10 LANDSCAPE AND VISUAL

10.1 Introduction

10.1.1 General

10.1.1.1 This chapter of the report presents an assessment of the potential landscape and visual impacts associated with the Project 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), as well as the requirements given in Clause 3.4.11 and Appendix I of the EIA Study Brief (No. ESB-342/2021), the landscape and visual impact assessment (LVIA) for the Project includes:

· A listing of the relevant environmental legislation and guidelines;

· A definition of the scope and contents of the study, including a description of the assessment methodology;

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

· A landscape impact assessment section, including:

o a landscape baseline study providing a comprehensive and accurate description of the baseline landscape resources (LRs) and landscape character areas (LCAs) within the assessment area, 500 metres from the boundary of the Project;

o identification of potential landscape impacts;

o prediction of the nature of landscape impacts and the potential magnitude of change they will cause as well as the potential significance of impacts before the implementation of mitigation measures;

o recommendation of appropriate mitigation measures and associated implementation programmes; and

o prediction of the significance of residual landscape impacts after the implementation of the suggested mitigation measures.

· A visual impact assessment section, including:

o a visual baseline study, providing comprehensive details of visual elements and their Visually Sensitive Receivers (VSRs) within the Visual Envelope;

o identification of potential visual impacts;

o prediction of the nature of visual impacts and the potential magnitude of change they will cause as well as the potential significance of impacts before the implementation of mitigation measures;

o recommendation of appropriate mitigation measures and associated implementation programmes; and

o prediction of the significance of residual visual impacts after the implementation of the suggested mitigation measures.

· An assessment of the acceptability or otherwise of the 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 or undetermined.

10.2 Relevant Legislation, Standards, Guidelines, and Other References

10.2.1 General

10.2.1.1 A review of the existing and planned development framework for the RODP, OZP, and context has been conducted. Legislation, Standards, Guidelines, and Criteria relevant to the consideration of landscape and visual sensitivity in this preliminary assessment include the following:

Legislation and Planning Standards

· EIAO (Cap 499. S. 16) and the EIAO-TM, particularly Annexes 10 and 18;

· EIAO Guidance Note 8/2010 Preparation of Landscape and Visual Impact Assessment under the EIAO;

· Town Planning Ordinance (Cap 131);

· Foreshore and Sea-bed (Reclamations) Ordinance (Cap 127);

· Town Planning (Amendment) Ordinance, 2004;

· Country Parks Ordinance (Cap 208);

· Protection of Endangered Species of Animals and Plants Ordinance (Cap. 586);

· Marine Parks Ordinance (Cap 476) and associated subsidiary legislation;

· The Forests and Countryside Ordinance (Cap 96) – prohibiting the felling, cutting, burning or destruction of trees, growing plants and forests on Government land;

· Hong Kong Planning Standards & Guidelines – Chapters 4, 10, 11 and 12; and

Technical Circulars/ Guidelines

· DEVB (GLTM) TC(W) No. 5/2020 – Registration and Preservation of Old and Valuable Trees;

· DEVB (GLTM) TC(W) No. 4/2020 – Tree Preservation;

· LAO PN. No. 2/2020 and 2/2020A– Tree Preservation and Removal Proposal for Building Development in Private Projects Compliance of Tree Preservation Clause Under Lease;

· DEVB TC(W) No. 6/2015 – Maintenance of Vegetation and Hard Landscape Features;

· DEVB TC(W) No. 2/2015 – Green Government Buildings;

· DEVB (GLTM) – Management Guidelines for Mature Trees, December 2014;

· DEVB (GLTM) – Guidelines on Tree Transplanting, September 2014;

· DEVB (GLTM) TC(W) No. 3/2012 – Site Coverage of Greenery for Government Building Projects;

· DEVB (GLTM) TC(W) No. 2/2012 – Allocation of Space for Quality Greening on Roads; and

· ETWB TC (W) No. 11/2004 – Cyber Manual for Greening.

Other Reference Information and Planning Studies

· Government General Regulation 740 – setting out restrictions on the preservation and felling of trees in Hong Kong;

· Technical Report of “Study on Landscape Value Mapping of Hong Kong” by Planning Department;

· “Urban Design Guidelines for Hong Kong” by Planning Department;

· Landscape Character Map of Hong Kong (2005 Edition);

· The Register of Old and Valuable Trees – Hong Kong, maintained by the Leisure and Cultural Services Department;

· Hong Kong 2030+: Towards a Planning Vision and Strategy Transcending 2030; and

· Latest Hong Kong International Airport (HKIA) Approved Plant Species List.

10.3 Review of Relevant Planning and Development Control Framework

10.3.1 General

10.3.1.1 A review has been undertaken of the relevant planning and development control framework for the landscape assessment area (500m from the boundary of the Project). The relevant Outline Zoning Plans (OZPs) for the Project are the Chek Lap Kok OZP No. S/I-CLK/16 and Tung Chung Town Centre Area OZP No. S/I-TCTC/24. Extracts of which are shown in Figure 10.2. The land use zones to be potentially affected by the project is summarised below:

OZPs	Project items	Zonings
S/I-TCTC/24	Autonomous vehicle stop or lay-by	“Open Space”, “Government, Institution or Community" and ‘Road’
S/I-CLK/16	Autonomous vehicle stop or lay-by and depot	“Green Belt”, "Commercial" ("C"), “Other Specified Uses” (“OU”) annotated “Boundary Crossing Facilities and Airport-related Supporting Uses” and ‘Road’
S/I-CLK/16	Marine facilities	Partly zoned “OU(Pier)”, "C" and partly not covered by any statutory town plan

10.3.1.2 According to section 13A of the Town Planning Ordinance (the Ordinance), any works or use authorized under the Roads (Works, Use and Compensation) Ordinance (Cap. 370) shall be deemed to be approved under the Ordinance, whether or not those works or that use or that scheme form part of a plan approved by the Chief Executive in Council under section 9 of the Ordinance. Should the Project be gazetted and authorized under Cap. 370, the proposed works within the said OZPs shall be deemed to be approved under the Ordinance. Proposed amendments to the OZPs will be arranged for the Project with appropriate zonings, when necessary.

10.4 Scope and Content of the LVIA Study

10.4.1 Scope of the Project

10.4.1.1 The Project is to construct and operate (i) the Airport Tung Chung Link (ATCL) to connect Hong Kong Port (HKP) Island and Tung Chung Town Centre via a dedicated road link; and (ii) marine facilities in the waters between Airport Island and HKP Island. The location of the Project is shown in Figure 1.1.

10.4.2 Project Key Elements

10.4.2.1 Please refer to Chapter 2 of this EIA report for details of the Project key elements.

10.4.3 Assessment Area

10.4.3.1 As stated in the EIA study brief, the assessment area of the landscape impact assessment is 500m from the boundary of the Project (refer to Figure 10.1); while the assessment area of the visual impact assessment is defined by the Visual Envelope of the Project (refer to Figure 10.7).

10.5 Landscape and Visual Impact Assessment Methodology

10.5.1 General Approach

10.5.1.1 Landscape and visual impacts shall be assessed separately for the construction and operational phases.

10.5.2 Landscape Impact Assessment Methodology

10.5.2.1 The landscape impacts have been assessed according to the following procedures:

10.5.2.2 Identification of the baseline Landscape Resources (LRs) and Landscape Character Areas (LCAs) found within the assessment area. The LRs and LCAs within 500m from the boundary of the Project as defined by the EIA Study Brief will be included in the assessment. This is achieved by site visits and desk-top studies of topographical maps, information databases, approved EIAs of the committed projects and photographs. Reference is also made to the ‘Landscape Value Mapping of Hong Kong’ study.

10.5.2.3 Assessment of the degree of sensitivity to change of the LRs and LCAs. This is influenced by several factors including whether the resource/character is common or rare, whether it is considered to be of local, regional, national, or global importance, whether there are any statutory or regulatory limitations / requirements relating to the resource, the quality of the resource / character, the maturity of the resource, and the ability of the resource/character to accommodate change. The sensitivity to change of each landscape feature and character area is classified as follows:

High: Important LR or LCA of particularly distinctive character or high importance, sensitive to relatively small changes

Medium: LR or LCA of moderately valued landscape characteristics reasonably tolerant to change

Low: LR or LCA, the nature of which is largely tolerant to change

10.5.2.4 Assessment of the magnitude of landscape change. The magnitude of the landscape change depends on a number of factors including the physical extent of the change, the landscape and visual context of the change – i.e. a set circumstance/facts surrounding the change, the compatibility of the project with the surrounding landscape; and the time-scale of the change – i.e. whether it is temporary (short, medium or long term), permanent but potentially reversible, or permanent and irreversible. Landscape changes have been quantified wherever possible. The magnitude of landscape change is classified as follows:

Large: LR or LCA would suffer a major change

Intermediate: LR or LCA would suffer a moderate change

Small: LR or LCA would suffer slight or barely perceptible changes

Negligible: LR or LCA would suffer no discernible change

None: LR or LCA would suffer absolutely no impact

10.5.2.5 Identification of potential landscape mitigation measures. These may take the form of adopting alternative designs or revisions to the basic engineering and architectural design to prevent and/or minimise adverse impacts; remedial measures such as colour and textural treatment of building features; and 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. A programme for the mitigation measures is provided. The agencies responsible for the funding, implementation, management, and maintenance of the mitigation measures are identified and their approvals-in-principle are being sought.

10.5.2.6 Prediction of the significance of landscape impacts before and after the implementation of the mitigation measures. By synthesising the magnitude of the various changes and the sensitivity to change of the various LRs it is possible to categorise impacts in a logical, well-reasoned and consistent fashion. Table 10.1 shows the rationale for dividing the degree of significance into five thresholds, namely none, insubstantial, 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 the LRs / LCAs.

Table 10.1 Relationship between Landscape Sensitivity to Change and Magnitude of Change in Defining Impact Significance

*Magnitude* *of Change*	Large	Moderate		Moderate / Substantial		Substantial
	Intermediate	Slight / Moderate		Moderate		Moderate / Substantial
	Small	Insubstantial / Slight		Slight / Moderate		Moderate
	Negligible	Insubstantial		Insubstantial		Insubstantial / Slight
	None	None		None		None
			Low		Medium		High
			*Sensitivity to Change of LRs or LCAs*

The significance thresholds are defined as follows:

Substantial: Adverse / beneficial impact where the proposal would cause significant deterioration or improvement in existing landscape quality

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

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

Insubstantial: No discernible change in the existing landscape quality

None: Absolutely no change in the existing landscape quality

10.5.2.7 Prediction of acceptability of impacts. An overall assessment of the acceptability, or otherwise, of the impacts according to the five levels of significance set out in Annex 10 of the EIAO-TM is stated in the conclusion Section 10.14. According to Annex 10 of the EIAO-TM, the evaluation of landscape and visual impacts may be classified into five levels of significance based on type and extent of the effects concluded in the EIA study:

· The impact is beneficial if the project will complement the landscape and visual character of its setting, will follow the relevant planning objectives, and will improve overall landscape and visual quality;

· The impact is acceptable if the assessment indicates that there will be no significant effects on the landscape, no significant visual effects caused by the appearance of the project, or no interference with key views;

· The impact is acceptable with mitigation measures if there will be some adverse effects, but these can be eliminated, reduced, or offset to a large extent by specific measures;

· The impact is unacceptable if the adverse effects are considered too excessive and are unable to mitigate practically; and

· The impact is undetermined if significant adverse effects are likely, but the extent to which they may occur or may be mitigated cannot be determined from the study. Further detailed study will be required for the specific effects in question.

10.5.3 Broad Brush Tree Survey Methodology

10.5.3.1 A broad brush tree survey was carried out in accordance with the EIA Study Brief to identify dominant tree species, maturity, rarity, and any plant species of conservation interest, etc. which would be potentially affected to provide baseline information on the LRs and LCAs. The broad brush tree survey findings including tree survey plans and tree schedule are illustrated in Appendix 10.1.

10.5.3.2 Existing trees within the assessment area were surveyed in groups according to the location, in which the following information was identified for each tree group:

· Tree group reference number;

· Estimated number of trees;

· Scientific name and Chinese name of the main species found in the group;

· Rage of tree size for each species found in each group;

· An assessment of average general tree condition (good / fair / poor) for each species found in each group; and

· Additional remarks are provided on the protected / rare tree species.

10.5.4 Visual Impact Assessment Methodology

10.5.4.1 The visual impacts have been assessed according to the following procedures:

10.5.4.2 Identification of the Visual Envelope. This is achieved by site visit and desktop study of topographic maps, photographs, and preparation of cross-sections to determine visibility of the Project from various locations.

10.5.4.3 Identification of the VSRs within the Visual Envelope. These are the people who would reside within, work within, play within, or travel through, the Visual Envelope.

10.5.4.4 Assessment of the degree of sensitivity of the VSRs. Factors considered include:

· The type of VSRs, which is classified according to whether the person is at home, at work, at play, or travelling.

o Those who view the change from their homes are considered to be highly sensitive as the attractiveness or otherwise of the outlook from their home will have a substantial effect on their perception of the quality and acceptability of their home environment and their general quality of life;

o Those who view the impact from their workplace are considered to be only moderately sensitive as the attractiveness or otherwise of the outlook will have a less important, although still material, effect on their perception of their quality of life. The degree to which this applies depends on whether the workplace is industrial, retail, or commercial;

o Those who view the impact whilst taking part in an outdoor leisure activity may display varying sensitivity depending on the type of leisure activity; and

o Those who view the impact whilst travelling on a public thoroughfare will also display varying sensitivity depending on the speed of travel.

· Other factors which are considered (as required by EIAO Guidance Note: 8/2010) include the value and quality of existing views, the availability and amenity of alternative views, the duration or frequency of view, and the degree of visibility.

The sensitivity to change of VSRs is classified as follows:

High: The VSR is highly sensitive to any change in their viewing experience

Medium: The VSR is moderately sensitive to any change in their viewing experience

Low: The VSR is only slightly sensitive to any change in their viewing experience

10.5.4.5 Identification of the relative numbers of VSRs. This is expressed in terms of whether there are few, medium or many VSRs in any one category of VSR.

10.5.4.6 Identification of sources of visual impacts. These are the various elements of the construction works and operational procedures that would generate visual impacts.

10.5.4.7 Assessment of the magnitude of visual change. Factors considered include:

Duration and Frequency of the impact:	Temporary / Permanent: This refers to the long-term presence of the visual change – whether it is experienced by the VSR for the whole duration of the construction phase or operational phase, or only part thereof Intermittent / Continuous: This refers to short term frequency of the visual change - is it always visible (continuous) or only at certain times (intermittent). For example, travelling VSRs may only see the source intermittently as they travel along their journey, whereas residential VSRs may have continuous views from their living room
Reversibility of the impact:	Reversible / Irreversible
Compatibility of the project with the Visual Backdrop:	High / Medium / Low
Distance of the source of impact from the viewer:	Shortest distance measured in metres (m) between the VSR and the source
Degree of visibility of Source(s) of Visual Impact:	Full: Virtually full uninterrupted view of the source of impact Partial: Partial view of the source of impact which is slightly hidden by intervening elements such as buildings, vegetation etc. Glimpse: Partial view of the source of impact which is largely hidden by intervening elements such as buildings, vegetation etc.
Scale of the development:	Small / Medium / Large
Potential Blockage of Existing Views:	Full / Partial / Slight / Negligible: The degree to which the source of the impact blocks existing open views currently experienced by the VSR

The magnitude of visual change is classified as follows:

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

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

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

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

None: The VSRs would suffer absolutely no change in their viewing experience

10.5.4.8 Identification of potential visual mitigation measures. These may take the form of adopting alternative designs or revisions to the basic engineering and architectural design to prevent and/or minimise adverse impacts; remedial measures such as colour and finishing treatment of building features; and 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. A programme for the mitigation measures shall be provided. The agencies responsible for the funding, implementation, management, and maintenance of the mitigation measures shall be identified and their approval-in-principle shall be sought.

10.5.4.9 Prediction of the significance of visual impacts before and after the implementation of the mitigation measures. By synthesizing the magnitude of the various visual impacts and the sensitivity to change of the VSRs, it is possible to categorise the degree of significance of the impacts in a logical, well-reasoned and consistent fashion. Table 10.2 shows the rationale for dividing the degree of significance into five thresholds, namely, none, insubstantial, 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 VSRs. Consideration is also given to the relative numbers of individuals in the VSRs in predicting the final impact significance - exceptionally low or high numbers of individuals in a VSR may change the result that might otherwise be concluded from Table 10.2.

The significance of the visual impacts is categorised as follows:

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

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

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

Insubstantial: No discernible change in the existing visual quality

None: Absolutely no change in the existing landscape quality

Table 10.2 Relationship between VSRs’ Sensitivity to Change and Magnitude of Change in Defining Impact Significance

*Magnitude* *of Change*	Large	Moderate	Moderate / Substantial		Substantial
	Intermediate	Slight / Moderate	Moderate		Moderate / Substantial
	Small	Insubstantial / Slight	Slight / Moderate		Moderate
	Negligible	Insubstantial	Insubstantial		Insubstantial / Slight
	None	None	None		None
		Low		Medium		High
		*Sensitivity to Change of VSRs*

10.5.4.10 Prediction of acceptability of residual impacts. An overall assessment of the acceptability or otherwise of the residual impacts 10 to 15 years after implementation of visual mitigation measures, according to the five criteria set out in Annex 10 of the EIAO-TM, as presented in Section 10.5.2.7.

10.6 Baseline Study

10.6.1 Landscape and Visual Assessment Area

10.6.1.1 The assessment area of the Project is located at the eastern coast of Chek Lap Kok and the western portion of Tung Chung Town Centre; most areas are adjacent to existing highways such as North Lantau Highway and the Airport Road.

10.6.1.2 The extent of Landscape Assessment Area covers 500m from the boundary of the Project as a baseline survey to identify existing LRs and LCAs, and to assess the potential landscape impacts during the construction and operational phases of the Project.

10.6.1.3 The extent of Visual Assessment Area is defined by desktop study of topographic maps and aerial photographs, with site visits to identify the Visual Envelope as the baseline to represent and assess potential visual impacts to VSRs within the Visual Envelope. Such areas cover from Northern Por Kai Shan, Tung Chung Town Centre, eastern coast of Chek Lap Kok to south and west portion of HKP.

10.6.2 Committed and Approved Projects under Construction

10.6.2.1 In accordance with EIAO Guidance Note 8/2010 (paragraph 3.7(a)), approved projects to be completed before commencement of the Project should form part of the baseline conditions. Therefore, the landscape and visual outcomes of approved projects, which are currently under construction and would be completed before the commencement of construction for the Project in 2025, are also included as part of the baseline conditions for the Project.

10.6.2.2 For ease of understanding, the baseline study describes what will be in existence once the current approved and committed projects already under construction are completed. It is upon that baseline that the impacts of future construction and operation of the Project will be felt, and it is the Project’s impact on that baseline that are assessed, quantitatively and qualitatively, in this Chapter.

10.6.2.3 The existing LRs and LCAs within the assessment area have been identified and described in Sections 10.6.3 and 10.6.4 respectively. The sensitivities to changes of the LRs and LCAs have been summarised in Table 10.3 and Table 10.4 respectively.

10.6.3 Landscape Resources (LRs)

10.6.3.1 The baseline LRs that will be affected during the construction phase and operational phase, together with their sensitivity to change, are described in Table 10.3. The locations of the LRs are shown in Figure 10.3. Photo-views illustrating the LRs of the assessment area are illustrated in Figure 10.4. For ease of reference and co-ordination between text, tables, and drawings, each LR is given an identity number. The below listed LRs represent the baseline condition after completion of the approved committed projects. This includes new landscape elements such as compensatory planting which is planned to be implemented as part of the approved committed projects and will in fact exist during commencement of the Project so will therefore form part of the baseline condition for the Project.

Table 10.3 Sensitivity to Change of LRs

LR ID.	Works Area within the LR (ha)	Study Area within the LR (ha)	Quality and Maturity (High, Medium, Low)	Rarity (High, Medium, Low)	Sensitivity to Change (Low, Medium, High)
LR1	0.17	34.85	High	High	High
LR1	Woodland, Shrubland & Grassland in Scenic Hill and the Slope to the Southwest of Shun Tung Road This LR refers to woodland, shrubland and grassland on the foothills and slopes within the assessment area, which includes Scenic Hill at the Airport Island and the slope to the southwest of Shun Tung Rd at Tung Chung. This LR is surrounded by transportation infrastructures such as Shun Tung Rd, North Lantau Highway, Chek Lap Kok South Rd, and Scenic Rd. These hills and slopes were part of Chek Lap Kok Island and Tung Chung Island before the Airport constructed and are now distinctive pieces of natural landscapes laid between the Airport and Tung Chung Town Centre. This LR comprised of woodlands at mainly the foot of the hills; shrubland and grassland covering the remaining hill areas. The LR is considered to be significant among the region and of high landscape quality and visual value. The sensitivity to change of this LR is considered to be high.				High
LR2	10.47	205.73	Medium	Medium	Medium
LR2	Coastal Water of Tung Chung Bay The coastal water of Tung Chung Bay refers to the inshore water body enclosed by reclaimed land of the Airport Island, Tung Chung Town Center, Tung Chung New Town Extension and Nei Lak Shan. The coastal of the bay is connecting to South China Sea at west and the Tung Chung River at southwest, the southwestern portion of the bay adjoined the sedimented mud land at the delta area. Evidence of disturbance are found as lands are being reclaimed for the new Tung Chung Town East and shoreline restoration works are carried out along eastern coastline of Chek Lap Kok to repair the damage caused by excessive reclamation. The Tung Chung Bay is also used as marine route for local daily ferry services and working area for Tung Chung New Town East extension. The LR is considered to be common in the assessment area with moderate regional significance given its size and ecological value at the associated south-western mud land. The sensitivity to change of this LR therefore is considered to be medium.				Medium
LR3	0.004	0.10	Medium	Medium	Medium
LR3	Rocky Coastline along Tung Chung Bay The rocky coastline along Tung Chung Bay is referring to the southern coastal landscape of the Scenic Hill and that of north-eastern Nei Lak Shan, comprising natural granitic coastline of the original Chek Lap Kok Island and be part of the Coastal Protection Area. The rocky coastline together with the southern Scenic Hill are facing to the open area at Tung Chung New Town Extension (TCNTE) West, forming a part of the visual nature for Landscape Receivers at that area. However, evidence of disturbance is found as the LR was penetrated by the constructed Check Lap Kok South Road and Ngong Ping 360 Airport Island Angle Station. This LR can accommodate little change, but it is commonly found in Hong Kong. Thus, it is considered to be medium in sensitivity to change.				Medium
LR4	3.24	12.84	Low	Low	Low
LR4	Artificial Seawall Coastline along Tung Chung Bay The artificial seawall coastline along Tung Chung Bay refers to the man-made seawall structures along Tung Chung Town and Airport Island coastal area. There are two types of artificial seawall identified, reinforced marine concrete seawall structures at Tung Chung New Town side; rock armour and fill core at Airport Island side. The artificial seawall at Tung Chung New Town side promotes leisure activities for residents and visitors whilst that at Airport Island side provides visual and man-made natural buffers for the Airport Island coastal amenity landscape areas. The modified seawall coastline is very common with low landscape value and significance. The LR can easily accommodate changes and is considered to be low in sensitivity to change.				Low
LR5	7.20	63.08	Medium	Low	Low
LR5	Amenity Landscape Areas along Airport Road and Chek Lap Kok Road The amenity and compensatory landscape areas along Hong Kong Link Road and Check Lap Kok Road comprise of vegetated areas in between constructed highways, office buildings and facilities, pathways, and coastal area at the Airport. Restricted by the approved plant species by the AAHK as wildlife control, the majority of plants are grasses, low lying shrubs and groundcovers with little tree plantings. The amenity landscape areas provide low degree of green buffers and little enhancement for the overall landscape quality of the assessment area. The LR is common in the region with low landscape value and easy to accommodate in change. It has low sensitivity to change in the regional context.				Low
LR6	5.41	231.24	Low	Low	Low
LR6	Roads & Urban Infrastructures Roads and urban infrastructures refer to highways, flyovers, bridged highways, main roads, secondary roads, local distributors, railways, ports, fuel tank farm, car parks, stations, piers etc. with typical associated infrastructure includes lighting, signage, and all other necessities to facilitate daily operation of the Airport and support transportation within the assessment area. Significant roads and urban infrastructures include North Lantau Highway, Hong Kong Link Road, Airport Road, railway of the Airport Express, the Tung Chung Station and the Hong Kong-Zhuhai-Macao Bridge (HZMB) Hong Kong Port. This LR has dominance among other LRs in scale and visual landscape. It is extremely common in the context of assessment area and can easily accommodate changes. The sensitivity to change of the LR is considered to be low.				Low
LR7	1.30	21.29	Medium	Low	Low
LR7	Urban Landscape in Tung Chung Town Urban landscape comprised of promenades, open plazas, parks, and some private podium open spaces scattered around Tung Chung Town. Amenity tree and shrub planting, and recreational facilities are found in these open spaces. This LR is common and can easily accommodate changes, it is considered to have low sensitivity to change in the assessment area.				Low

10.6.4 Landscape Character Areas (LCAs)

10.6.4.1 Several LCAs have been identified within the assessment area based on the ‘Landscape Value Map of Hong Kong’ study. These areas, and their sensitivity to change, are described in Table 10.4. The locations of the LCAs are indicated in Figure 10.5. Photo-views illustrating the LCAs within the assessment area are illustrated in Figure 10.6. The below listed LCA’s represent the baseline condition after completion of the approved committed projects.

Table 10.4 Sensitivity to Change of LCAs

LCA ID.	Works Area within the LCA (ha)	Study Area within the LCA (ha)	Quality and Maturity (High, Medium, Low)	Rarity (High, Medium, Low)	Sensitivity to Change (Low, Medium, High)
LCA1	15.53	127.83	Low	Low	Low
LCA1	Transport Corridor Landscape The transport corridor landscape refers to portion of the Hong Kong Link Road, Airport Road, Chek Lap Kok Road, and the Airport Express rail located at the eastern coastal area of the Airport Island. The linear landscape includes major features such as highways, flyovers, noise barriers and footbridges. The transport corridor is to facilitate daily operation of the Airport and support transportation. Those features are of similar materials and colours which demonstrate a coherent linear landscape that appeared to be plain in visual. The sensitivity to change of this LCA is considered to be low.				Low
LCA2	0.16	134.09	Low	Low	Low
LCA2	Institutional Landscape Institutional landscape refers to the flat and open reclaimed landscape reserved for the Airport and HKP of HZMB. This landscape contains mainly runways, taxiways, grass verges, terminal complexes, and a number of low to medium rise supporting buildings and facilities. Overall, the vegetation in this area is limited to grasses, low lying shrubs and groundcovers. Few ornamental trees are planted along major access roads and areas around buildings as green buffer. Largely defined by its vastness and visual openness, the sensitivity to change of this LCA is considered to be low.				Low
LCA3	0.17	38.47	High	High	High
LCA3	Coastal Upland & Hillside Landscape The coastal upland and hillside landscape refers to the Scenic Hill which is the last piece of original natural landscape at Airport Island after establishment of the Airport, and the slopes to the southwest of Shun Tung Rd at Tung Chung. The majority of the hills are covered by shrubland and grassland, a small portion of woodland is found at the lower slopes. Artificial features including the Tung Chung Battery Trail which connects Tung Chung Rd N and Shun Tung Rd, the Scenic Hill hiking trail starting from the south-west foot towards the tip, and the Scenic Hill Pavilion that allows locals and visitors to enjoy 360-degree panoramic view of Tung Chung Town, Tung Chung Bay, and the Airport. This LCA is considered to be significant among the region and of high landscape quality and visual value. The sensitivity to change of this LCA is considered to be high.				High
LCA4	8.40	176.11	Medium	Medium	Medium
LCA4	Inshore Water Landscape Inshore water landscape refers to the coastal water body on eastern side of North Lantau Highway, from Tung Chung Town Centre to the reclaimed island of HKP. Enclosed by the Airport Island and Tung Chung Town, the coastal water is characterized by its openness towards the Hong Kong Western Water. It includes marine activities such as local daily ferry services from Tuen Mun to Tai O, construction activities for Tung Chung Town East and reclamation removal for Airport Island east coast. Considered the scale of the LCA and the offered landscape visual quality, the sensitivity to change is considered to be medium.				Medium
LCA5	2.14	19.06	Low	Medium	Low
LCA5	Strait Landscape Strait landscape refers to the coastal water body in between Scenic Hill and Tung Chung Town Centre promenade. The coastal water be distinctive by enclosure and penetration of flyover bridged North Lantau Highway and Chek Lap Kok South Road. Channelised by the alignments of the modified natural rocky shoreline of Scenic Hill and the artificial shoreline of Tung Chung Promenade, the water is designated for marine activities such as local daily ferry services from Tuen Mun to Tai O and offers certain water landscape scenes for Ngong Ping Cable Car service and adjacent Tung Chung residential developments. The LCA is considered to have low landscape quality by itself and hence low in sensitivity to change.				Low
LCA6	5.11	62.33	Medium	Low	Low
LCA6	Mixed Modern Comprehensive Urban Development Landscape Area Mixed modern comprehensive urban development landscape area refers to the Tung Chung New Town Development. It comprised of residential developments, government buildings, villages and houses, local community facilities including parks and hall and all other services developments including paved areas, open spaces, and urban landscape etc. at Tung Chung New Town. The urban mixture is typical on new town developments with various human activities. This LCA is common and considered to have low sensitivity to change in the study area.				Low

10.6.5 Broad Brush Tree Survey

10.6.5.1 A broad brush tree survey has been conducted to cover all potential above-ground works area(s) of the Project, which covers Tat Tung Road, Tung Chung Waterfront Promenade, East Coast Support Area (ECSA) of Airport Island and south coast of HKP Island. The survey identified the dominant tree species, maturity, rarity, and any plant species of conservation interest etc. which would be potentially affected to provide baseline information on the LRs and LCAs. The broad brush tree survey findings including tree survey plans and tree schedule are illustrated in Appendix 10.1.

10.6.5.2 Approximately 985 nos. of existing trees were identified at minimum 5m offset from the proposed ATCL alignment, and according to information received from AAHK, approximately 141 nos. of planned trees at HKP Island might also be within the Project’s works area. The surveyed existing trees are generally between 1.5m to 15m in height with trunk diameter ranging from 30mm to 500mm. Crown spread is between 1.5m to 9m wide. Their general conditions are fair, and these species are commonly found in Hong Kong. Roughly 85% of the surveyed trees are exotic species and 15% are native species. None of the surveyed trees are rare or protected tree species (based on Forests and Countryside Ordinance, Cap 96), Champion Trees (identified in the book ‘Champion Trees in Urban Hong Kong’), Registered Old and Valuable Trees (OVTs), stonewall tree nor Trees of Particular Interest (TPI).

10.6.5.3 4 nos. of Lagerstroemia speciosa were found in Tung Chung Waterfront Promenade which are generally protected in accordance with Hong Kong under the Forestry Regulations (Cap 96. sub. leg.) except for “plants grown outside Hong Kong or on any land held from the Government under a lease, licence or permit or by virtue of an Ordinance”. Since all the recorded Lagerstroemia speciosa were observed within the LCSD maintained landscaped areas, it is likely that they have been planted as ornamental trees and therefore are not protected under the Forestry Regulations (Cap 96. sub. leg.). They are not considered as a floral species of conservation interest for this Project (Hong Kong Herbarium and South China Botanical Garden eds., 2007).

10.6.5.4 The dominant tree species include Acacia confusa, Archontophoenix alexandrae, Bauhinia blakeana, Caryota mitis, Cocos nucifera L, Delonix regia, Leucaena leucocephala, Hibiscus tiliaceus, Macaranga tanarius, Melaleuca leucadendra Linn, Phoenix loureiroi, Senna siamea, Strelitzia nicolai, and Thespesia populnea. Most of the surveyed existing trees are found within Artificial Seawall Coastline (LR4), Amenity Landscape Area (LR5), Urban Landscape (LR7), Transport Corridor Landscape (LCA1), and Mixed Modern Comprehensive Urban Development Landscape Area (LCA6).

10.6.6 Efforts to Reduce Tree Impacts

10.6.6.1 A number of ATCL alignment options, commencing at MTR Tung Chung Station and connecting the Tung Chung area with the HKP Island and Airport Island, have been considered during the design developments. Three options have been explored during the design stage and the option that would not involve land reclamation works nor encroachment to Scenic Hill is considered to be more preferable.

10.6.6.2 Compared to other alignment options, the preferred alignment is also proposed to be located near the coast, away from the existing mature tree groups along North Lantau Highway and Kwo Lo Wan Road at Airport Island. It further reduced the possible impact on LRs/LCAs with higher sensitivity to change (i.e. Woodland, Shrubland & Grassland in Scenic Hill and the Slope to the Southwest of Shun Tung Road (LR1) and Coastal Upland & Hillside Landscape (LCA3)). Given the coastal trees at Airport Island are mainly exotic species with fair conditions only, their overall amenity and ecological values are considered to be lower than those mature native trees lined along North Lantau Highway and Kwo Lo Wan Road. A small portion of Tung Chung Waterfront Promenade adjacent to North Lantau Highway would be temporarily used for loading or unloading, stockpiling materials and operating site office. Most of the existing trees would be preserved and all temporary works would be removed after construction. As a result, the preferred alignment is deemed to have less overall tree impacts.

10.6.6.3 In general, the preferred alignment strived to minimize the total number of trees to be affected.

10.6.7 Summary of Tree Impacts

10.6.7.1 Despite the tree impacts have already been minimized as far as practicable by adopting the preferred alignment, based on the development layout and the distribution of the existing trees, it is estimated that out of the surveyed 985 nos. of trees and the 141 nos. planned trees at minimum 5m offset from the proposed ATCL alignment, approximately 690 to 740 nos. of them might still be directly affected by the Project.

10.6.7.2 In direct conflict with the above ground works including the proposed ATCL alignment, stations, and ancillary facilities, some trees within the works area would be unavoidably affected. Overlapped with the proposed depot, stations, and ATCL alignment, the tree groups located in the flat planting areas along the existing seashore footpath (i.e. Artificial Seawall Coastline (LR4), Amenity Landscape Area (LR5) and Transport Corridor Landscape (LCA1)) accounts for most of the loss of tree impact.

10.6.7.3 A summary of the breakdown of trees that might be affected is shown in Table 10.5 below.

Table 10.5 Summary of Breakdown of Existing Trees, Planned Trees and Affected Trees by LRs and LCAs

ID.	LR/LCA	Approx. No. of Surveyed Trees within the LR/LCA*		Approx. No. of Affected Trees		Remarks
ID.	LR/LCA	Existing Surveyed Trees*	Planned Trees	Existing Trees	Planned Trees	Remarks
Landscape Resources (LRs)
LR1	Woodland, Shrubland & Grassland in Scenic Hill and the Slope to the Southwest of Shun Tung Road	30*	0	10	0	Shrubland area at the foot of Scenic Hill, dominant tree species include Cocos nucifera L and Hibiscus tiliaceus
LR2	Coastal Water of Tung Chung Bay	0*	0	0	0	No tree within LR2 shall be affected
LR3	Rocky Coastline along Tung Chung Bay	0*	0	0	0	No tree within LR3 shall be affected
LR4	Artificial Seawall Coastline along Tung Chung Bay	195*	141	145	70	Planting strips along the existing artificial seawall coastline, dominant tree species include Phoenix loureiroi, Strelitzia nicolai and Thespesia populnea
LR5	Amenity Landscape Areas along Airport Road and Chek Lap Kok Road	570*	0	395	0	Amenity planting areas along the existing seashore footpath at Airport Island, dominant tree species include Caryota mitis, Phoenix loureiroi and Strelitzia Nicolai
LR6	Roads & Urban infrastructures	0*	0	0	0	No tree within LR6 shall be affected.
LR7	Urban Landscape in Tung Chung Town	190*	0	105	0	Roadside buffer planting strips, dominant tree species include Acacia confusa, Archontophoenix alexandrae, Bauhinia blakeana, Garcinia subelliptica, Melaleuca leucadendra Linn, Leucaena leucocephala and Senna siamea

* Remarks:

The Broad-Brush Tree Survey has been conducted to identify the existing trees at minimum 5m offset from the proposed ATCL alignment only, please note that the approx. number of surveyed tree reported here do not reflect the total number of existing trees within the entire LR/LCA.

Existing trees outside of the Broad-Brush Tree Survey boundary will unlikely be affected by the proposed works.

ID.	LR/LCA	Approx. No. of Surveyed Trees within the LR/LCA*		Approx. No. of Affected Trees		Remarks
ID.	LR/LCA	Existing Surveyed Trees*	Planned Trees	Existing Trees	Planned Trees	Remarks
Landscape Character Areas (LCAs)
LCA1	Transport Corridor Landscape	765*	141	540	70	Buffer planting strips along the major transport corridors and seashore footpath, dominant tree species include Caryota mitis, Phoenix loureiroi, Strelitzia Nicolai and Thespesia populnea
LCA2	Institutional Landscape	0*	0	0	0	No tree within LCA2 shall be affected
LCA3	Coastal Upland & Hillside Landscape	30*	0	10	0	Shrubland area at the foot of Scenic Hill, dominant tree species include Cocos nucifera L and Hibiscus tiliaceus
LCA4	Inshore Water Landscape	0*	0	0	0	No tree within LCA4 shall be affected. Planting areas along the existing seashore footpath, dominant tree species include Strelitzia nicolai
LCA5	Strait Landscape	0*	0	0	0	No tree within LCA5 shall be affected. Planting areas along the existing seashore footpath, dominant tree species include Strelitzia nicolai
LCA6	Mixed Modern Comprehensive Urban Development Landscape Area5	190*	0	105	0	Amenity planting strips, dominant tree species include Acacia confusa, Archontophoenix alexandrae, Bauhinia blakeana, Garcinia subelliptica, Melaleuca leucadendra Linn, Leucaena leucocephala and Senna siamea. Planting areas along the existing seashore footpath, dominant tree species include Thespesia populnea.

* Remarks:

10.6.7.4 With careful site planning and proper tree protection measures enforced during construction, the impact on tree that are not in direct conflict with the proposed above ground works is anticipated to be minimal.

10.6.7.5 A broad brush tree survey was carried out at this conceptual planning stage, and this report is only providing a preliminary estimate of the tree impacts. The accurate number of trees affected by the works (number of trees felled or transplanted) and the number of compensatory trees required will be determined by a detailed tree survey at detail design stage.

10.6.7.6 Tree removal application and relevant tree compensation proposal will be submitted to relevant departments prior to the tree removal in accordance with Lands Administration Office Practice Note (LAO PN) No. 2/2020 and 2/2020A – Tree Preservation and Removal Proposal for Building Development in Private Projects – Compliance of Tree Preservation Clause under Lease and DEVB TC(W) No. 4/2020 – Tree Preservation.

10.6.8 Visual Envelope

10.6.8.1 The visual envelope is the area from which any part of the Project can be seen and may contain areas, which are fully visible, partly visible, and non-visible from the Project. Areas of visual shadow may occur within the Visual Envelope due to intervening topography. Given the medium to low rise of the proposed development, the visual envelope has been mapped based on the exposure of the proposed development on the surrounding development and is shown in Figure 10.7.

10.6.8.2 Eleven Vantage/ View Points (VPs) are selected to represent various views towards the Project from different angles, illustrate key Project features such as the proposed highway and road, proposed stations and proposed landscaped promenade. These VPs try to represent the views of different VSRs and key public viewing points, and help to assess the visual impacts by creation of photomontages shown in Figure 10.11a to Figure 10.11k.

10.6.9 Visually Sensitive Receivers (VSRs)

10.6.9.1 Within the visual envelope for the Project, a number of key VSRs would be affected during the construction and operational phases were identified. The locations of the VSRs are shown in Figure 10.8. Photo-views illustrating the VSRs within the assessment area are illustrated in Figure 10.9. The key VSRs are listed and the baseline assessment and sensitivity to change are presented in Table 10.6.

Table 10.6 Sensitivity to Change of VSRs

Const. = construction phase; Oper. = operational phase

VSR. ID.	Type of VSR (Residential/ Recreational/ Occupational/Transportation)	Quality of View (Good, Fair, Poor)	Number of Individuals (Few, Medium, Many)		Duration of View (Short, Medium, Long)	Frequency of View (Occasional, Frequent)	Availability of Alternative View (Yes, No)	Degree of Visibility (Glimpse, Partial, Full)	Sensitivity to Change (Low, Medium, High)
VSR. ID.		Quality of View (Good, Fair, Poor)	Const.	Oper.	Duration of View (Short, Medium, Long)	Frequency of View (Occasional, Frequent)	Availability of Alternative View (Yes, No)	Degree of Visibility (Glimpse, Partial, Full)	Const.	Oper.
VSR1	Residential	Good	Many	Many	Long	Frequent	Yes	Full	High	High
Tung Chung Crescent (VSR1) This VSR represents the residents at Tung Chung Crescent which is located at the southwest of One Citygate and the proposed Tung Chung Central Station. The proposed elevated station and land viaduct are located at northeast of this VSR in the foreground, and with a panoramic view in the background of open sea and Airport Island. Given residential VSR would have a long duration of view and pay more attention on any visual of change, the overall sensitivity is rated as High.
VSR2	Residential	Fair	Many	Many	Long	Frequent	Yes	Full	High	High
Fu Tung Estate (VSR2) This VSR represents the residents at Fu Tung Estate near Tat Tung Road. The proposed elevated station and land viaduct are located at north of this VSR in the foreground, and with the Tung Chung Town Center city view in the background. Given residential VSR would have a long duration of view and pay more attention on any visual of change, the overall sensitivity is rated as High.
VSR3	Residential	Good	Many	Many	Long	Frequent	Yes	Full	High	High
Seaview Crescent (VSR3) This VSR represents the residents at Seaview Crescent which is located at the north of North Lantau Highway and proposed Tung Chung Central Station. The existing view towards the proposed station is dominated by the Man Tung Road Park, North Lantau Highway, and the Scenic Hill form the backdrop. Given residential VSR would have a long duration of view and pay more attention on any visual of change, the overall sensitivity is rated as High.
VSR4	Residential	Good	Many	Many	Long	Frequent	Yes	Partial	High	High
Coastal Skyline (VSR4) This VSR represents the residents at Coastal Skyline which is next to Seaview Crescent. The existing view towards the proposed station is dominated by the institutional developments to the north of North Lantau Highway, with One Citygate and Lantau North Country Park at the backdrop. Given residential VSR would have a long duration of view and pay more attention on any visual of change, the overall sensitivity is rated as High.
VSR5	Residential	Good	Many	Many	Long	Frequent	Yes	Partial	High	High
Yu Nga Court (VSR5) This VSR represents the residents at Yu Nga Court which is located west of the TCNTE reclamation area. This VSR has a distant view towards the proposed depot, at-grade stations, and ATCL alignment across Tung Chung Bay in Airport Island. Given residential VSR would have a long duration of view and pay more attention on any visual of change, the overall sensitivity is rated as High.
VSR6	Residential	Good	Medium	Many	Long	Frequent	Yes	Partial	High	High
VSR7	Recreational	Good	Medium	Medium	Medium	Frequent	Yes	Partial	Medium	Medium
Tung Chung New Town Extension (VSRs 6 & 7) These VSRs are located at the on-going reclamation area of TCNTE, by the time of the Project’s operational phase, the number of individuals of these VSRs would increase from medium to many. These VSRs represent the future residents and visitors carrying out recreational activities at the developing TCNTE. Similar to VSR of Yu Nga Court, these VSRs will have a distant view towards the proposed depot, at-grade stations, and ATCL alignment across Tung Chung Bay in Airport Island. Given the residential and local recreational VSRs would have a medium to long duration of view and pay more attention on any visual of change, their overall sensitivities are rated as High and Medium respectively.
VSR8	Residential	Fair	Few	Few	Long	Frequent	Yes	Full	High	High
VSR9	Occupational	Fair	Few	Few	Medium	Occasional	Yes	Full	Medium	Medium
Visitation Church (VSRs 8 & 9) These VSRs are located south of the North Lantau Highway and the proposed land viaduct of ATCL. These VSRs represent the future residents of the planned Priest Residence and the workers at the Visitation Church and Town Hall. The existing view towards the proposed land viaduct is dominated by the major transportation corridor and buffer tree planting along both sides of the road. Given VSR8 the residents of the planned Priest Residence, would have a long duration of view and pay more attention on any visual of change, the overall sensitivity is rated as High. As VSR9 would take the existing view as a secondary view, and experience medium duration of view, their overall sensitivities are rated as Medium.
VSR10	Residential	Fair	Few	Few	Long	Frequent	Yes	Partial	High	High
VSR11	Occupational	Fair	Few	Few	Short	Occasional	Yes	Partial	Low	Low
Campus and Dormitory of the Hong Kong International Aviation Academy (VSRs 10 & 11) These VSRs are located at HKP Island and southeast of the Clearance Building. These VSRs represent the future residents and workers of the Hong Kong International Aviation Academy. The existing view towards the proposed Academy Station is dominated by the major transportation corridor in the foreground, with open sky and sea view form the background to the view. Considering VSR10 the residents of the planned dormitory, would have a long duration of view and pay more attention on any visual of change, the overall sensitivity is rated as High. Given VSR11 would take the existing view as a secondary view and experience short duration of view, the overall sensitivity is rated as Low.
VSR12	Recreational	Fair	Few	Few	Medium	Occasional	Yes	Full	Medium	Medium
VSR13	Occupational	Fair	Few	Few	Short	Occasional	Yes	Full	Low	Low
VSR14	Transportation	Fair	Medium	Medium	Short	Occasional	Yes	Full	Low	Low
Tung Chung Development Pier (VSRs 12, 13 & 14) These VSRs represent the visitors of Tung Chung Development Pier and the passengers and staffs of the ferry service between Tuen Mun - Tung Chung - Sha Lo Wan - Tai O. The existing view towards the Project is characterised by the open sea view and the marine viaducts of North Lantau Highway and Chek Lap Kok South Road. For VSR13 and VSR14, with a relatively high speed passing by the coastal water body, while the receivers might experience the Project in full, with only occasional view and short duration, their overall sensitivities are still rated as Low. As for VSR12, given they might stay at the pier longer for recreational activities, with medium duration of view, the overall sensitivity is rated as Medium.
VSR15	Transportation	Fair	Many	Many	Short	Occasional	Yes	Glimpse	Low	Low
Chek Lap Kok Road & Chek Lap Kok South Road (VSR15) This VSR represents the passengers and drivers on Chek Lap Kok Road and Chek Lap Kok South Road. The existing view towards west is characterised by the major transportation corridor with heavy traffic, with landscape buffers planting and occasional open sea view along both sides of the road. The hillside of Scenic Hill and the open sky view form the background to the view. With a high speed passing the major transportation corridor, the receiver would just have a glimpse and short duration of view. The overall sensitivity is rated as Low.
VSR16	Transportation	Fair	Many	Many	Short	Occasional	Yes	Partial	Low	Low
VSR17	Occupational	Fair	Few	Few	Short	Occasional	Yes	Partial	Low	Low
Passenger Clearance Building in HKP (VSRs 16 & 17) These VSRs represent the passengers and workers at the Passenger Clearance Building in HKP. The existing view towards the proposed marine facilities and ATCL land viaducts is characterised by the transportation corridor with open sky and sea view in the background. Given that both the occupational and transportation VSRs would take the existing view as a secondary view and experience at short duration of view, their overall sensitivities are rated as Low.
VSR18	Transportation	Good	Many	Many	Short	Occasional	Yes	Partial	Low	Low
Shun Long Road (VSR18) This VSR represents the passengers and drivers on Shun Long Road. The existing view towards west is characterised by the open sea view along both sides of the road. With a high speed passing the major transportation corridor, the receiver would just have a glimpse and short duration of view. The overall sensitivity is rated as Low.
VSR19	Occupational	Good	Few	Few	Short	Occasional	Yes	Partial	Low	Low
VSR20	Recreational	Good	Medium	Medium	Medium	Occasional	Yes	Partial	Medium	Medium
Sheraton Hong Kong Tung Chung Hotel (VSRs 19 & 20) These VSRs represent the hotel staffs and visitors at Sheraton Hong Kong Tung Chung Hotel and is located Next to Yu Nga Court. These VSRs have a distant view towards the proposed depot, at-grade stations, and ATCL alignment across Tung Chung Bay in Airport Island. With some on-going construction works form the foreground, the open sea of Tung Chung Bay and Airport Island can be seen in the back. Since the occupational and recreational VSRs would only have short to medium duration of view, their overall sensitivities are rated as Low and Medium respectively.
VSR21	Recreational	Good	Medium	Medium	Short	Occasional	Yes	Full	Medium	Medium
Ngong Ping Cable Car (VSR21) This VSR represents the passengers of Ngong Ping Cable Car. This VSR has a distant view towards the proposed marine viaduct, depot, and at-grade stations in Airport Island. The existing view is characterised by the Tung Chung Bay and Scenic Hill in the foreground whilst residential building clusters in Tung Chung and developments in Airport Island framed the view. Although this VSR would only have short duration of view, the quality of view is good. With medium amount of local and international visitors, the overall sensitivity is rated as Medium.
VSR22	Recreational	Good	Medium	Medium	Short	Occasional	Yes	Full	Medium	Medium
Scenic Hill (VSR22) This VSR represents the hikers at Scenic Hill and is located at the hiking trail of Scenic Hill viewing towards the Tung Chung Bay and future ECSA developments. The existing view towards the proposed depot and at-grade stations in Airport Island is characterised by the North Lantau Highway and Tung Chung Bay. Although this VSR would only have short duration of view, the quality of view is good. With medium amount of local and international visitors, the overall sensitivity is rated as Medium.
VSR23	Occupational	Fair	Few	Few	Short	Occasional	Yes	Partial	Low	Low
VSR24	Recreational	Fair	Medium	Medium	Short	Occasional	Yes	Partial	Low	Low
AsiaWorld- Expo (VSRs 23 &24) Located north to the proposed marine facilities, these VSRs represent the visitors and workers at AsiaWorld-Expo. The existing view towards the proposed marine facilities is characterised by the SkyCity development in the foreground, and with the Tung Chung Bay and the HKP Passenger Clearance Building in the background. Since both the recreational and occupational VSRs would only have short duration of view, their overall sensitivities are rated as Low.
VSR25	Occupational	Good	Medium	Medium	Short	Occasional	Yes	Partial	Low	Low
VSR26	Recreational	Good	Medium	Medium	Medium	Occasional	Yes	Partial	Medium	Medium
Hong Kong SkyCity Marriott Hotel (VSRs 25 & 26) Located south of the AsiaWorld-Expo, these VSRs represent the hotel staffs and visitors at Hong Kong SkyCity Marriott Hotel. The existing view towards the proposed marine facilities is characterised by the open sea view with transportation corridor and the Skypier Terminal bounded bridge cutting through in the midground. Since the occupational and recreational VSRs would only have short to medium duration of view, their overall sensitivities are rated as Low and Medium respectively.
VSR27	Occupational	Fair	Medium	Medium	Short	Occasional	Yes	Glimpse	Low	Low
VSR28	Recreational	Fair	Medium	Medium	Medium	Occasional	Yes	Glimpse	Medium	Medium
Regala Skycity Hotel (VSRs 27 & 28) Located south of the AsiaWorld-Expo, these VSRs represent the hotel staffs and visitors at Regala Skycity Hotel. The existing view towards the proposed marine facilities is characterised the SkyCity development and Hong Kong SkyCity Marriott Hotel in the foreground, with a glimpse of the Tung Chung Bay and the HKP Passenger Clearance Building in the background. Since the occupational and recreational VSRs would only have short to medium duration of view, their overall sensitivities are rated as Low and Medium respectively.
VSR29	Recreational	Good	Many	Many	Medium	Occasional	Yes	Partial	Medium	Medium
Tung Chung Town Centre Waterfront Promenade (VSR29) This VSR represents the visitors of the Tung Chung Town Centre Waterfront Promenade. This VSR has a distant view towards the proposed marine viaduct, depot, and at-grade stations in Airport Island. The existing view is characterised by the open sea view of Tung Chung Bay. Although this VSR would only have short duration of view, the quality of view is good. With medium amount of local visitors, the overall sensitivity is rated as Medium.
VSR30	Occupational	Good	N/A	Medium	Medium	Occasional	Yes	Partial	N/A	Medium
VSR31	Recreational	Good	N/A	Medium	Medium	Occasional	Yes	Partial	N/A	Medium
Planned ECSA Hotels and Commercial Development (VSRs 30 & 31) These VSRs represents the future worker and visitors at the planned ECSA hotels and commercial development. Given the construction works of the planned ECSA hotels and the proposed ATCL Project will be concurrent, no individual of these VSRs would expect to be affected during construction. By the time of the Project’s operational phase, the number of individuals of these VSRs would increase to medium. The existing view towards the proposed at-grade ECSA South Station and ECSA North Station is characterised by the future ECSA developments and Hong Kong Link, with open sea view at the background. Since both the recreational and occupational VSRs would only have medium duration of view, their overall sensitivities are rated as Medium.
VSR32	Occupational	Good	Few	Few	Short	Occasional	Yes	Partial	Low	Low
VSR33	Recreational	Good	Medium	Medium	Medium	Occasional	Yes	Partial	Medium	Medium
VSR34	Transportation	Good	Medium	Medium	Short	Occasional	Yes	Partial	Low	Low
SkyPier Terminal and the Planned Commercial Development at Airport Island (VSRs 32, 33 & 34) These VSRs represent the staffs, visitors, and passengers of the SkyPier Terminal and the Planned Commercial Development at Airport Island. The existing view towards the proposed marine facilities is characterised by the open sea view with the Skypier Terminal Bounded Bridge cutting through. Since these VSRs would at most have medium duration of view, their overall sensitivities are rated as Low to Medium.
VSR35	Occupational	Good	Medium	Medium	Short	Occasional	Yes	Partial	Low	Low
Civil Aviation Department Headquarters Office Building (VSR35) Located west of Tung Wing Road and the proposed ECSA North Station at Airport Island, this VSR represents the workers at the Civil Aviation Department Headquarters Office Building. The existing view towards the proposed ECSA North Station is characterised by the open sea view with major transportation corridor in the foreground. Given the occupational VSR would take the existing view as a secondary view and experience short duration of view, the overall sensitivity is rated as Low.
VSR36	Occupational	Good	Medium	Medium	Short	Occasional	Yes	Partial	Low	Low
Cathay Dragon House (VSR36) Located south of Civil Aviation Department Headquarters Office Building, this VSR represents the workers at Cathay Dragon House. The existing view towards the proposed ECSA North Station is characterised by the open sea view with major transportation corridor in the foreground. Given the occupational VSR would take the existing view as a secondary view and experience short duration of view, the overall sensitivity is rated as Low.
VSR37	Occupational	Fair	Medium	Medium	Short	Occasional	Yes	Partial	Low	Low
CNAC House (VSR37) Located next to the Cathay Dragon House, this VSR represents the workers at CNAC House. The existing view towards the proposed ECSA North Station is characterised by the open sea view with major transportation corridor in the foreground. Given the occupational VSR would take the existing view as a secondary view and experience short duration of view, the overall sensitivity is rated as Low.
VSR38	Occupational	Fair	Medium	Medium	Short	Occasional	Yes	Partial	Low	Low
HKA Training Academy (VSR38) This VSR represents the workers at HKA Training Academy which is located at the east of Kwo Lo Wan Road. The existing view towards the proposed ECSA South Station and Depot is dominated by the supporting facilities and buffer landscape of the Scenic Hill Tunnel, with open sky and sea view in the background. Given the occupational VSR would take the existing view as a secondary view and experience short duration of view, the overall sensitivity is rated as Low.
VSR39	Occupational	Fair	Medium	Medium	Short	Occasional	Yes	Partial	Low	Low
Cathay Pacific City (VSR39) This VSR represents the workers at Cathay Pacific City which is located at the west of Airport Road. The existing view towards the proposed ECSA South Station and Depot is dominated by major transportation corridor and buffer landscape in the foreground, with open sky and sea view in the background. Given the occupational VSR would take the existing view as a secondary view and experience short duration of view, the overall sensitivity is rated as Low.

Table 10.7 Magnitude of Change for LRs and LCAs

Const. = construction phase; Oper. = operational phase

ID.	LR/LCA	Sensitivity to Change (Low, Medium, High)	Physical Extent of Impact (None, Negligible, Small, Intermediate, Large)			Compatibility with Surrounding Landscape (Low, Medium, High)			Duration of Impact (Temporary, Permanent)				Magnitude of Change (None, Negligible, Small, Intermediate, Large)
ID.	LR/LCA	Sensitivity to Change (Low, Medium, High)	Const.		Oper.	Const.	Oper.		Const.		Oper.		Const.			Oper.
Landscape Resources (LRs)
LR1	Woodland, Shrubland & Grassland in Scenic Hill and the Slope to the Southwest of Shun Tung Road	High	Negligible		Negligible	Low	Low		Temporary		Permanent		Small			Small
LR1		It is anticipated that some construction works of the Project including site clearance and realignment of existing road and trail system will take place near Scenic Hill. These works would inevitably induce temporary and irreversible landscape impact on this LR with high ecology values; therefore, its compatibility with surrounding is considered to be ‘Low’ during both construction and operational phase. However, considering the slope to the southwest of Chun Tung Road will not be affected by the proposed works, and only 0.49% (0.17ha) of overall LR1 (34.85ha) will be affected, the physical extent of impact is deemed to be ‘Negligible’, and the magnitude of change of this LR during both construction and operational phases are rated as ‘Small’.
LR2	Coastal Water of Tung Chung Bay	Medium	Small		Small	Medium	Medium		Temporary		Permanent		Small			Small
LR2	Coastal Water of Tung Chung Bay	During construction phase, this LR would be directly affected by the proposed ATCL marine viaduct foundation with marine bored piles and the proposed marine facilities in the waters between Airport Island and HKP Island. Given other disturbance like local daily ferry services and working area for Tung Chung New Town East extension are found within LR, the proposed works’ compatibility with surrounding landscape is deemed ‘Medium’. With only localized works proposed, 5.09% (10.47ha) of overall LR2 (205.73ha) will be affected, the magnitude of change of this LR during both construction and operational phases are regarded to be ‘Small’.
LR3	Rocky Coastline along Tung Chung Bay	Medium	Negligible		Negligible	Medium	Medium		Temporary		Permanent		Negligible			Negligible
LR3	Rocky Coastline along Tung Chung Bay	Given only 4% (0.004ha) of the overall LR3 (0.1ha) will be affected by the proposed ATCL at-grade alignment, the magnitude of change of this LR during both construction and operational phases are deemed to be ‘Negligible’.
Landscape Resources (LRs)
LR4	Artificial Seawall Coastline along Tung Chung Bay	Low	Large		Large	High	High	Temporary		Permanent		Intermediate		Small
LR4	Artificial Seawall Coastline along Tung Chung Bay	Approximately 25.23% (3.24ha) of overall LR4 (12.84ha) might be affected by the construction of the proposed ATCL viaduct and stations. It would involve the removal of some rock armours and deck-over works along the coastline, these works would induce temporary and irreversible landscape impact, hence the magnitude of change is considered as ‘Intermediate’ during construction phase. Considering the man-made nature of this LR and the works area will be reinstated after the construction, the magnitude of change of this LR is considered as ‘Small’ during operational phase.
LR5	Amenity Landscape Areas along Airport Road and Chek Lap Kok Road	Low	Intermediate		Intermediate	Medium	Medium	Temporary		Permanent		Intermediate		Intermediate
LR5		The vegetations found within this LR are very common species for roadside beautification purpose with fair conditions; the sensitivity of this LR is considered as ‘Low’. Approximately 11.41% (7.20ha) of overall LR5 (63.08ha) might be affected by the construction of the proposed ATCL viaduct and stations. It would induce temporary and irreversible landscape impact to this LR. Upon the completion of construction works, the amenity area will be reinstated along the proposed ATCL viaduct. Given the proposed works are moderately compatible with the surrounding urban amenity landscape, the magnitude of change of this LR is considered to be ‘Intermediate’ during both construction and operational phases.
LR6	Roads & Urban infrastructures	Low	Small		Small	High	High	Temporary		Permanent		Small		Negligible
LR6	Roads & Urban infrastructures	Minimal vegetations with poor to fair conditions can be found within this LR; the sensitivity of this LR is in general considered as ‘Low’. Approximately 2.34% (5.41ha) of overall LR6 (231.24ha) might be affected by the construction of the proposed ATCL viaduct and stations. It would involve some earthworks near this LR, these localized works would induce temporary and irreversible landscape impact; therefore, the magnitude of change of this LR during construction phases are rated as ‘Small’. Considering the man-made nature of this LR, and the proposed works are highly compatible with surrounding landscape, the magnitude of change of this LR is considered as ‘Negligible’ during operational phase.
Landscape Resources (LRs)
LR7	Urban Landscape in Tung Chung Town	Low	Intermediate		Intermediate	High	High	Temporary		Permanent		Small		Small
LR7	Urban Landscape in Tung Chung Town	During construction phase, potential landscape impacts to the LR would be arisen from the site formation works for the proposed ATCL viaduct and Tung Chung Central Station, a small portion of existing vegetation within this LR might be temporary alienated. Hard paving of existing pedestrian walkway at parts of Fu Tung Street and Tat Tung Road would be reinstated. A small portion of existing vegetation would be removed footpath widening and cycling track reprovision works. Approximately 6.11% (1.30ha) of overall LR7 (21.29ha) might be affected by the proposed works. Given its ‘Low’ sensitivity to change, ‘Intermediate’ physical extent of impact and ‘High’ compatibility with surrounding landscape, the magnitude of change of this LR is considered to be ‘Small’ during both construction and operational phases.
Landscape Character Areas (LCAs)
LCA1	Transport Corridor Landscape	Low	Intermediate		Intermediate	Medium	Medium	Temporary		Permanent		Intermediate		Intermediate
LCA1	Transport Corridor Landscape	Given its man-made nature, this LCA’s sensitivity to change is deemed to be ‘Low’. While 12.15% (15.53ha) of the overall LCA1 (127.83ha) would be affected by the proposed construction works, the proposed ATCL viaduct and stations are considered to be moderately compatible with the existing transport corridor landscape, there will be some degree of changes on this LCA after the construction of the Project, the magnitude of change of this LCA is considered to be ‘Intermediate’ during both construction and operational phases.
LCA2	Institutional Landscape	Low	Negligible		Negligible	High	High	Temporary		Permanent		Negligible		Negligible
LCA2	Institutional Landscape	Similar to LCA1, this LCA is man-made in nature with ‘Low’ sensitivity to change. Approximately 0.12% (0.16ha) of overall LCA2 (134.09ha) might be affected by the proposed works. With barely any physical extent of impact on this LCA, the magnitude of change of this LCA is considered to be ‘Negligible’ during both construction and operational phases.
Landscape Character Areas (LCAs)
LCA3	Coastal Upland & Hillside Landscape	High	Negligible		Negligible	Low	Low	Temporary		Permanent		Small		Small
LCA3	Coastal Upland & Hillside Landscape	Due to its natural landscape, this LCA’s sensitivity to change is considered as ‘High’. Given the minimal works extent within this LCA, with only 0.44% (0.17ha) of the overall LCA3 (38.47ha) being affected, there will be no significant changes on this LCA after the construction of the Project, therefore the magnitude of change is rated as ‘Small’ in both construction and operational phases.
LCA4	Inshore Water Landscape	Medium	Small		Small	Medium	Medium	Temporary		Permanent		Small		Small
LCA4	Inshore Water Landscape	The proposed marine facilities in the waters between Airport Island and HKP Island are relatively localized within this LCA, with only 4.77% (8.40ha) of the overall LCA4 (176.11ha), ‘Small’ physical extent of impact is expected. Since this LCA is currently subject to frequent disturbance, its sensitivity to change is considered to be ‘Medium’. In general, there will be no significant changes on this LCA after the construction of the Project, therefore the magnitude of change is rated as ‘Small’ in both construction and operational phases.
LCA5	Strait Landscape	Low	Intermediate	Intermediate		Medium	Medium	Temporary		Permanent		Small		Small
LCA5	Strait Landscape	The proposed ATCL marine viaduct foundation with marine bored piles will induce temporary and irreversible landscape impact within this LCA. Approximately 11.23% (2.14ha) of overall LCA5 (19.06ha) might be affected by the Project. Since this LCA is currently subject to very frequent disturbance, its sensitivity to change is considered to be ‘Low’. In general, there will be no significant changes on this LCA after the construction of the Project, therefore the magnitude of change is rated as ‘Small’ in both construction and operational phases.
Landscape Character Areas (LCAs)
LCA6	Mixed Modern Comprehensive Urban Development Landscape Area	Low	Small		Small	Medium	Medium		Temporary		Permanent		Small		Small
LCA6	Mixed Modern Comprehensive Urban Development Landscape Area	The proposed Tung Chung Central Station and ATCL viaduct will inevitably induce some irreversible landscape impact within this LCA. Approximately 8.20% (5.11ha) of overall LCA6 (62.33ha) might be affected by the proposed works. As the majority of this LCA will not be affected by the Project, its overall compatibility with surrounding landscape is ‘Medium’. The magnitude of change is therefore considered to be ‘Small’ in construction and operational phases.

10.7.3 Significance of Landscape Impacts before Mitigation

10.7.3.1 Using the assessed sensitivity to change of LRs and LCAs described in Section 10.6.3 and Section 10.6.4, and the predicted magnitude of landscape changes by each shown on Table 10.7 and the matrix on Table 10.1, the significance of landscape impacts before mitigation for LRs and LCAs are presented in Table 10.8 and 10.9 respectively.

10.7.4 Significance of Impacts on LRs before Mitigation

10.7.4.1 Before mitigation, impacts are experienced on all the LRs. ‘Moderate’ impacts are experienced during construction and operation for Woodland, Shrubland & Grassland in Scenic Hill and the Slope to the Southwest of Shun Tung Road (LR1) where trees and shrubs will be removed.

10.7.4.2 ‘Moderate’ impacts are also experienced for Artificial Seawall Coastline along Tung Chung Bay (LR4) during construction phase; however, given the disturbed seawalls and works area will be reinstated in operational phase, the impact significance will then be reduced to ‘Slight’.

10.7.4.3 ‘Moderate’ impacts are experienced during construction and operation for Amenity Landscape Areas along Airport Road and Chek Lap Kok Road (LR5) where new roads and stations are introduced, and pathways and landscape areas are permanently altered.

10.7.4.4 With the construction of the elevated Tung Chung Central Station and viaducts, hard paving reinstatement and widening works at parts of Fu Tung Street and Tat Tung Road, ‘Slight’ impacts are experience during construction and operation for the Coastal Water of Tung Chung Bay (LR2) and Urban Landscape in Tung Chung Town (LR7).

10.7.4.5 For Rocky Coastline along Tung Chung Bay (LR3) and Roads & Urban infrastructures (LR6), only ‘Insubstantial’ impacts are expected during both construction and operational phase.

Table 10.8 Significance of Impacts on LRs before Mitigation

Const. = construction phase; Oper. = operational phase

LR ID.	LR	Sensitivity to Change (Low, Medium, High)	Magnitude of Change (None, Negligible, Small, Intermediate, Large)		Impact Significance (None, Insubstantial, Slight, Moderate, Substantial)
LR ID.	LR	Sensitivity to Change (Low, Medium, High)	Const.	Oper.	Const.	Oper.
LR1	Woodland, Shrubland & Grassland in Scenic Hill and the Slope to the Southwest of Shun Tung Road	High	Small	Small	Moderate	Moderate
LR2	Coastal Water of Tung Chung Bay	Medium	Small	Small	Slight	Slight
LR3	Rocky Coastline along Tung Chung Bay	Medium	Negligible	Negligible	Insubstantial	Insubstantial
LR4	Artificial Seawall Coastline along Tung Chung Bay	Low	Intermediate	Small	Moderate	Slight
LR5	Amenity Landscape Areas along Airport Road and Chek Lap Kok Road	Low	Intermediate	Intermediate	Moderate	Moderate
LR6	Roads & Urban infrastructures	Low	Small	Negligible	Insubstantial	Insubstantial
LR7	Urban Landscape in Tung Chung Town	Low	Small	Small	Slight	Slight

10.7.5 Significance of Impacts on LCAs before Mitigation

10.7.5.1 Before mitigation, impacts are experienced on all the LCAs. ‘Moderate’ impacts are experienced during construction and operation for Coastal Upland & Hillside Landscape (LCA3) where few trees and shrubs will be removed at the foot of Scenic Hill.

10.7.5.2 ‘Moderate’ impacts are also experienced for Transport Corridor Landscape (LCA1) where new roads and stations are introduced, and pathways and landscape areas are permanently altered.

10.7.5.3 Considering the restricted scale of the Project, besides LCA1 (Transport Corridor Landscape) and LCA3 (Coastal Upland & Hill Landscape) with ‘Moderate’ impacts prior to mitigation, impacts to all other LCAs are ‘Slight’ / ‘Insubstantial’ prior to mitigation.

Table 10.9 Significance of Impacts on LCAs before Mitigation

Const. = construction phase; Oper. = operational phase

LR ID.	LCA	Sensitivity to Change (Low, Medium, High)	Magnitude of Change (None, Negligible, Small, Intermediate, Large)		Impact Significance (None, Insubstantial, Slight, Moderate, Substantial)
LR ID.	LCA	Sensitivity to Change (Low, Medium, High)	Const.	Oper.	Const.	Oper.
LCA1	Transport Corridor Landscape	Low	Intermediate	Intermediate	Moderate	Moderate
LCA2	Institutional Landscape	Low	Negligible	Negligible	Insubstantial	Insubstantial
LCA3	Coastal Upland & Hillside Landscape	High	Small	Small	Moderate	Moderate
LCA4	Inshore Water Landscape	Medium	Small	Small	Slight	Slight
LCA5	Strait Landscape	Low	Small	Small	Slight	Slight
LCA6	Mixed Modern Comprehensive Urban Development Landscape Area	Low	Small	Small	Slight	Slight

10.8 Visual Impact Assessment before Mitigation

10.8.1 Sources of Visual Impacts

10.8.1.1 The Project consists of (i) the Airport Tung Chung Link (ATCL) to connect Hong Kong Port (HKP) Island and Tung Chung Town Centre via a dedicated road link; and (ii) marine facilities in the waters between Airport Island and HKP Island. Potential visual impacts would be restricted to construction works and operational facilities. Sources of impacts are expanded upon below concentrating on visual impacts. Sources of impacts that would potentially cause landscape impacts are listed in Section 10.7.1.

The sources of visual impact in the construction phase would include:

ATCL

· Site Clearance and site formation works;

· Minor excavation with limited backfilling;

· Construction of about 5km ATCL alignment, with approximately 2.66km at-grade section, 880m land viaduct, 230m marine viaduct and the spur line of approximate 980m long connecting to the Academy Station;

· Construction of Tung Chung Central Station (elevated), ECSA South Station (at-grade), ECSA North Station (at-grade), Approach Lights Station (at-grade), and Academy Station (at-grade);

· Construction of a depot;

· Realignment and provision of affected facilities, such as bus stop, cycle track, footpath, lavatories etc.;

· Reprovision and diversion of affected utilities and construction of ancillary facilities such as walkways, footbridges, and plant room(s); and

· Loss of trees and other vegetation.

Marine Facilities

· Construction of a pier with tentatively 2 berths; and

· Construction of berthing facilities with tentatively 73 berths including provision of ancillary facilities, such as floating platforms, gangs, fixed/ floating wave attenuator, guide piles, etc.

Temporary Works

· Temporary site offices, boundary fencing / hoarding and parking area;

· Temporary stockpiling of materials;

· Temporary loading and unloading materials;

· Temporary working platform for piling works;

· Temporary excavation of marine-based sediment;

· Operation and use of powered mechanical equipment; and

· Potential night-time glare arising from the lighting of construction activities (limited to Hong Kong Port Island).

The sources of visual impact in the operational phase would include:

· Operation of Tung Chung Central Station (elevated), ECSA South Station (at-grade), ECSA North Station (at-grade), Approach Lights Station (at-grade), and Academy Station (at-grade);

· Operation of Marine Facilities;

· Operation of the associated facilities of the stations and marine facilities, such as the depot, lavatories, footbridges, and plant room(s);

· Introduction of zero emission autonomous vehicles traffic and road lighting; and

· Minor changes of landscape character due to the Project.

10.8.2 Magnitude of Change to VSRs

10.8.2.1 The magnitude of change during the construction and operational phases is assessed based on the viewing distance, the compatibility of the Project with the surrounding landscape, the duration of changes, the scale of development, the reversibility of change, and the potential blockage of view as summarised in Table 10.10.

10.8.2.2 During the construction phase, parts of the works area would become visually relatively unpleasant. Construction sites in which low structures, such as site offices, ancillary facilities, and stockpiles, etc. will be present and might be visible to the Transportation VSRs, Occupational VSRs and Recreational VSRs near ECSA and HKP Island, and few Residential VSRs from Tung Chung Town.

10.8.2.3 No open sea dredging will be involved for the Project. While construction of bored piles and pile caps for four marine bridge piers will be carried out at Tung Chung Navigation Channel, it is anticipated that the adverse impact on this localised stretch of inshore waters would be temporary and reversible.

10.8.2.4 The construction works of the Project will last for about four years between 2025 to 2028. In view of the restricted scale and localized nature of the construction works and the temporary works area would be reinstated after the construction works is completed, the impacts on the VSRs received during the construction phase will not extend to the operational phase. It is predicted that the magnitude of visual change for the majority of the VSRs would be ‘Small’ to ‘Negligible’ during the operational phase.

Table 10.10 Magnitude of Change to VSRs during Construction and Operational Phases under Unmitigated Condition

Const. = construction phase; Oper. = operational phase

Name	VSR ID.	Approx. Min. Dist. to Impact Sources (m)	Scale of Devt. (Large / Medium/ Small)	Compatibility of the Project with the visual backdrop (High/ Medium/ Low)		Duration of Impact (Long/ Medium/ Short)		Reversibility of Change (Yes / No)		Potential Blockage of View (Full / Partial / Slight / Negligible)		Magnitude of Change (Large/ Intermediate/ Small/ Negligible)
Name	VSR ID.	Approx. Min. Dist. to Impact Sources (m)	Scale of Devt. (Large / Medium/ Small)	Const.	Oper.	Const.	Oper.	Const.	Oper.	Const.	Oper.	Const.	Oper.
Residential VSR of Tung Chung Crescent	VSR1	200	Medium	Medium	High	Medium	Long	Yes	No	Slight	Negligible	Intermediate	Small
Residential VSR of Tung Chung Crescent	The main source of visual impact for this VSR would be the proposed Tung Chung Central Station, ATCL land and marine viaduct and the associated temporary work areas. According to the orientation and distance to impact sources, the magnitude of change to this VSR during construction phase is rated as ‘Intermediate’. Given the temporary work area would be returned for development once the Project is constructed, the magnitude of change to this VSR during operational phases is rated as ‘Small’.
Residential VSR of Fu Tung Estate	VSR2	230	Medium	Medium	High	Medium	Long	Yes	No	Slight	Negligible	Intermediate	Small
Residential VSR of Fu Tung Estate	The main source of visual impact for this VSR would be the proposed Tung Chung Central Station, ATCL land and marine viaduct and the associated temporary work areas. According to the orientation and distance to impact sources, the magnitude of change to this VSR during construction phase is rated as ‘Intermediate’. Given the temporary work area would be returned for development once the Project is constructed, the magnitude of change to this VSR during operational phases is rated as ‘Small’.
Residential VSR of Seaview Crescent	VSR3	300	Medium	High	High	Medium	Long	Yes	No	Negligible	Negligible	Small	Small
Residential VSR of Seaview Crescent	While this VSR is located near the proposed Tung Chung Central Station, the proposed station will be partially blocked by the existing Novotel Hong Kong Citygate building and landscape buffer in Man Tung Road Park. The main source of visual impact for this VSR would be the proposed ATCL marine viaduct and the associated temporary work areas. According to the orientation and distance to impact sources, it is anticipated that the majority of construction activities before operation would be screened. The magnitude of change to this VSR during both construction and operational phases are rated as ‘Small’.
Residential VSR of Coastal Skyline	VSR4	320	Medium	High	High	Medium	Long	Yes	No	Negligible	Negligible	Small	Small
Residential VSR of Coastal Skyline	Similar to VSR3, while this VSR is located near the proposed Tung Chung Central Station, the proposed station will be partially blocked by the existing institutional buildings, Citygate Outlets, and landscape buffer in Man Tung Road Park. The main source of visual impact for this VSR would be the proposed ATCL marine viaduct and the associated temporary work areas. According to the orientation and distance to impact sources, it is anticipated that the majority of construction activities before operation would be screened. The magnitude of change to this VSR during both construction and operational phases are rated as ‘Small’.
Residential VSR of Yu Nga Court	VSR5	900	Small	High	High	Medium	Long	Yes	No	Negligible	Negligible	Negligible	Negligible
Residential VSR of Yu Nga Court	Considering the orientation and distance to the Project, the main source of visual impact for this VSR would be the proposed ATCL land viaduct, at-grade stations, and the associated temporary work areas in Airport Island across Tung Chung Bay. As the adjacent reclaimed land is also planned for development during construction phase, the magnitude of changes to this VSR during construction stage is rated as ‘Negligible’. During operational phase, the proposed works would still be compatible with surrounding transportation corridor with facilities. Given the distance, the slight change of visual character shall be barely noticeable for this VSR, the magnitude of change to this VSR during operational phases is therefore rated as ‘Negligible’.
Residential and Recreational VSRs of Tung Chung New Town Extension	VSR6	1700	Small	High	High	Medium	Long	Yes	No	Negligible	Negligible	Negligible	Negligible
	VSR7	1700	Small	High	High	Medium	Long	Yes	No	Negligible	Negligible	Negligible	Negligible
	While these VSRs are from concurrent projects, with on-going population intake, some individuals are still expected to be affected during construction phase. During operational phases, similar to VSR5, considering the orientation, the main source of visual impact for this VSR would be the proposed ATCL land viaduct, at-grade stations, and the associated temporary work areas in Airport Island across Tung Chung Bay. Given the Project is compatible with the surrounding landscape and is far away from these VSRs, the magnitude of change to these VSRs are rated as ‘Negligible’ during both construction and operational phases.
Residential and Occupational VSRs of Visitation Church	VSR8	30	Medium	Medium	High	Medium	Long	Yes	No	Partial	Partial	Intermediate	Intermediate
	VSR9	30	Medium	Medium	High	Medium	Long	Yes	No	Partial	Partial	Intermediate	Intermediate
	The main source of visual impact for these VSRs would be the proposed Tung Chung Central Station, ATCL marine viaduct and the associated temporary work areas. According to the orientation and distance to impact sources, the magnitude of change to these VSRs during construction phase is rated as ‘Intermediate’. Although the temporary work area would be returned for development once the Project is constructed, considering its close proximity to the proposed Tung Chung Central Station and viaduct, the magnitude of change to these VSRs during operational phase is still rated as ‘Intermediate’.
Residential and Occupational VSRs of Campus and Dormitory of the Hong Kong International Aviation Academy	VSR10	250	Medium	High	High	Medium	Long	Yes	No	Slight	Slight	Small	Small
	VSR11	250	Medium	High	High	Medium	Long	Yes	No	Slight	Slight	Small	Small
	Planned to be occupied by 2025, the main source of visual impact for these VSRs would be the proposed Academy Station and the associated temporary work areas. According to the orientation and distance to impact sources, the magnitude of change to these VSRs during both construction and operational phases is rated as ‘Small’.
Recreational, Occupational, & Transportation VSRs of Tung Chung Development Pier	VSR12	100	Medium	Medium	High	Medium	Long	Yes	No	Partial	Slight	Intermediate	Small
	VSR13
	VSR14
	The main source of visual impact for these VSRs would be the proposed ATCL marine viaduct and the associated temporary work areas. According to the orientation and distance to impact sources, the magnitude of change to these VSRs during construction phase is rated as ‘Intermediate’. Given the temporary work area would be returned for development once the Project is constructed, the magnitude of change to these VSRs during operational phases is rated as ‘Small’.
Transportation VSR of Chek Lap Kok Road & Chek Lap Kok South Road	VSR15	280	Small	Medium	High	Medium	Long	Yes	No	Slight	Negligible	Small	Negligible
	The main source of visual impact for this VSR would be the proposed ATCL land and marine viaducts, and the associated temporary work areas. As this VSR travels along the Chek Lap Kok Road and Chek Lap Kok South Road, the temporary works areas would be partially visible during construction phase, the magnitude of change to this VSR during construction phase is therefore rated as ‘Small’. Given the Project’s high compatibility with the visual backdrop, the magnitude of change to this VSR during operational phases is rated as ‘Negligible’.
Occupational, & Transportation VSRs of Passenger Clearance Building in HKP	VSR16	250	Medium	Medium	High	Medium	Long	Yes	No	Partial	Slight	Small	Small
	VSR17	250	Medium	Medium	High	Medium	Long	Yes	No	Partial	Slight	Small	Small
	Considering the orientation and distance to the Project, the main source of visual impact for these VSRs would be the proposed ATCL land viaducts, marine facilities, and the associated temporary work areas in Airport Island and HKP Island. Given the medium scale of the development and its high compatibility with the visual backdrop, the magnitude of change to these VSRs during both construction and operational phases is rated as ‘Small’.
Transportation VSR of Shun Long Road	VSR18	0	Medium	Medium	High	Medium	Long	Yes	No	Partial	Slight	Intermediate	Small
Transportation VSR of Shun Long Road	The main source of visual impact for this VSR would be the proposed ATCL land viaducts, at-grade stations, and the associated temporary work areas. As this VSR travels along Shun Long Road, the temporary works areas would be partially visible during construction phase, the magnitude of change to this VSR during construction phase is therefore rated as ‘Intermediate’. Given the alienated vegetation buffer will be reinstalled during operational phase, with its high compatibility with the visual backdrop, the magnitude of change to this VSR during operational phases is rated as ‘Small’.
Recreational & Occupational VSRs of Sheraton Hong Kong Tung Chung Hotel	VSR19	770	Small	High	High	Medium	Long	Yes	No	Negligible	Negligible	Small	Negligible
	VSR20	770	Small	High	High	Medium	Long	Yes	No	Negligible	Negligible	Small	Negligible
	Considering the orientation and distance to the Project, the main source of visual impact for these VSRs would be the proposed ATCL land viaduct, at-grade stations, and the associated temporary work areas in Airport Island across Tung Chung Bay. As the adjacent reclaimed land is also planned for development during construction phase, the magnitude of changes to these VSRs during construction stage is rated as ‘Small’. During operational phase, the proposed works would still be compatible with surrounding transportation corridor with facilities. Given the distance, the slight change of visual character shall be barely noticeable for these VSRs, the magnitude of change to these VSRs during operational phases is therefore rated as ‘Negligible’.
Recreational VSR of Ngong Ping Cable Car	VSR21	230	Small	Medium	Medium	Medium	Long	Yes	No	Slight	Slight	Small	Small
Recreational VSR of Ngong Ping Cable Car	Considering the orientation and distance to the Project, this VSR might experience view of the proposed ATCL marine viaduct, depot and the associated temporary work areas. Given the small scale of the development and its medium compatibility with the visual backdrop, the magnitude of change to these VSRs during both construction and operational phases is rated as ‘Small’.
Recreational VSR of Scenic Hill	VSR22	240	Small	Medium	Medium	Medium	Long	Yes	No	Slight	Slight	Small	Small
Recreational VSR of Scenic Hill	Similar to VSR21, this VSR would mainly experience view towards the proposed ATCL marine viaduct, depot and the associated temporary work areas. Given the small scale of the development and its medium compatibility with the visual backdrop, the magnitude of change to this VSR during both construction and operational phases is rated as ‘Small’.
Recreational & Occupational VSRs of AsiaWorld- Expo	VSR23	400	Small	High	High	Medium	Long	Yes	No	Negligible	Negligible	Negligible	Negligible
	VSR24	400	Small	High	High	Medium	Long	Yes	No	Negligible	Negligible	Negligible	Negligible
	Considering the orientation and distance to the Project, these VSRs might experience view of the proposed ATCL marine facilities and the associated temporary work areas. Given the small scale of the development and its high compatibility with the visual backdrop, the magnitude of change to these VSRs during both construction and operational phases is rated as ‘Negligible’.
Recreational & Occupational VSRs of Hong Kong SkyCity Marriott Hotel	VSR25	300	Small	High	High	Medium	Long	Yes	No	Negligible	Negligible	Negligible	Negligible
	VSR26	300	Small	High	High	Medium	Long	Yes	No	Negligible	Negligible	Negligible	Negligible
	Similar to VSRs 23 &24, these VSRs might experience view of the proposed ATCL marine facilities and the associated temporary work areas. Given the small scale of the development and its high compatibility with the visual backdrop, the magnitude of change to these VSRs during both construction and operational phases is rated as ‘Negligible’.
Recreational & Occupational VSRs of Regala Skycity Hotel	VSR27	300	Small	High	High	Medium	Long	Yes	No	Negligible	Negligible	Negligible	Negligible
	VSR28	300	Small	High	High	Medium	Long	Yes	No	Negligible	Negligible	Negligible	Negligible
	Similar to VSRs 23 to 26, these VSRs might experience view of the proposed ATCL marine facilities and the associated temporary work areas. Given the small scale of the development and its high compatibility with the visual backdrop, the magnitude of change to these VSRs during both construction and operational phases is rated as ‘Negligible’.
Recreational VSR of Tung Chung Town Centre Waterfront Promenade	VSR29	240	Medium	High	High	Medium	Long	Yes	No	Partial	Slight	Intermediate	Small
	The main source of visual impact for this VSR would be the proposed ATCL marine viaduct and the associated temporary work areas. According to the orientation and distance to impact sources, the magnitude of change to this VSR during construction phase is rated as ‘Intermediate’. Given the temporary work area would be returned for development once the Project is constructed, the magnitude of change to this VSR during operational phase is rated as ‘Small’.
Recreational & Occupational VSRs of Planned ECSA Hotels and Commercial Development	VSR30	0	Medium	N/A	High	N/A	Long	N/A	No	N/A	Negligible	N/A	Small
	VSR31	0	Medium	N/A	High	N/A	Long	N/A	No	N/A	Negligible	N/A	Small
	Given the construction works of the planned ECSA hotels and the proposed ATCL Project will be concurrent, no individual of these VSRs would expect to be affected during construction phase. As for the operational phase, considering the orientation, the main source of visual impact for this VSR would be the proposed ATCL land viaduct, at-grade ECSA South Station and ECSA North Station, and the associated temporary work areas. Given the Project is highly compatible with the surrounding landscape, the magnitude of change to these VSRs during operational phases is rated as ‘Small’.
Recreational, Occupational, & Transportation VSRs of SkyPier Terminal and the Planned Commercial Development at Airport Island	VSR32	0	Medium	High	High	Medium	Long	Yes	No	Slight	Slight	Small	Small
	VSR33
	VSR34
	Considering the orientation, the main source of visual impact for these VSRs would be the proposed marine facilities and the associated temporary work areas. Although the distance to impact source is short for these VSRs, given the Project is highly compatible with the surrounding landscape, the magnitude of change to these VSRs during both construction and operational phases is still rated as ‘Small’.
Occupational VSR of Civil Aviation Department Headquarters Office Building	VSR35	150	Medium	High	High	Medium	Long	Yes	No	Partial	Slight	Intermediate	Small
	The main source of visual impact for this VSR would be the proposed ECSA North stations, and the associated temporary work areas. The temporary works areas would be partially visible during construction phase, given the medium scale of the development, the magnitude of change to this VSR during construction phase is therefore rated as ‘Intermediate’. Given the Project’s high compatibility with the visual backdrop upon operation, and the temporary work areas will be reinstated, the magnitude of change to this VSR during operational phases is rated as ‘Small’.
Occupational VSR of Cathay Dragon House	VSR36	50	Medium	High	High	Medium	Long	Yes	No	Partial	Slight	Intermediate	Small
Occupational VSR of Cathay Dragon House	Similar to VSR35, the main source of visual impact for this VSR would be the proposed ECSA North stations, and the associated temporary work areas. The temporary works areas would be partially visible during construction phase, given the medium scale of the development, the magnitude of change to this VSR during construction phase is therefore rated as ‘Intermediate’. Given the Project’s high compatibility with the visual backdrop upon operation and the temporary work areas will be reinstated, the magnitude of change to this VSR during operational phases is rated as ‘Small’.
Occupational VSR of CNAC House	VSR37	130	Medium	High	High	Medium	Long	Yes	No	Partial	Slight	Intermediate	Small
Occupational VSR of CNAC House	Similar to VSRs 35 & 36, the main source of visual impact for this VSR would be the proposed ECSA North stations, and the associated temporary work areas. The temporary works areas would be partially visible during construction phase, the magnitude of change to this VSR during construction phase is rated as ‘Intermediate’. Given the Project’s high compatibility with the visual backdrop upon operation and the temporary work areas will be reinstated, the magnitude of change to this VSR during operational phases is rated as ‘Small’.
Occupational VSR of HKA Training Academy	VSR38	100	Medium	High	High	Medium	Long	Yes	No	Slight	Slight	Small	Small
Occupational VSR of HKA Training Academy	While this VSR is located near the proposed ECSA South station, North Station and depot, the proposed depot and stations will be largely screened by the supporting facilities and buffer landscape of the Scenic Hill Tunnel. According to the orientation and distance to impact sources, it is anticipated that the majority of construction activities before operation would also be screened. The magnitude of change to this VSR during both construction and operational phases are rated as ‘Small’.
Occupational VSR of Cathay Pacific City	VSR39	200	Medium	High	High	Medium	Long	Yes	No	Slight	Slight	Small	Small
Occupational VSR of Cathay Pacific City	Similar to VSR38, the main source of visual impact for this VSR would be the proposed ECSA South station, North Station and depot. Given the orientation and distance to impact sources, it is anticipated that the majority of construction activities before operation would be screened. The magnitude of change to this VSR during both construction and operational phases are rated as ‘Small’.

10.8.3 Significance of Impacts on VSRs before Mitigation

10.8.3.1 The significance of impacts on VSRs, before the implementation of mitigation measures, in the construction and operational phase were assessed, and the findings are presented in Table 10.11.

Table 10.11 Significance of Impacts on VSRs before Mitigation

Const. = construction phase; Oper. = operational phase

VSR ID.	VSR	Sensitivity to Change (Low, Medium, High)		Magnitude of Change (None, Negligible, Small, Intermediate, Large)		Impact Significance (None, Insubstantial, Slight, Moderate, Substantial)
VSR ID.	VSR	Const.	Oper.	Const.	Oper.	Const.	Oper.
VSR1	Residential VSR of Tung Chung Crescent	High	High	Intermediate	Small	Moderate	Moderate
VSR2	Residential VSR of Fu Tung Estate	High	High	Intermediate	Small	Moderate	Moderate
VSR3	Residential VSR of Seaview Crescent	High	High	Small	Small	Moderate	Moderate
VSR4	Residential VSR of Coastal Skyline	High	High	Small	Small	Moderate	Moderate
VSR5	Residential VSR of Yu Nga Court	High	High	Negligible	Negligible	Slight	Insubstantial
VSR6	Residential VSR of Tung Chung New Town Extension	High	High	Negligible	Negligible	Insubstantial	Insubstantial
VSR7	Recreational VSR of Tung Chung New Town Extension	Medium	Medium	Negligible	Negligible	Insubstantial	Insubstantial
VSR8	Residential VSR of Visitation Church	High	High	Intermediate	Intermediate	Moderate	Moderate
VSR9	Occupational VSR of Visitation Church	Medium	Medium	Intermediate	Intermediate	Moderate	Moderate
VSR10	Residential VSR of Campus and Dormitory of the Hong Kong International Aviation Academy	High	High	Small	Small	Moderate	Moderate
VSR11	Occupational VSR of Campus and Dormitory of the Hong Kong International Aviation Academy	Low	Low	Small	Small	Slight	Slight
VSR12	Recreational VSR of Tung Chung Development Pier	Medium	Medium	Intermediate	Small	Moderate	Slight
VSR13	Occupational VSR of Tung Chung Development Pier	Low	Low	Intermediate	Small	Slight	Slight
VSR14	Transportation VSR of Tung Chung Development Pier	Low	Low	Intermediate	Small	Slight	Slight
VSR15	Transportation VSR of Chek Lap Kok Road & Chek Lap Kok South Road	Low	Low	Small	Negligible	Slight	Insubstantial
VSR16	Transportation VSR of Passenger Clearance Building in HKP	Low	Low	Small	Small	Slight	Slight
VSR17	Occupational VSR of Passenger Clearance Building in HKP	Low	Low	Small	Small	Slight	Slight
VSR18	Transportation VSR of Shun Long Road	Low	Low	Intermediate	Small	Slight	Slight
VSR19	Occupational VSR of Sheraton Hong Kong Tung Chung Hotel	Low	Low	Small	Negligible	Slight	Insubstantial
VSR20	Recreational VSR of Sheraton Hong Kong Tung Chung Hotel	Medium	Medium	Small	Negligible	Slight	Insubstantial
VSR21	Recreational VSR of Ngong Ping Cable Car	Medium	Medium	Small	Small	Slight	Slight
VSR22	Recreational VSR of Scenic Hill	Medium	Medium	Small	Small	Slight	Slight
VSR23	Occupational VSR of AsiaWorld- Expo	Low	Low	Negligible	Negligible	Insubstantial	Insubstantial
VSR24	Recreational VSR of AsiaWorld- Expo	Low	Low	Negligible	Negligible	Insubstantial	Insubstantial
VSR25	Occupational VSR of Hong Kong SkyCity Marriott Hotel	Low	Low	Negligible	Negligible	Insubstantial	Insubstantial
VSR26	Recreational VSR of Hong Kong SkyCity Marriott Hotel	Medium	Medium	Negligible	Negligible	Insubstantial	Insubstantial
VSR27	Occupational VSR of Hong Kong Regala Skycity Hotel	Low	Low	Negligible	Negligible	Insubstantial	Insubstantial
VSR28	Recreational VSR of Hong Kong Regala Skycity Hotel	Medium	Medium	Negligible	Negligible	Insubstantial	Insubstantial
VSR29	Recreational VSR of Tung Chung Town Centre Waterfront Promenade	Medium	Medium	Intermediate	Small	Moderate	Slight
VSR30	Occupational VSR of Planned ECSA Hotels and Commercial Development	N/A*	Medium	N/A*	Small	N/A*	Slight
VSR31	Recreational VSR of Planned ECSA Hotels and Commercial Development	N/A*	Medium	N/A*	Small	N/A*	Slight
VSR32	Occupational VSR of SkyPier Terminal and the Planned Commercial Development at Airport Island	Low	Low	Small	Small	Slight	Slight
VSR33	Recreational VSR of SkyPier Terminal and the Planned Commercial Development at Airport Island	Medium	Medium	Small	Small	Slight	Slight
VSR34	Transportation VSR of SkyPier Terminal and the Planned Commercial Development at Airport Island	Low	Low	Small	Small	Slight	Slight
VSR35	Occupational VSR of Civil Aviation Department Headquarters Office Building	Low	Low	Intermediate	Small	Slight	Insubstantial
VSR36	Occupational VSR of Cathay Dragon House	Low	Low	Intermediate	Small	Slight	Insubstantial
VSR37	Occupational VSR of CNAC House	Low	Low	Intermediate	Small	Slight	Insubstantial
VSR38	Occupational VSR of HKA Training Academy	Low	Low	Small	Small	Slight	Slight
VSR39	Occupational VSR of Cathay Pacific City	Low	Low	Small	Small	Slight	Slight
*Given the construction works of the planned ECSA hotels and the proposed ATCL Project will be concurrent, no individual of these VSRs would expect to be affected during construction.

10.8.4 Recommended Photomontage Viewpoints

10.8.4.1 Photomontages are used to illustrate the potential landscape and visual impact of the Project. The following representative viewpoints have been selected for the photomontages:

· the selected viewpoints that offer direct visibility to the aboveground/above-sea level structures at the Project site. They are considered major public viewpoints representing key VSRs or VSR groups that would be potentially affected by the proposed works; and

· the viewpoints that can represent the most influenced scenarios and demonstrate the compatibility of the aboveground/above-sea-level structures/hardscape features with the adjacent visual context and illustrate the visual effect on Day 1 without mitigation measures, Day 1 with mitigation measures (if necessary) and in Year 10 with mitigation measures (if necessary).

10.8.4.2 Based on the location of the proposed aboveground/above-sea-level structures/hardscape features, selected viewpoints from key representative VSRs are mapped in Figure 10.7. They are described as follows:

· Viewpoint VP1 from Tung Chung Development Pier to represent the typical view from the VSRs along the coast of Tung Chung Town.

· Viewpoint VP2 from Scenic Hill to represent the typical view from the VSRs of Scenic Hill.

· Viewpoint VP3 from seafront near SkyCity to represent the typical view of the marine facilities.

· Viewpoint VP4 from the bike lane adjacent to Tat Tung Road Public Toilet and the planned Visitation Church to represent the typical view of the proposed land viaduct and elevated Tung Chung Central Station.

· Viewpoint VP5 from cable car of Ngong Ping 360 to represent the typical view from the VSRs of Ngong Ping Cable Car.

· Viewpoint VP6 from Tung Chung New Town Extension (East) promenade to represent the typical view from the VSRs of Tung Chung New Town Extension.

· Viewpoint VP7 from area adjacent to Kwo Lo Wan Road to represent the typical view from the VSRs of the surrounding office buildings.

· Viewpoint VP8 from area adjacent to Scenic Hill Tunnel to represent the typical view of the proposed depot.

· Viewpoint VP9 from One Citygate to represent the typical view of the proposed elevated Tung Chung Central Station.

· Viewpoint VP10 from an elevated angle near One Citygate to represent the typical view from the residential VSRs of Tung Chung Town Center.

· Viewpoint VP11 from area adjacent to the planned Hong Kong International Aviation Academy to represent the typical view from the VSRs of the Campus and Dormitory.

10.8.4.3 The photomontages from the above-mentioned viewpoints to illustrate the potential landscape and visual impacts of the Project are shown in Figures 10.11a to 10.11k.

10.9 Landscape and Visual Mitigation Measures

10.9.1 General

10.9.1.1 The proposed works has been designed to minimise any potential landscape and visual impacts as much as possible. Unavoidably, there would be some potential landscape and visual impacts. Landscape and visual mitigation measures are therefore proposed to alleviate the potential adverse landscape and visual impacts.

10.9.2 Mitigation Measures for Construction and Operational Stage

10.9.2.1 The proposed landscape and visual mitigation measures in the construction and operation area listed in Table 10.12 below, together with indication of funding, implementation, maintenance, and management agencies, and they are also illustrated in Figures 10.10a to 10.10h and Figures 10.12a to 10.12c.

Table 10.12 Landscape and Visual Mitigation Measures for Construction and Operational Phases

ID.	Landscape and Visual Mitigation Measures	Funding Agency	Implementation Agency	Maintenance/ Management Agency
Construction Phase
CM1^#	Preservation of Existing Trees and Other Vegetation All the existing Trees to be retained and not to be affected by the Project should be carefully protected during the construction phase in accordance with LAO PN No. 2/2020, LAO PN No. 2/2020A, DEVB TC(W) No. 4/2020, and the latest “Guidelines on Tree Preservation during Development” issued by GLTM Section of DEVB, including provision of Tree Protection Zones (TPZs). Any existing vegetation in landscaped areas and natural terrain not to be affected by the Project should also be carefully preserved. Therefore, these existing landscape elements can maintain their qualities throughout the construction phase.	Project Proponent	Project Proponent	Project Proponent / LCSD*
CM2^#	Transplanting of Affected Trees Trees unavoidably affected by the works should be transplanted where practical. The requirement shall follow the “Guidelines on Tree Transplanting” released by GLTM Section of DEVB.	Project Proponent	Project Proponent	Project Proponent / LCSD*
CM3^#	Compensatory Tree Planting Compensatory tree planting should be provided to compensate for felled trees during construction according to LAO PN No. 2/2020, LAO PN No. 2/2020A, DEVB TC(W) No. 4/2020 – titled “Tree Preservation” and satisfaction of relevant Government departments. Sufficient planting area shall be provided for the growth of trees. Required numbers and locations of compensatory trees shall be determined and agreed separately with Government during the Tree Felling Application. The proposed tree species will strictly follow the latest HKIA Approved Plant Species List, and the existing percentage of native / exotic tree species will be maintained.	Project Proponent	Project Proponent	Project Proponent / LCSD*
Remarks: ^# Tentatively, approx. 385 to 435 nos. of existing / planned tree will be retained, and approx. 535 nos. of trees are proposed to be compensated / transplanted within the above-ground works area(s). To further mitigate the visual and landscape impact of the Project, the Project Proponent will also actively seek off-site compensation opportunities for approx. 155 to 205 nos. of trees within the Airport Island and HKP Island. The exact number subject to the detailed design stage of this Project. The tentative location of tree compensation/transplantation within the proposed above-ground works area(s) is illustrated in Appendix 10.1.4A to 10.1.4F.
Remarks: * The arrangement of maintenance/management agencies are subject to agreement with corresponding departments/parties in accordance with DEVB TC(W) No. 6/2015. The identified key potential management and maintenance departments are Leisure and Cultural Services Department (LCSD) (e.g. open spaces, promenade, and soft landscape in Tung Chung, etc.), Highways Department (HyD) (e.g. sidewalks, roads, and hard landscape in Tung Chung etc.). The Contractor shall be responsible for the maintenance of the soft landscape works during the establishment period at operational phase. LCSD / HyD shall then be responsible for the management and maintenance of the soft landscape work until such time those are successfully handed over to the designated agent/department. The tentative location and number of tree compensation/transplantation, along with the identified potential future maintenance agency, is shown in Appendix 10.1.
Construction Phase
CM4	Control of Night-time Lighting Glare Lighting for the construction works at night, if any, should be carefully controlled to prevent light overspill to the nearby VSRs and into the sky.	Project Proponent	Project Proponent / Contractor	Project Proponent / Contractor
CM5	Erection of Decorative Screen Hoardings Decorative Hoardings, with designs and forms compatible with the surrounding settings, should be erected during the construction phase to minimise the potential landscape and visual impacts from the construction works and activities, e.g. avoiding unintended destruction of existing trees and other landscape elements, and reducing visual bulkiness of the screen hoardings, etc.	Project Proponent	Project Proponent / Contractor	Project Proponent / Contractor
CM6	Management of Construction Activities and Facilities The layout and arrangement of construction facilities and activities should be properly managed and carefully supervised to minimise potential adverse landscape and visual impacts. It includes optimising the extent of working areas and temporary works areas, the height, deposition and arrangement of site offices and other temporary structures, the planning of construction traffic, management on storing and using the construction equipment and materials, and consideration of detailed schedules to shorten the construction period.	Project Proponent	Project Proponent / Contractor	Project Proponent / Contractor
CM7	Reinstatement of Temporarily Disturbed Landscape Areas All hard and soft landscape areas disturbed temporarily during construction shall be reinstated to the satisfaction of the relevant Government Departments.	Project Proponent	Project Proponent / Contractor	Project Proponent / Contractor
Operational Phase
OM1	Aesthetically Pleasing Design of Aboveground / Above Sea Structures The proposed structures in regard of layouts, forms, materials, and finishes shall be sensitively designed so as to blend in the structures to the adjacent landscape and visual context.	Project Proponent	Project Proponent / Operator	Project Proponent / Operator
OM2	Provision of Amenity Planting and Landscape Features Amenity planting and landscape features shall be provided to soften the proposed above-ground structures on HKP Island and to create attractive open spaces.	Project Proponent	Project Proponent / Operator	Project Proponent / Operator

10.9.3 Programme of Implementation of Landscape and Visual Mitigation Measures

10.9.3.1 The construction phase mitigation measures listed above shall be adopted from the commencement of construction and shall be in place throughout the entire construction period as far as practicable. The operational phase mitigation measures listed above shall be adopted during the detailed design and be built as part of the construction works so that they are in place at the date of commissioning of the Project.

10.10 Residual Landscape Impacts

10.10.1 Significance of Residual Landscape Impacts

10.10.1.1 The potential significance of the landscape impacts during the construction and operational phases, before and after mitigation, is provided in Table 10.13. The assessment follows the proposed methodology and assumes that proposed mitigation measures identified in Table 10.12 above would be fully implemented. The full effect of the soft landscape mitigation measures would be realized after ten years.

10.10.2 Significance of Residual Landscape Impacts on LRs

10.10.2.1 Under the Project, approx. 0.49% (0.17ha) of the Woodland, Shrubland & Grassland in Scenic Hill and the Slope to the Southwest of Shun Tung Road (LR1); approx. 25.23% (3.24ha) of the Artificial Seawall Coastline along Tung Chung Bay (LR4); approx. 11.41% (7.20ha) of Amenity Landscape Areas along Airport Road and Chek Lap Kok Road (LR5); and approx. 6.11% (1.30ha) of Urban Landscape in Tung Chung Town (LR7) will be affected.

10.10.2.2 Additionally, according to information received from AAHK, approximately 141 nos. of planned trees will also be planted within the project’s above-ground works area(s) and some of these trees might be affected by the proposed works. Due to limited land take for this project, only approx. 70 nos. of these planned trees will be able to be planted as planned at the south coast of HKP Island.

10.10.2.3 To maximise the greening effect within the potential above-ground works area(s), groundcovers and low shrubs are also proposed along the ATCL alignment. Planting location and planting species will be carefully considered to avoid conflict with as-built underground utilities and the restriction for planting for works nearby Airport Island.

10.10.2.4 While efforts had been made to maximise the planting and landscaped areas as far as practicable, due consideration to aviation safety, the latest Approved Plant Species List issued by HKIA has outlined the greening restriction within Airport Island and HKP Island to reduce bird hazard. For instance, trees planting is strictly prohibited near the airside zone, and introduction of extensive plant groups are not permitted in most of the areas within Airport Island. Given the proposed ATCL alignment and stations would have occupied the majority of the landscapeable areas along the coast of Airport Island, it is unavoidable that some trees and vegetation in the Amenity Landscape Areas along Airport Road and Chek Lap Kok Road (LR5) will be permanently loss.

10.10.2.5 Approximately 690 to 740 nos. of existing trees and 141 nos. of planned trees would be affected by the Project. There is no Old and Valuable Trees (OVT) in accordance with DEVB TC(W) NO. 5/2020 is identified within the Project boundary. Detailed tree survey will be carried out in the detailed design stage of the Project. Trees affected will be firstly considered for transplanting in accordance with the Tree Transplanting Guidelines issued by GLTM Section of DEVB. Trees unavoidably to be felled will be compensated within the project boundary or within the Airport/HKP Island in accordance with LAO PN No. 2/2020, LAO PN No. 2/2020A, and DEVB TC(W) No. 4/2020.

10.10.2.6 Based on the preferred design scheme, it is expected approx. 3.1ha, including area of the planned trees and reinstatement of temporarily disturbed landscape areas, within the potential above-ground works area(s) will be landscaped, with approx. 535 nos. of trees are proposed to be compensated / transplanted within the proposed works area. It is understood that the proposed mitigation measures would not be sufficient to alleviate the permanent loss in approx. 5.9ha of planting area. However, the affected extent is rather localized and small in comparison to the scale of these LRs. Under unmitigated condition, the magnitude of change of LR1, LR4, LR5 and LR7 shall be ‘Small’ to ‘Intermediate’, and the resultant significance of impacts would be ‘Slight’ to ‘Moderate’ for construction and operational phases respectively. After implementation of the proposed mitigation measures, including provision of amenity planting, management of construction activities and facilities, reinstatement of temporarily disturbed landscape areas, transplanted and/or compensation for the planned trees to be planted at Airport Island and HKP Island etc., except for LR5 (Amenity Landscape Areas along Airport Road and Chek Lap Kok Road) with ‘Moderate’ residual impacts, the residual landscape impacts for the remaining LRs would be reduced to ‘Slight’ / ‘Insubstantial’ for both construction and operation phases. To further mitigate the visual and landscape impact of the Project, off-site compensation opportunities for approx. 155 to 205 nos. of trees will also be actively sought within the Airport Island and HKP Island.

10.10.2.7 During construction phase, approx. 5.09% (10.47ha) of Coastal Water of Tung Chung Bay (LR2) would be directly affected by the proposed ATCL viaduct foundation using marine bored piles, the total affected area within LR2 during both construction and operation is relatively localized. Under unmitigated condition, the magnitude of change for this LR would be ‘Small’ for both phases. With the implementation of proposed mitigation measure, which is management of construction activities and facilities (CM6), the residual significance of landscape impacts for this sensitive LR2 shall remain ‘Slight’ in both construction and operational phases. This is due to the proposed mitigation measures would not be sufficient to further alleviate the permanent landscape impacts from the foundation of the proposed ATCL viaduct.

10.10.2.8 Since there would be no major impact to the Rocky Coastline along Tung Chung Bay (LR3) and Roads & Urban infrastructures (LR6) due to the proposed works, ‘Insubstantial’ landscape impact is expected during both construction and operational phases.

10.10.3 Significance of Residual Landscape Impacts on LCAs

10.10.3.1 Landscape impacts on LCAs during the construction phase will be primarily due to the construction activities including associated temporary works. After implementation of mitigation measures, there will still be ‘Slight’ to ‘Moderate’ negative impacts on the Transport Corridor Landscape (LCA1), Coastal Upland & Hillside Landscape (LCA3), Inshore Water Landscape (LCA4), Strait Landscape (LCA5) and Mixed Modern Comprehensive Urban Development Landscape Area (LCA6) during the construction phase.

10.10.3.2 As the proposed preliminary mitigation measures matured and established, except for the Transport Corridor Landscape (LCA1) with ‘Moderate’ residual impacts, it is predicted that the residual impacts for the remaining LCAs would be further minimized to ‘Slight’ / ‘Insubstantial’ for both construction and operational phases by Year 10 of the operational phase.

ID.	LR/LCA	Sensitivity to Change (Low, Medium, High)	Magnitude of Change (Negligible, Small, Intermediate, Large, None)	Impact Significance before Mitigation (Insubstantial, Slight, Moderate, Substantial, None)	Recommended Mitigation Measures	Residual Impact Significance after Mitigation (Insubstantial, Slight, Moderate, Substantial, None)
Landscape Resources (LRs)
LR1	Woodland, Shrubland & Grassland in Scenic Hill and the Slope to the Southwest of Shun Tung Road	High	Small	Small	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Slight	Insubstantial
LR2	Coastal Water of Tung Chung Bay	Medium	Small	Small	Slight	Slight	CM4, CM6, OM1	Slight	Slight	Slight
LR3	Rocky Coastline along Tung Chung Bay	Medium	Negligible	Negligible	Insubstantial	Insubstantial	Not Required	Insubstantial	Insubstantial	Insubstantial
LR4	Artificial Seawall Coastline along Tung Chung Bay	Low	Intermediate	Small	Moderate	Slight	CM4, CM5, CM6, CM7, OM1	Slight	Slight	Slight
LR5	Amenity Landscape Areas along Airport Road and Chek Lap Kok Road	Low	Intermediate	Intermediate	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Moderate	Moderate	Moderate
LR6	Roads & Urban infrastructures	Low	Small	Negligible	Insubstantial	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
LR7	Urban Landscape in Tung Chung Town	Low	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
Landscape Character Areas (LCAs)
LCA1	Transport Corridor Landscape	Low	Intermediate	Intermediate	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Moderate	Moderate	Moderate
LCA2	Institutional Landscape	Low	Negligible	Negligible	Insubstantial	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
LCA3	Coastal Upland & Hillside Landscape	High	Small	Small	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Slight	Insubstantial
Landscape Character Areas (LCAs)
LCA4	Inshore Water Landscape	Medium	Small	Small	Slight	Slight	CM4, CM6, OM1	Slight	Slight	Slight
LCA5	Strait Landscape	Low	Small	Small	Slight	Slight	CM4, CM6, OM1	Slight	Slight	Slight
LCA6	Mixed Modern Comprehensive Urban Development Landscape Area	Low	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Slight	Insubstantial

Table 10.14 Significance of Residual Impacts on VSRs during Construction and Operational Phases

Const. = construction phase; Oper. = operational phase

VSR ID.	VSR	Sensitivity to Change (Low, Medium, High)		Magnitude of Change (Negligible, Small, Intermediate, Large, None)		Impact Significance before Mitigation (Insubstantial, Slight, Moderate, Substantial, None)		Recommended Mitigation Measures	Residual Impact Significance after Mitigation (Insubstantial, Slight, Moderate, Substantial, None)
		Const.	Oper.	Const.	Oper.	Const.	Oper.		Const.	Oper.
		Const.	Oper.	Const.	Oper.	Const.	Oper.		Const.	Day 1	Year 10
VSR1	Residential VSR of Tung Chung Crescent	High	High	Intermediate	Small	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Slight	Insubstantial
VSR2	Residential VSR of Fu Tung Estate	High	High	Intermediate	Small	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Slight	Insubstantial
VSR3	Residential VSR of Seaview Crescent	High	High	Small	Small	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Slight	Insubstantial
VSR4	Residential VSR of Coastal Skyline	High	High	Small	Small	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Slight	Insubstantial
VSR5	Residential VSR of Yu Nga Court	High	High	Negligible	Negligible	Slight	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
VSR6	Residential VSR of Tung Chung New Town Extension	High	High	Negligible	Negligible	Insubstantial	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR7	Recreational VSR of Tung Chung New Town Extension	Medium	Medium	Negligible	Negligible	Insubstantial	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR8	Residential VSR of Visitation Church	High	High	Intermediate	Intermediate	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Slight	Insubstantial
VSR9	Occupational VSR of Visitation Church	Medium	Medium	Intermediate	Intermediate	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Slight	Insubstantial
VSR10	Residential VSR of Campus and Dormitory of the Hong Kong International Aviation Academy	High	High	Small	Small	Moderate	Moderate	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Slight	Insubstantial
VSR11	Occupational VSR of Campus and Dormitory of the Hong Kong International Aviation Academy	Low	Low	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
VSR12	Recreational VSR of Tung Chung Development Pier	Medium	Medium	Intermediate	Small	Moderate	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
VSR13	Occupational VSR of Tung Chung Development Pier	Low	Low	Intermediate	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
VSR14	Transportation VSR of Tung Chung Development Pier	Low	Low	Intermediate	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
VSR15	Transportation VSR of Chek Lap Kok Road & Chek Lap Kok South Road	Low	Low	Small	Negligible	Slight	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR16	Transportation VSR of Passenger Clearance Building in HKP	Low	Low	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR17	Occupational VSR of Passenger Clearance Building in HKP	Low	Low	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR18	Transportation VSR of Shun Long Road	Low	Low	Intermediate	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR19	Occupational VSR of Sheraton Hong Kong Tung Chung Hotel	Low	Low	Small	Negligible	Slight	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR20	Recreational VSR of Sheraton Hong Kong Tung Chung Hotel	Medium	Medium	Small	Negligible	Slight	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR21	Recreational VSR of Ngong Ping Cable Car	Medium	Medium	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
VSR22	Recreational VSR of Scenic Hill	Medium	Medium	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
VSR23	Occupational VSR of AsiaWorld- Expo	Low	Low	Negligible	Negligible	Insubstantial	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR24	Recreational VSR of AsiaWorld- Expo	Low	Low	Negligible	Negligible	Insubstantial	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR25	Occupational VSR of Hong Kong SkyCity Marriott Hotel	Low	Low	Negligible	Negligible	Insubstantial	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR26	Recreational VSR of Hong Kong SkyCity Marriott Hotel	Medium	Medium	Negligible	Negligible	Insubstantial	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR27	Occupational VSR of Regala Skycity Hotel	Low	Low	Negligible	Negligible	Insubstantial	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR28	Recreational VSR of Regala Skycity Hotel	Medium	Medium	Negligible	Negligible	Insubstantial	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR29	Recreational VSR of Tung Chung Town Centre Waterfront Promenade	Medium	Medium	Intermediate	Small	Moderate	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
VSR30	Occupational VSR of Planned ECSA Hotels and Commercial Development	N/A*	Medium	N/A*	Small	N/A*	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	N/A*	Slight	Insubstantial
VSR31	Recreational VSR of Planned ECSA Hotels and Commercial Development	N/A*	Medium	N/A*	Small	N/A*	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	N/A*	Slight	Insubstantial
VSR32	Occupational VSR of SkyPier Terminal and the Planned Commercial Development at Airport Island	Low	Low	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
*Given the construction works of the planned ECSA hotels and the proposed ATCL Project will be concurrent, no individual of these VSRs would expect to be affected during construction.
VSR33	Recreational VSR of SkyPier Terminal and the Planned Commercial Development at Airport Island	Medium	Medium	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
VSR34	Transportation VSR of SkyPier Terminal and the Planned Commercial Development at Airport Island	Low	Low	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Slight	Insubstantial	Insubstantial
VSR35	Occupational VSR of Civil Aviation Department Headquarters Office Building	Low	Low	Intermediate	Small	Slight	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR36	Occupational VSR of Cathay Dragon House	Low	Low	Intermediate	Small	Slight	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR37	Occupational VSR of CNAC House	Low	Low	Intermediate	Small	Slight	Insubstantial	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR38	Occupational VSR of HKA Training Academy	Low	Low	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial
VSR39	Occupational VSR of Cathay Pacific City	Low	Low	Small	Small	Slight	Slight	CM1, CM2, CM3, CM4, CM5, CM6, CM7, OM1, OM2	Insubstantial	Insubstantial	Insubstantial

Table 10.15 Concurrent Projects and Potential Cumulative Impacts

Proposed development/ on-going projects	Nature of the projects	Major potential landscape and visual impacts	Construction phase	Operational phase
Tung Chung New Town Extension (TCNTE)	New town development extension for accommodate 220,000 population to meet housing and other development needs	Landscape No valuable landscapes are currently present on the reclamation area of TCNTE, adverse landscape impact during both construction and operational phases is not anticipated.	No significant cumulative additional landscape and visual impacts are identified in construction stage.	VSRs in Tung Chung, particularly the Residential VSR of Yu Nga Court (VSR5), and the Recreational & Occupational VSRs of Sheraton Hong Kong Tung Chung Hotel (VSRs 19&20), may experience slight additional visual impacts during operation. Considering the overall small magnitude of change, the potential cumulative impacts of these VSRs would remain ‘Insubstantial’.
Tung Chung New Town Extension (TCNTE)		Visual Given the TCNTE development is located about 1.7km away from the Project and would be compatible with the surrounding buildings in Tung Chung, with the implementation of mitigation measures such as sensitive design of building and structure, it is anticipated that its residual impacts on the VSRs in East Tung Chung would be reduced to acceptable level in the operational phase.
11 SKIES	Development of a commercial complex adjacent to HKIA	Landscape No valuable landscapes are currently present on the development site, adverse landscape impact during both construction and operational phases is not anticipated.	No significant cumulative additional landscape and visual impacts are identified in construction stage.	VSRs in Airport Island, particularly the Recreational & Occupational VSRs of AsiaWorld- Expo (VSRs 23&24), Hong Kong SkyCity Marriott Hotel (VSRs 25&26), and Regala Skycity Hotel (VSRs 27&28), may experience slight additional visual impacts during operation. Considering the overall small magnitude of change, the potential cumulative impacts of these VSRs would remain ‘Insubstantial’.
11 SKIES	Development of a commercial complex adjacent to HKIA	Visual The 11 SKIES is located about 300m away from the Project, and potential visual impacts may be experienced by the recreational & occupational VSRs of the nearby developments in Airport Island. However, given the 11 SKIES Development would have a maximum building height restriction of pprox.. 53mPD, it is in general compatible with the surrounding buildings in Airport Island. With the implementation of mitigation measures such as sensitive design of building and structure, it is anticipated that the residual impacts would be reduced to acceptable level in the operational phase.
Commercial developments at East Coast Support Area (ECSA)	Development of a commercial complex near Scenic Hill Tunnel	Landscape No valuable landscapes are currently present on the development site, adverse landscape impact during both construction and operational phases is not anticipated.	No significant cumulative additional landscape and visual impacts are identified in construction stage.	VSRs in ECSA, particularly the Occupational VSRs of Civil Aviation Department Headquarters Office Building (VSR35), Cathay Dragon House (VSR36), CNAC House (VSR37), HKA Training Academy (VSR38) and Cathay Pacific City (VSR39) may experience slight additional visual impacts during operation. Considering the overall small magnitude of change, the potential cumulative impacts of these VSRs would remain ‘Insubstantial’.
	Development of a commercial complex near Scenic Hill Tunnel	Visual The future commercial developments will be located right next to the Project, and potential visual impacts may be experienced by the occupational VSRs of the nearby office buildings in ECSA. However, given the ECSA Development is In general compatible with the surrounding buildings, with the implementation of mitigation measures such as sensitive design of building and structure, it is anticipated that the residual impacts would be reduced to acceptable level in the operational phase.
Development of airport related supporting uses at HKP Island, (including the automated carpark, Hong Kong International Aviation Academy etc.)	Development of new buildings and structures support other airport related uses	Landscape With reference to the information received from AAHK, from the automated carpark project, there are approximately 115 nos. of planned trees shall be planted within the ATCL Project’s above-ground works area(s) at HKP Island. Due to limited land take for this project and the strict landscape management of HKIA, only approximately to 44 nos. of these planned trees will be able to be provided as planned at the south coast of HKP Island.	The respective project proponent shall fulfil the requirements for tree compensation and landscape enhancement as far as possible. On this basis, adverse cumulative landscape impacts are not anticipated It is anticipated that the design of the proposed development will incorporate suitable aesthetic design to blend in with the environment. No visual impacts are therefore identified in construction stage.	No additional landscape and visual impacts are identified during operation.
		Visual Given the proposed works are compatible with the Project, it is anticipated that the cumulative visual impact would not be significant.
Tung Chung Line Extension	Provision of new railway system with two stations	Landscape No valuable landscapes are currently present on the urbanised area, adverse landscape impact during both construction and operational phases is not anticipated.	No significant cumulative additional landscape and visual impacts are identified in construction stage.	No additional landscape and visual impacts are identified during operation.
Tung Chung Line Extension	Provision of new railway system with two stations	Visual Based on approved EIA Report (Register No. AEIAR-235/2022), the majority extent of the development is compatible with the surrounding local context, the project would generate insignificant to slight residual visual impacts by operation Day 1 and operation Year 10 when the mitigation measures have matured and taken effect.
Planned Visitation Church Development	Development of a church near the Tung Chung Temporary Bus Terminus	Landscape No valuable landscapes are currently present on the development site, adverse landscape impact during both construction and operational phases is not anticipated.	No significant cumulative additional landscape and visual impacts are identified in construction stage.	No additional landscape and visual impacts are identified during operation.
Planned Visitation Church Development		Visual Referring to the information provided by the Project Proponent of the Visitation Church, the planned church development is compatible with the surrounding local context, the project would generate insignificant to slight residual visual impacts by operation Day 1 and operation Year 10 when the mitigation measures have matured and taken effect.
Airportcity Link (formerly known as Airport City Link)	Provision of a connection bridge that links the SKYCITY with the HKP Passenger Clearance Building	Landscape With reference to the information received from AAHK, from the Airportcity Link project, there are approximately 26 nos. of planned trees shall be planted within the ATCL Project’s above-ground works area(s) at HKP Island. Based on the current Project layout, all planned trees will still be provided at the south coast of HKP Island. Since no valuable landscapes are currently present on the development site, adverse landscape impact during both construction and operational phases is not anticipated.	No significant cumulative additional landscape and visual impacts are identified in construction stage.	VSRs in Airport Island, particularly the Recreational, Occupational, & Transportation VSRs of SkyPier Terminal and the Planned Commercial Development (VSRs 32,33&34) may experience slight additional visual impacts during operation. Considering the overall small magnitude of change, the potential cumulative impacts of these VSRs would remain ‘Insubstantial’.
Airportcity Link (formerly known as Airport City Link)		Visual The Airportcity Link will be located at the close distance with the proposed marine facilities. The project may block the views from the Recreational, Occupational, & Transportation VSRs of SkyPier Terminal and the Planned Commercial Development (VSRs 32, 33&34) towards Tung Chung Bay. However, with the implementation of mitigation measures such as aesthetically pleasing design, the residual cumulative visual impacts from Airportcity Link would be reduced to acceptable level as the project would be compatible with the visual character of surrounding areas.
SkyPier Terminal Bonded Bridge (formerly known as Intermodal Transfer Terminal – Bonded Vehicular Bridge and Associated Roads (ITT-BVB))	Provision of a connection bridge that serves intermodal transfer of passengers to and from HZMB	Landscape No valuable landscapes are currently present on the development site, adverse landscape impact during both construction and operational phases is not anticipated.	No significant cumulative additional landscape and visual impacts are identified in construction stage.	VSRs in Airport Island, particularly the Recreational, Occupational, & Transportation VSRs of SkyPier Terminal and the Planned Commercial Development (VSRs 32,33&34) may experience slight additional visual impacts during operation. Considering the overall small magnitude of change, the potential cumulative impacts of these VSRs would remain ‘Insubstantial’.
		Visual The SkyPier Terminal Bonded Bridge will be located at the close distance with the proposed marine facilities. The SkyPier Terminal Bonded Bridge may block the views from the Recreational, Occupational, & Transportation VSRs of SkyPier Terminal and the Planned Commercial Development at Airport Island (VSRs 32,33&34) towards Tung Chung Bay. However, with the implementation of mitigation measures such as aesthetically pleasing design of the aboveground / above sea structures, the residual cumulative visual impacts from SkyPier Terminal Bonded Bridge would be reduced to acceptable level as the development would be compatible with the visual character of surrounding areas.
Commercial Development-cum-Public Market in Tung Chung Area 6	Development of a mixed-use building near the existing Tung Chung Station	Landscape No valuable landscapes are currently present on the development site, adverse landscape impact during both construction and operational phases is not anticipated.	No significant cumulative landscape and visual impacts are identified in construction stage.	No additional landscape and visual impacts are identified during operation.
		Visual Considering the commercial development-cum-public market’s small building footprint and its high compatibility with the surrounding local context, it is anticipated that there will be no significant cumulative visual impact during construction and operational phase.
Planned Commercial Development	Development of a commercial complex adjacent to SkyPier Terminal	Landscape No valuable landscapes are currently present on the development site, adverse landscape impact during both construction and operational phases is not anticipated.	No significant cumulative additional landscape and visual impacts are identified in construction stage.	VSRs in Airport Island, particularly the Recreational, Occupational, & Transportation VSRs of SkyPier Terminal and the Planned Commercial Development (VSRs 32,33&34) may experience slight additional visual impacts during operation. The potential cumulative impacts of these VSRs might be adjusted as ‘slight’.
Planned Commercial Development		Visual The Planned Commercial Development will be located at the close distance with the proposed marine facilities. The Planned Commercial Development may block the views from the Recreational, Occupational, & Transportation VSRs of SkyPier Terminal and the Planned Commercial Development at Airport Island (VSRs 32,33&34) towards Tung Chung Bay. However, with the implementation of mitigation measures such as aesthetically pleasing design of the aboveground / above sea structures, the residual cumulative visual impacts from the Planned Commercial Development would be reduced to acceptable level as the development would be compatible with the visual character of surrounding areas.

10 LANDSCAPE AND VISUAL

10.1 Introduction

10.2 Relevant Legislation, Standards, Guidelines, and Other References

10.3 Review of Relevant Planning and Development Control Framework

10.4 Scope and Content of the LVIA Study

10.5 Landscape and Visual Impact Assessment Methodology

Table 10.1 Relationship between Landscape Sensitivity to Change and Magnitude of Change in Defining Impact Significance

10.6 Baseline Study

Table 10.3 Sensitivity to Change of LRs

Table 10.4 Sensitivity to Change of LCAs

Table 10.6 Sensitivity to Change of VSRs

10.7 Landscape Impact Assessment

Table 10.7 Magnitude of Change for LRs and LCAs

Table 10.8 Significance of Impacts on LRs before Mitigation

Table 10.9 Significance of Impacts on LCAs before Mitigation

10.8 Visual Impact Assessment before Mitigation

Table 10.10 Magnitude of Change to VSRs during Construction and Operational Phases under Unmitigated Condition

Table 10.11 Significance of Impacts on VSRs before Mitigation

10.9 Landscape and Visual Mitigation Measures

Table 10.12 Landscape and Visual Mitigation Measures for Construction and Operational Phases

10.10 Residual Landscape Impacts

Table 10.13 Significance of Residual Impacts on LRs and LCAs during Construction and Operational Phases

10.11 Residual Visual Impacts

Table 10.14 Significance of Residual Impacts on VSRs during Construction and Operational Phases

10.12 Cumulative Impact

Table 10.15 Concurrent Projects and Potential Cumulative Impacts

10.13 Environmental Monitoring and Audit

10.14 Conclusion