Planned Residential Development above Austin Station

Residents (and future residents in the case of R1.11 and R1.12) in high-rise residential building blocks closer to the Project (less than 400 m from new connecting road alignment and/or less than 500 m from proposed ventilation building) have similar quality of existing views and degrees of visibility at different levels to those high-rise residential building blocks at the edge of ZVI, but being closer, the Project would be more prominent in their view and their sensitivities are considered high, despite some (such as R1.12) having their views to site slightly restricted by other buildings such as Man Cheong Buildings (R1.9).

R1.7	Prosperous Garden
R1.9	Man Cheong Buildings

Other residents in the mid to high rise residential blocks in the inner part of ZVI such as those listed above have a direct and close view to the West Kowloon Highway. For R1.7 particularly, the views from low and mid levels are dominated by the existing elevated road and screening planting along the West Kowloon Highway. The value and quality of the existing view is fair to good but deteriorated by the abandoned land and extensive ongoing development works e.g. Express Rail Link. The sensitivity of these VSRs is high.

R1.5	Wah Tak Building & Tak Cheong Lane High Rise
R1.8	Kansu Street High Rise Buildings

The residents in the older reclamations of Yau Ma Tei like Wah Tak Building and the adjacent building block (R1.5), and the dense residential buildings along Kansu Street (R1.8) have restricted views. Their views are dominated by the existing elevated road and other buildings. Residents living along Kansu Street will have the partial views to the Shanghai Street/ Market Street Playground and Yau Ma Tei Community Centre Rest Garden. The value and quality of the existing view is fair to poor. The sensitivity of these VSRs is medium.

Commercial VSRs

C1.1	Bank of China Tower
C1.2	HSBC Centre
C1.4	ICC & Ritz Carlton Hotel
C1.5	Planned Commercial Development above XRL Terminus

Viewers (and planned users in the case of C1.5) in the above listed VSRs have an open and distant (over 400 m from new connecting road alignment and/or 500 m from proposed ventilation building) views toward the Project. The value and quality of their existing view is good, however they are deteriorated by abandoned land and the ongoing development of the Express Rail Link. Considering the nature of the user group and the distance from the Project Site, the sensitivity of these VSRs is rated as low.

C1.3	Eaton Hotel
C1.6	Keybond Commercial Building

Viewers in Eaton Hotel (C1.3) have a close view to the existing Gascoigne Road Flyover with some buildings and green woodland as a backdrop. Gascoigne Road Flyover is a busy traffic corridor and traffic congestion can be seen from day to day. Viewers in Keybond Commercial Building (C1.6) have a narrow view through to the Project alignment restricted by other buildings including the new Coronation development. The value and quality of the existing views for these VSRs is fair and despite the nature of the user group, given their proximity to the Project their sensitivity is medium.

Government/ Institution/ Community VSRs

GIC1.1	Yau Ma Ti Catholic Primary School (Hoi Wang Road) & Li Kwok Po College
GIC1.2	Hong Kong Community College West Kowloon Campus
GIC1.3	Yaumati Catholic Primary School (Tung Kun Street)
GIC1.4	Yau Ma Tei Division Police Station
GIC1.5	Yau Ma Tei Jockey Club Polyclinic
GIC1.6	Henry G. Leong Yaumatei Community Centre
GIC1.7	Queen Elizabeth Hospital
GIC1.8	Civil Aid Services Headquarter
GIC1.9	Planned GIC Site

Viewers in the VSRs listed above are all reasonably close to (within 120m ), if not under the proposed alignment or works area. These buildings are low to medium rise and at the higher levels may have partial open views towards the Project. At lower levels, many of the views are dominated by existing elevated roads such as that of West Kowloon Highway, Ferry Street or Gascoigne Road. The Existing views are poor to fair depending but are partly deteriorated the ongoing development works in the area e.g. of the Express Rail Link. This VSR type is not highly sensitive but given their proximity to the site, their sensitivity is medium.

GIC1.7

Queen Elizabeth Hospital

Some users in Queen Elizabeth Hospital (GIC1.7) higher levels and in Blocks facing west have an open view to the urban landscape at West Kowloon due to the existing topography. The view is dominated by the dense mid rise building, pencil towers and busy traffic corridor with very little green planting. The sensitivity of this VSR is low.

Occupational VSRs

O1.1	LPG Filling Station at Hau Cheung Street

Users in LPG Filling Station at Hau Cheung Street (O1.1) have a close and direct view to the West Kowloon Highway and the extensive screening planting. The value and quality of the existing view is fair. The sensitivity of this VSR is low due to the occupational and temporary nature of the VSR.

Recreational VSRs

RE1.1	Olympic Plaza
RE1.2	Cherry Street Park
RE1.5	Saigon Street Playground

Users in these VSRs generally have high quality views within their recreational area but these green spaces that they occupy are mainly enclosed or screen by mature planting, such that their views of the Project would be restricted. Users of Saigon Street Playground (RE1.5) are less screened within their playground but surrounded by fairly low quality views. The sensitivity of these VSRs is rated as low.

RE1.3	Public Square Street Rest Garden
RE1.4	Yau Ma Tei Community Centre Rest Garden
RE1.6	Planned Public Open space above future XRL-terminus and surrounding
RE1.7	Planned Public Open space north of Yan Cheung Road

These existing VSRS, namely viewers in Public Square Street Rest Garden (RE1.3) and Yau Ma Tei Community Centre Rest Garden (RE1.4) are enclosed by dense buildings and elevated roads but mature planting within these open spaces screen off and soften parts of these restricted views. These VSRs will be are located very close to the Project alignment or will be re-located due to the Project.  The sensitivity of these VSRs is medium.

Travel/ Transport Related VSRs

T1.1	West Kowloon Highway

West Kowloon Highway (T1.1) is a section of Route 3 in Hong Kong. This dual-3 lane highway runs for 4.2 km, connecting Western Harbour Crossing in the south with Tsing Kwai Highway in the north. This VSR refers to travellers on the section from MTRC Kowloon Station to Olympic Station. One side has a nice open view to Victoria Harbour while the other side has a dense urban view of West Kowloon. Due to high travelling speed on West Kowloon Highway, travellers are insensitive to the views. The sensitivity of this VSR is low.

 

Table 10.4:  List of the VSRs in the West Portion and their Sensitivity

 

* Denotes future VSRs that will not be in existence when construction for the Project starts. 

 

VSR Code	Type of VSRs	VSR Name	Number of Individuals (Very few, Few, Many, Very many)	Quality of Existing View (Poor/ Fair/ Good)	Availability of Alternative Views	Approx. Minimum Distance between VSRs and Impact Sources (Road/Ventilation Building) (m)	Degree of Visibility towards Project (Glimpse/ Partial/ Full)	Duration of View (Short/ Medium/ Long)	Frequency of View (Rare/ Occasional/ Frequent)	Sensitivity (Low, Medium, High)
West Portion
R1.1	Residential	One SilverSea	Very Many	Good	Yes	750/ 920	Full	Long	Frequent	Medium
R1.2	Residential	Island Harbourview	Very Many	Good	Yes	620/ 800	Full	Long	Frequent	Medium
R1.3	Residential	Park Avenue	Very Many	Good	Yes	130/ 400	Partial	Long	Frequent	High
R1.4	Residential	Charming Garden	Very Many	Fair	No	200/ 300	Full	Long	Frequent	High
R1.5	Residential	Wah Tak Building & Tak Cheong Lane High Rise	Few	Fair	No	250/ 540	Partial	Long	Frequent	Medium
R1.6	Residential	8 Waterloo Road	Many	Good	Yes	290/ 740	Partial	Long	Frequent	High
R1.7	Residential	Prosperous Garden	Very Many	Fair	No	240/ 560	Full	Long	Frequent	High
R1.8	Residential	Kansu Street High Rise Buildings	Many	Poor	No	0/ 720	Partial	Long	Frequent	Medium
R1.9	Residential	Man Cheong Buildings	Many	Fair	Yes	150/450	Full	Long	Frequent	High
R1.10	Residential	Sorrento	Very Many	Good	Yes	270/ 480	Full	Long	Frequent	High
R1.11	Residential	The Coronation	Very Many	Good	Yes	30/ 320	Full	Long	Frequent	High
R1.12	Residential	Planned Residential Development above Austin Station	Very Many	Good	Yes	360/ 680	Partial	Long	Frequent	High*
R1.13	Residential	Victoria Towers	Very Many	Good	Yes	700/ 1120	Full	Long	Frequent	Medium
R1.14	Residential	The Hermitage	Very Many	Good	Yes	500/ 680	Full	Long	Frequent	Medium
C1.1	Commercial	Bank of China Tower	Many	Good	Yes	600/ 770	Full	Medium	Occasional	Low
C1.2	Commercial	HSBC Centre	Many	Good	Yes	560/ 750	Full	Medium	Occasional	Low
C1.3	Commercial	Eaton Hotel	Many	Fair	Yes	170/ 1010	Partial	Medium	Occasional	Medium
C1.4	Commercial	ICC & Ritz Carlton Hotel	Very Many	Good	Yes	720/ 840	Full	Medium	Occasional	Low
C1.5	Commercial	Planned Commercial Development above XRL Terminus	Very Many	Fair	Yes	240/ 570	Partial	Medium	Occasional	Low*
C1.6	Commercial	Keybond Commercial Building	Few	Fair	No	160/ 650	Partial	Medium	Occasional	Medium
GIC1.1	Government/ Institution/ Community	Yau Ma Ti Catholic Primary School (Hoi Wang Road) & Li Kwok Po College	Many	Fair	Yes	100/ 200	Partial	Medium	Occasional	Medium
GIC1.2	Government/ Institution/ Community	Hong Kong Community College West Kowloon Campus	Many	Good	Yes	50/ 280	Partial	Medium	Occasional	Medium
GIC1.3	Government/ Institution/ Community	Yaumati Catholic Primary School (Tung Kun Street)	Many	Poor	No	120/ 540	Partial	Medium	Occasional	Medium
GIC1.4	Government/ Institution/ Community	Yau Ma Tei Division Police Station	Many	Poor	No	0/ 610	Partial	Short	Occasional	Medium
GIC1.5	Government/ Institution/ Community	Yau Ma Tei Jockey Club Polyclinic	Many	Poor	No	0/ 700	Partial	Short	Occasional	Medium
GIC1.6	Government/ Institution/ Community	Henry G. Leong Yaumatei Community Centre	Many	Poor	No	20/ 750	Partial	Medium	Occasional	Medium
GIC1.7	Government/ Institution/ Community	Queen Elizabeth Hospital	Many	Fair	Yes	240/1050	Open	Short	Occasional	Low
GIC1.8	Government/ Institution/ Community	Civil Aid Services Headquarter	Many	Fair	Yes	40/ 180	Full	Short	Occasional	Medium
GIC1.9	Government/ Institution/ Community	Planned GIC Site	Few	Poor	Yes	10/ 120	Full	Short	Occasional	Medium*
O1.1	Occupational	LPG Filling Station at Hau Cheung Street	Few	Fair	No	10/ 310	Full	Short	Occasional	Low
RE1.1	Recreational	Olympic Plaza	Few	Good	Yes	130/ 340	Glimpse	Short	Occasional	Low
RE1.2	Recreational	Cherry Street Park	Many	Fair	Yes	80/ 340	Glimpse	Short	Occasional	Low
RE1.3	Recreational	Public Square Street Rest Garden	Few	Fair	No	0/ 580	Full	Short	Occasional	Medium
RE1.4	Recreational	Yau Ma Tei Community Centre Rest Garden	Many	Fair	Yes	30/ 800	Partial	Short	Occasional	Medium
RE1.5	Recreational	Saigon Street Playground	Many	Fair	Yes	90/ 800	Partial	Short	Occasional	Low
RE1.6	Recreational	Planned Public Open Space above future XRL-terminus and surrounding	Many	Fair	Yes	0/ 120	Partial	Short	Occasional	Medium*
RE1.7	Recreational	Planned Public Open space north of Yan Cheung Road	Few	Fair	No	0/ 440	Partial	Short	Occasional	Medium*
T1.1	Travel/ Transport Related	West Kowloon Highway	Many	Good	Yes	0/0	Full	Short	Rare	Low