Contents
1	Introduction and Context
1.1	Background
1.2	Objectives of the Landscape & Visual Plan
1.3	Scope of the Final Landscape and Visual Plan
1.4	Structure of this Final Landscape & Visual Plan
2	Design Codes, Standards and Bench Marks
2.1	Relevant Legislation, Codes and Standards
2.2	Landscape and Visual Mitigation Measures from EIAO Process
2.3	International Benchmarks & Best Practices
2.4	Design Quality Criteria & Broad Brusha Targets
3	Aesthetic Architectural Designs for Building Structures & Facilities
3.1	Terminal 2 (T2) Expansion
3.2	Terminal 2 Concourse (T2C)
3.3	Ancillary Buildings
4	Tree Treatment and Massed Planting Proposals
4.1	Tree Treatment
4.2	Implementation Programme, Maintenance and Management Schedules
5	Implementation of Landscape and Visual Mitigation Measures

	List of ANNEXES
Annex A	Hong Kong Regulatory Framework
Annex B	International Standards and Best Practice – Airport Landscape Design
Annex C	Trees Assessment Schedule
Annex D	Generic Tree Protection Plan
Annex E	Tree Treatments Plans
Annex F	Typical Tree Transplantation Specification
Annex G	Compensatory Planting Plans and Recipient Locations for Transplanted Trees
Annex H	Photo Records of “Retain” and “Transplant” Trees

	List of Figures
Figure 1.1	3RS Project Site Boundary
Figure 2.1	Zoning of the Airport Island for Existing Platform and Future 3RS (indicative only)
Figure 2.2	Site Coverage of Greenery – Plan (1)
Figure 2.3	Site Coverage of Greenery – Plan (2) & Greening Calculation
Figure 2.4	Site Coverage of Greener – Plan (3)
Figure 3.1	Landscape Master Plan
Figure 3.1.1	Landscape Master Plan – Zoom in Plan 1
Figure 3.1.2	Landscape Master Plan – Zoom in Plan 2
Figure 3.1.3	Landscape Master Plan – Zoom in Plan 3
Figure 3.1.4	Landscape Master Plan – Zoom in Plan 4
Figure 3.2	Recommended Landscape and Visual Mitigation Measures for Terminal 2 Building
Figure 3.3	Recommended Landscape and Visual Mitigation Measures for Terminal 2 Building (2)
Figure 3.4	Recommended Landscape and Visual Mitigation Measures for Terminal 2 Concourse
Figure 3.5.1	Recommended Landscape and Visual Mitigation Measures for Ancillary Buildings
Figure 3.5.2	Recommended Landscape and Visual Mitigation Measures for Ancillary Buildings
Figure 3.5.3	Recommended Landscape and Visual Mitigation Measures for Ancillary Buildings
Figure 3.5.4	Recommended Landscape and Visual Mitigation Measures for Ancillary Buildings
Figure 3.5.5	Recommended Landscape and Visual Mitigation Measures for Ancillary Buildings
Figure 3.5.6	Recommended Landscape and Visual Mitigation Measures for Ancillary Buildings
Figure 3.5.7	Recommended Landscape and Visual Mitigation Measures for Ancillary Buildings
Figure 3.5.8	Recommended Landscape and Visual Mitigation Measures for Typical Ancillary Buildings
Figure 3.6	Typical Green Roof on Ancillary Buildings
Figure 3.7	Recommended Landscape and Visual Mitigation Measures for Viaduct Works
Figure 5.1	Figure 5.1    Recommended Landscape and Visual Mitigation Measures for Land Formation Edge
Figure 5.2	Figure 5.2   Overall View of Recommended Landscape and Visual Mitigation Measures for all above ground structures
Figure 5.3	Figure 5.3   Recommended Landscape and Visual Mitigation Measures for Greening Measures
Figure 5.4	Figure 5.4   Recommended Landscape and Visual Mitigation Measures for Streetscape
Figure 5.5	Recommended Landscape and Visual Mitigation Measures for Footbridge

1

Introduction and Context

1.1

Background

The Airport Authority Hong Kong (“AAHK”) is responsible for operation of the Hong Kong International Airport (HKIA).  The HKIA Master Plan 2030 (MP2030) recommended expansion of HKIA into a three-runway system (3RS) (“the Project”) as the best way forward to cope with the projected increase in air traffic demand and to secure the continual growth of HKIA operation for the benefit of the economic development of Hong Kong.  This development option for HKIA received approval in principle from the Government of the Hong Kong Special Administrative Region (HKSAR) on 20 March 2012.

An Environmental Impact Assessment (EIA) Study Report for the Project was prepared in accordance with the study brief requirements (ESB-250/2012) issued by the Environmental Protection Department (EPD).  The EIA Report for the Project (Register No. AEIAR-185/2014) was approved by the EPD on 7 November 2014 and the Environmental Permit (EP) (EP No. EP-489/2014) granted on 7 November 2014.

According to Environmental Permit (EP-489/2014) Condition 2.18, the AAHK shall ‘no later than 3 months before the commencement of construction works on the formed land of the Project’…submit a…‘‘Landscape and Visual Plan (L&V Plan)…to specify quality criteria on the overall landscape and visual environment of the Project with broad-brush targets to be achieved for greening and planting as benchmarked against international standards and best practises….The L&V Plan shall include at least the following information:

aesthetic architectural designs for building structures and facilities;

locations, size, number and plant species of trees to be transplanted and their final transplanting locations;

locations, size, number and plant species to be felled;

locations, size, number and plant species to be provided or compensated; and

implementation programe, maintenance and management schedules.”

1.2

Objectives of the Landscape & Visual Plan

This L&V Plan submission is prepared in fulfilment of Specific Condition 2.18 of Environmental Permit (EP-489/2014) and sets out to:

Specify quality criteria on the overall landscape and visual environment of the Project with broad-brush targets to be achieved for greening and planting as benchmarked against international standards and best practices;

Describe the architectural design for building structures and facilities and show how they meet the broad-brush targets and mitigation measures set out in the EIA;

Describe the proposals for massed tree transplantation, felling and compensation to show how the broad-brush targets and mitigation measures set out in the EIA are being achieved; and

Set out the implementation, maintenance and management schedule so that it is coordinated effectively and in accordance with measures set out in the EIA.

The L&V Plan submission is required no later than 3 months before the commencement of construction works on the formed land of the 3RS Project (see Section 1.1 above).  To fulfil this commitment, a preliminary L&V Plan was formally submitted to EPD on 28 December 2018, 3 months in advance of the construction commencement on formed land.  The early submission required by EP Specific Condition 2.18 has presented challenges in terms of ability to provide required L&V content in sufficient detail due to the detailed design process for relevant 3RS facilities, infrastructure and landscaping design not yet being completed (noting the 3RS project is scheduled to commence operations in 2024). 

Thereafter, an Initial Revised L&V Plan was submitted to EPD on 18 January 2021 to update the detail provided in the December 2018 preliminary submission and was based on design information and planning details available at the time of preparation.

This Final L&V Plan captures the completed 3RS buildings and infrastructure detailed designs and associated landscaping design. The Final L&V Plan includes relevant updates to the information presented in the Initial Revised L&V Plan as well as other additional details, not limited to the following:

Presentation of appropriate landscape and visual details for the 3RS Project, including conceptual plans/ drawings and photomontages on general greening and design arrangements for the Terminal 2 (T2) Expansion, the Terminal 2 Concourse (T2C) (previously known as the Third Runway Concourse) and for other representative buildings and facilities (e.g. showing site area, site coverage, disposition of buildings and building height where appropriate) as well as overview details on committed 3RS Project L&V mitigation measures.

Updated presentation of visual aspect details not limited to:

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Detailed conceptual plans/ drawings, photomontages illustrating/ identifying the landscape and visual mitigation measures of the 3RS Project;

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Perspective drawings and photomontages demonstrating the aesthetic architectural designs of T2 Expansion and T2C with the detail presented emphasising the interface between external and surrounding landscapes;

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General depiction of greening and design arrangements for representative structures in addition to the T2 Expansion and T2C;

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Location and details of internal landscapes within buildings; and

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An overall Key Plan for the whole 3RS project area including relevant information on the proposed mitigation measures in the Master Landscape Plan

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A full update including illustrations on greening measures and their extent across the 3RS Project, not limited to greening of external areas such as airside turf greening, roadside and amenity planting, and other greening area details such as at grade greening and internal space greening, roof top greening, screen and indoor planting;

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A full update on status of achievement of landscape and visual mitigation measures including an overall mitigation measures plan and relevant blow outs (with appropriate scale) to better identify relevant mitigation measures; and

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A full update on tree management aspects including details on tree compensation such as tree species, quantity, planting locations, plant spacing and soiling detail as appropriate.

1.3

Scope of the Final Landscape and Visual Plan

The site area for 3RS Project landscape and visual aspects matches the area captured in the “Landscape and Visual Mitigation Arrangement Plan – CLK” (Figure MCL/P132/EIA/15-028.1 (Rev.C)) as presented in the EIA. The specific focus of EIA / EP landscape and visual mitigation measures and commitments extends to the new reclaimed land area (covering the Western Support Area (WSA), Eastern Support Area (ESA), the T2C, the Apron and new Airfield areas), the T2 Expansion and the associated APM and BHS infrastructure developments on the existing airport island and the centre runway area.

The anticipated road alterations identified for the existing southern cargo area and in the western area of the existing airport are not under planning at this time and associated L&V commitments for these areas are not considered further in this plan. Figure 1.1 “Coverage of 3RS Key Project Components” defines the focus area of the 3RS Project L&V effort.

The new 3RS airfield areas and many of the associated 3RS Project ancillary buildings, facilities and supporting infrastructure have limited potential for the incorporation of significant landscape and visual elements into their designs, principally because of the functional nature of airport facilities and supporting infrastructure in the operational airport setting.  Nonetheless, relevant landscape and visual elements are also included for representative ancillary buildings to provide complete coverage of new facilities and infrastructure.

The T2 Expansion on the existing airport island and the new T2C on the newly formed land area are the key 3RS developments with significant aesthetic architectural design opportunities.  These major 3RS Project buildings are therefore the main focus of Chapter 3 of this plan and substantive details are included on aesthetic architectural designs for these key building structures and associated facilities.  Chapter 4 focuses on the treatment of trees and tree management across the 3RS Project as a whole.  Chapter 5 provides details on the implementation of the landscape and visual mitigation measures in the form of an implementation schedule.

1.4

Structure of this Final Landscape & Visual Plan

The structure of the Final L&V Plan is as follows:

Chapter 1 -

Introduction and Context

Chapter 2 -

Design Codes and Standards – Including the Local Regulatory Framework, information regarding International Benchmarking and the Recommended Design Quality Criteria and Broad Brush Targets.

Chapter 3 -

Provides a detailed description of the aesthetic architectural designs for building structures and facilities, focusing on the T2 Expansion, the T2C and associated ancillary buildings and facilities.

Chapter 4 -

Provides detailed information on the Project’s treatment of trees, including trees being retained, transplanted or felled along with compensatory tree planting detail in accordance with Initial Landscape and Visual Plan submitted on 18 January 2021.  The implementation program is also covered, including maintenance and management schedules.

Chapter 5 -

Outlines the landscape and visual mitigation measures to be implemented, including the implementation agent, location, timing and status.

Annex A -

Hong Kong Regulatory Framework

Annex B -

International Standards & Best Practice– Airport Landscape Design

Annex C -

Trees Assessment Schedule

Annex D -

Generic Tree Protection Plans

Annex E -

Tree Treatments Plans

Annex F -

Typical Tree Transplantation Specification

Annex G -

Compensatory Tree Planting Plans and Recipient Locations for Transplanted Trees

Annex H -

Photo Records of “Retain” and “Transplant” Trees

2

Design Codes, Standards and Bench Marks

This chapter sets out the legislation, codes and standards of relevance to this Plan.  A comprehensive review of available and relevant international standards and/or best practices relating to the landscape and visual environment of an airport setting was also conducted, with quality criteria and broad brush targets for the Project recommended.

2.1

Relevant Legislation, Codes and Standards

Annex A summarises the Hong Kong legislation, codes and standards that are of relevance to this Plan.  In addition, HKIA has an established planting scheme in place; the airport island is generally divided into distinct zones according to distance from runways and land use (Figure 2.1), with all planting required to adhere to the Approved Plant Species List (APSL).  The APSL serves as a guide for project proponents on HKIA when planting proposals are under consideration for different areas on the airport island and aims to strike a balance between aviation safety and landscape attractiveness, both within the airport boundary and in its close vicinity.

2.2

Landscape and Visual Mitigation Measures from EIAO Process

Landscape and visual mitigation measures from the EIAO process are detailed in Table 5.1, which provides a review of the Project landscape design against these landscape and visual mitigation measures, summarising how they are considered and integrated into the Project.

2.3

International Benchmarks & Best Practices

An extensive review of international standards and best practices has been conducted focusing on landscape master planning in relation to the design of airports around the world and considering other relevant information such as architectural awards and general guidelines on airport design (See Annex B).  Some international standards for airport environmental planning do exist, but are primarily focused on noise, air quality, greenhouse gas emissions and improving efficiency to reduce use of natural resources.  In particular the International Civil Aviation Organization (ICAO) ([1]) includes ‘Environmental Protection’ amongst its five strategic objectives ([2]), however ICAO documents on Airport Planning and Design aspects do not include specific standards for landscape design criteria or greening.  Overall the review concluded there are no internationally recognised quality criteria, broad-brush targets, standards or best practices for airport landscapes, although some commonalities across aviation facilities do exist.

Since no particular international targets or broad brush targets for landscape or greening requirements have been identified that are relevant to the HKIA context, the Hong Kong regulatory framework has been carefully reviewed to determine guidance or criteria that may be relevant to the HKIA setting, given the clear need to strike a balance between aviation safety and landscape attractiveness and greening.

Sustainable Building Design Guidelines

The Buildings Department, Practice Note for Authorized Persons, Registered Structural Engineers and Registered Geotechnical Engineers – Sustainable Building Design Guidelines (PNAPP 152), which promulgates guidelines on building design intended to enhance the quality and sustainability of the built environment in Hong Kong, captures recommended practices for aspects including site coverage, with recommendations for greenery targets in different Hong Kong developments.  In particular, PNAPP 152 identifies a general requirement for 30% greenery for developments with a site area equal to or greater than 20,000 m², while it also recognises there are special circumstances in which genuine difficulties in achieving such coverage may be encountered, including buildings serving special functions.  In the case of the 3RS Project, the PNAPP152 requirement for 30% greenery is not practicable due to the special nature and function of the airport facility, with its significant safety considerations for aeronautical activities.

BEAM Plus

The AAHK has been awarded a Provisional Platinum rating under the BEAM Plus New Buildings (NB) standard (Version 1.2) for both the T2 Expansion and the T2C.

BEAM Plus is the leading green building initiative in Hong Kong, and uses independent, third party assessments to determine building sustainability performance, seeking to enhance the environmental performance of new buildings, while also improving user satisfaction.  The BEAM Plus assessment process involves an Independent Assessor considering a comprehensive set of criteria (defined by the BEAM Society Limited - BSL) to assess sustainability performance aspects relating to planning, design, construction, commissioning, management, operation and maintenance of a building.  Some of the assessment criteria are relevant to landscape and greening and these have been considered at the planning and design phases of both the T2 Expansion and T2C.

One of the BEAM Plus criteria as specified in the BEAM Plus NB Version 1.2 Manual requires that project proponents developing typical residential or commercial buildings consider landscaping up to 30% - 40% of the available site area to maximise credits.  Yet, due to the special functional, security and operational needs of the T2 Expansion and T2C within the operating airport environment, it is recognized that the stated percentage planting and greening targets are not suitable for direct application.  This understanding is in line with the recognition, as discussed above, that the PNAPP 152 requirement for 30% greenery is not practicable due to the special nature and function of airport facilities.

2.4

Design Quality Criteria & Broad Brush Targets

Following the review of international standards and best practices as well as the Hong Kong regulatory framework, design quality criteria for the overall landscape and visual environment of the Project have been developed, with suggested broad-brush targets to help achieve the design quality criteria.  These are set out in Table 2.1.  As noted in Section 2.3, there are no specific, internationally recognized guidelines or standards for landscape design and greening at airports.  Findings from the benchmarking review of international standards and best practice for airport landscape design (see Annex B) identifies that other international airports adopt different greening and planting practices/ approach to best suit their specific and respective local environments and surroundings.  No one particular approach on landscaping and greening adopted at other airports was found to fit the HKIA case, and there is no readily available template to guide the approach for the 3RS Project at HKIA.  However, most of the required landscaping that is in association with the 3RS works footprint on the existing airport land area and a key landscaping aim here tie in with well-established landscape characteristics and themes in place for many years at HKIA, guided by the strict requirements of the APSL with its balance of aviation safety and landscape attractiveness.

It is important to note that the current airport island has extremely limited land availability.  The airport is an intensively used site with the majority of landside areas occupied by various airport infrastructure, transport, commercial and operations support facilities.  With the 3RS development further encroaching into the existing two-runway system (2RS) land areas, the available remaining areas that are suitable for greening and landscaping are extremely limited.  Nonetheless, AAHK has endeavoured to include landscaping features and greenery coverage as far as practicable; the extent of greening for the area covering 3RS key project components is around 20% (refer to Figure 2.2 and Figure 2.3 for the coverage of 3RS key project components and greening calculation and Figure 2.4 for the further breakdown of airside turf, roadside planting and amenity planting greening categories).  New landscaping designs associated with 3RS development encroaching into 2RS land areas and in the numerous tree compensation areas have been coordinated to reflect the existing established landscape character and ‘sense of place’ of Hong Kong and the airport location.

3RS Project Greenery

The total area for which a greenery target has been calculated is defined in Figure 1.1 and includes the new reclaimed land area (covering the WSA, ESA, the T2C, the Apron and new Airfield areas), the T2 Expansion and the associated APM and BHS infrastructure developments, and associated areas on the existing airport island as well as the centre runway area.

For airport operations related projects, the International Standard and Recommended Practice, Annex 14 –on the Convention on International Civil Aviation (Section 9.4.4) mentions that any source attracting bird activity shall be prevented (i.e. in order to avoid bird hazard).  Certain types of landscaping and greenery can provide food or shelter that may attract birds into the aerodrome and this may increase the risk of bird hazard, therefore the scale of soft landscaping needs to be controlled for safety reasons.  This understanding is also in line with the provision in paragraph 12 of the “Special Considerations” subsection in PNAP APP-152 Sustainable Building Design Guidelines (SBDG) issued by the Buildings Department (BD).  This section specifically notes that while the SBDG requires at least 30% of greenery coverage for sites with an area ≥20,000m², it recognizes the genuine difficulties in complying with this requirement for new buildings serving special functions, including terminals, ferry piers and stadia, etc.  Excessive or certain types of greenery/ landscaping in an airport setting can have adverse impacts due to the potential for attracting bird activity, leading to potential aviation hazards.

Nevertheless, greenery areas within the coverage of 3RS key project components captured in Figure 1.1 is calculated to comprise around 23% of the project footprint (refer to Figures 2.2 to 2.4 for detail on the size of the entire area, greening categories and overall greening area detail) and include 3RS land reclamation green areas (e.g. airfield turf areas) and landscape areas around the T2 Expansion and the associated APM and BHS infrastructure developments in the existing 2RS land areas (e.g. roadside and amenity planting).  Other greening areas, including roof top greening, screen planting and indoor planting areas, are provided in various locations of the buildings, i.e. ancillary buildings (mainly roof top greening- Figure 3.6), T2 Expansion and T2C (mainly indoor plantings- Figure 5.3), and compensatory tree plantings in the south cargo area (mainly for screen planting – Figure 3.1.3).  It is however noted that building related greening (e.g. green roofs, indoor or other similar greening) is classified as internal landscaping and is not counted towards the total 3RS Project greening percentage.

Table 2.1  Recommended Design Quality Criteria and Broad Brush Targets

3

Aesthetic Architectural Designs for Building Structures & Facilities

The T2 Expansion and T2C are the key elements of the 3RS Project providing the opportunity for exceptional architectural design, and these two major buildings are therefore the focus of this Chapter.

Other important buildings under development as part of the 3RS Project include ancillary buildings, facilities and infrastructure associated with an operating airport.  These include airfield fire stations, ground support services equipment staging and servicing facilities, Air Traffic Control observation facilities, Civil Aviation Department (CAD) facilities, Hong Kong Observatory (HKO) facilities, stores, security gatehouses, and various other small scale ancillary buildings. The WSA and ESA will also have a number of mainly franchisee and government airport buildings supporting the operational needs of the 3RS, including a Police Operational Base, fire stations, cargo handling facilities, aircraft caterers, aircraft maintenance facilities and so on.

In general, these buildings have rather limited potential to significantly affect the Project’s landscape and visual environment due to building functionality, airport height limit restrictions and very onerous limitations on planting and reflectivity in airside areas; landscape provision in the airside is limited to grass only. Nonetheless, these ancillary buildings and facilities have been designed to adopt a consistent and complementary design language, using a suitable palette of colour and finish both to complement each other and to suit individual roles and locations. Roof areas and elevations have a similar patterned visual treatment for consistency.

3.1

Terminal 2 (T2) Expansion

Terminal 2 (T2) is being expanded from a departures only facility to a full service processing terminal (serving departures, arrivals and transfer passengers) with connected functionality to the T2C.  The T2 Expansion involves the construction of the T2 main building, including the basement, north and south annex buildings (CP2a and CP2b) connected by pedestrian bridges, the associated road network for connecting with existing airport facilities and utility upgrading works.  The expanded T2 will comprise eight storeys with a maximum building height of 51.20mPD.  The net site area of the T2 Expansion is approx. 130,138m², while the overall site coverage of the T2 main building within the site boundary is approximately 52.5%.

Background and Architectural Design Objectives for T2 Expansion Building Structures/Facilities

The architectural idea centres around a ‘Feather’ concept that is aerodynamic and reminiscent of flight.  It aims to reflect and re-interpret the architectural language of Terminal 1, but with a fresh and invigorating approach.  It also aims to provide a logical planning approach and intuitive orientation benefit for the passengers with its strong east/west directionality.

The new T2 development has been designed to provide an architectural response to the existing adjacent airport buildings such as Terminal 1 and the Ground Transportation Centre.  There are access road systems at ground level providing entrances and exits from the covered coach station, carparks, HKIA Tower, and HKIA Commercial Building. The building external facades have a hierarchy of finish and colour. At ground level, darker tone grey provides a heavier visual base with lighter tone metallic silver cladding and louvres then applied to the upper podium floors.  The Check-in Hall is enclosed by full height glazing allowing natural light into the public areas and views out in all directions.  The main roof has a gently undulating geometry echoing the directionality of Terminal 1 and the baffled ceilings respond to this geometry – gently rising and falling to emphasis the scale of the space. The roof edges allow the baffles to continue externally providing a visually seamless transition from interior to exterior, whilst providing solar shading to the facades.  At the West elevation the roof dramatically over sails the vehicle drop off, providing rain protection and a visually exciting experience.  The roof edge profiles are coloured in a subtle bronze tone providing a unique identity and quality to the shaped aluminium geometry.  The exterior roof surfaces are clad in silver colour tones.

The roof is supported by slender, splayed steel columns which provide visually delicate elements within the public areas.  These columns appear externally on the North and South elevations providing visual continuity.

There are a number of buildings adjacent to the main T2 building.  These include new multi-storey car park facilities (Car Park 2a and Car Park 2b), vent and Trolley Recirculation structures.  The architectural treatment of these is consistent with and use the same design language as T2.  Enclosed footbridges link T2 with adjacent buildings such as 11 SKIES and beyond to AsiaWorld-Expo.  These footbridges follow a coherent design with glazed facades and bright, airy internal spaces.

Overall this fits with the design quality criteria of creating a ‘sense of place’ (design quality criteria #1) and enhancing the airport’s appearance (design quality criteria #2) as well as balancing built form by connecting the building with the external elements (design quality criteria #4). Figure 3.2 and 3.3 illustrates some of the T2 Expansion design concepts.

Landscape Design of T2 Expansion

A holistic Landscape Masterplan has been developed for the T2 Expansion works covering the proposed building, landscape deck and departure kerb, and the planting strategy aims to create a unique arrival experience that compliments the scenic journey offered by Lantau Island to the south (design quality criteria #1, #2, #3, #4).  Rhythmical landform, accentuated by shrub plantings and coloured gravel are proposed that integrates with the viaduct structure to soften the visual impact of the engineering infrastructure.  Overall, the delicate arrangement of the planting layout aims to create a compelling visual stimulation and enhance the sense of arrival for visitors (design quality criteria #2).  Planting layouts are carefully arranged to respond to the speed of travel and the spatial planning of buildings and road works (design quality criteria #4).

Overall, the landscape design for T2 Expansion can be categorized into areas with relatively higher or lower exposure (visually or physically) to visitors.  For soft landscape works, the planting species are selected in accordance with the HKIA APSL (design quality criteria #7) as well as their suitability and adaptability to their planting location and their association with adjacent species to create the desired visual effect (design quality criteria #7).

External areas with high exposure to visitors include the departures drop off, arrival kerb area, landscaped flat roof areas, and the new landscaped decks at the Airport Authority’s offices HKIA Tower (HKIAT) and HKIA Commercial Building (HKIACOM).  Soft landscape treatment in these areas visually enhances edge treatment of terrace structures (design quality criteria #4), responds to the surrounding buildings/ structures to create a visually stimulating pattern and pleasant environment, and transforms certain areas into intimate spaces that might be used by office workers or visitors for leisure and passive use (e.g. a “pocket garden” on the deck at HKIAT and HKIACOM).

The BEAM Plus process requires a Provisional Assessment (PA) of buildings to determine the expected BEAM Plus rating based on confirmed designs and environmental commitments early in the project cycle.  The T2 Expansion has achieved a Platinum rating at the BEAM Plus PA stage.  Given that specific BEAM Plus credits for percentage planting and greening targets are not being directly applied to the T2 Expansion, an approach of seeking to maximise greenery and landscapes in areas with higher public exposure has been adopted as part of the design.

3.2

Terminal 2 Concourse (T2C)

T2C is an airside passenger concourse building with full departures, arrivals & transfer functions. In the Initial Phase of the Project, the T2C will comprise seven storeys with a maximum building height of about +50mPD, with 38 contact aircraft parking positions, 28 fixed link bridges (FLB), a new Air Traffic Control (ATC) Tower to the south along with associated safeguarding and enabling works to facilitate future expansion. The site area of T2C is approx. 130,142m². To align with the expected slower passenger growth in the wake of the COVID‐19 pandemic it should be noted that AAHK will undertake a flexible phasing plan for the commissioning of some portions of the 3RS passenger facilities from 2024 onwards, and therefore not all elements of the T2C initial phase will necessarily be opened at the same time.

Background and Architectural Design Objectives for T2C Building Structures/Facilities

Architecturally, the T2C will be themed as a microcosm of Hong Kong, with internal finishes and interior design elements reflecting the idea of distinct civic, urban, and natural spaces - providing an underlying framework to give the concourse unique visual characteristics (design quality criteria #1, #2, #4) while taking functionality, performance, longevity, efficiency and 24/7 operations into account.

Distinct from the existing HKIA T1 where passengers move through all processes under a single roof, future T2C passengers will be required to ride an Automated People Mover (APM) from the new T2 processing facility to the new airside T2C. The two buildings will form part of a singular sequential harmonious experience for passengers.  This synergy will be enhanced by the building’s architecture, with the major elements and spaces of the building (such as roof form, roof columns, lighting, interior design, etc.) following a similar architectural design language.  A linear ribbon roof design approach is proposed for both the T2 Expansion and T2C, with the legibility, orientation, responsiveness and clarity from the T2 Expansion extending through to the T2C. The roof is interspersed with linear skylights in the Concourse wings, and a central skylight over the central ‘Node’ area. Solar panels are situated at the East roof expanse and two light wells allow daylight into level 8 of the T2C. The conceptual architectural design of T2C is provided in the “Overall T2C View” drawings in Figure 3.4.

This synergy and linkage will also be a feature of the interior and lighting designs for the two buildings.  Lighting spectrums and portals for enhancing spatial orientation, sense of space and ambience will be designed to enhance and support the T2C architecture as well as being themed to reflect Hong Kong local experiences.  Interior public area lighting is directional and designed to avoid glare from internal or external areas.  Lighting to the external landscaped courtyard will be low level with some accent lighting to landscaped features and planting.  Building perimeter lighting is generally provided by high mast fittings necessary for aircraft operational areas (OM5) (Figure 3.4).

The visual massing of the T2C is reduced by the extensive use of glass in both the main elevations and also in the Fixed Link Bridges.  The roof incorporates gentle and sweeping curvature and has a continuous roof edge profile that accentuates its linear form and flowing geometry (OM3)(Figure 3.1, Figure 3.1.2 and Figure 3.4). 

Facade and roof materials and colours are in harmony with the other airport passenger buildings. Darker colours are used at the apron level to visually lift the building facades and to provide a consistent ground level banding.  Silver and grey tones provide a level of reflectance to the roof edges and facade elements (OM4) (Figure 3.1, Figure 3.1.2 and Figure 3.4).

The new Air Traffic Control Tower is sited adjacent to the T2C and is connected via a glazed pedestrian bridge.  The tower sits on an accommodation block which is designed to complement the Fixed Link Bridges and Concourse facades.  The tower is clad in silver perforated aluminium which subtlety changes in geometry to transition from a square plan form at the base to a circular plan form at high level.  Circular accommodation floors and a dedicated antenna floor provide a strong visual identity complimented by careful external lighting features which highlight the circular floors.  Vertical light strips in the tower cladding funnel emphasize the verticality of this element of the 103m high structure.  The new tower will provide an iconic architectural element for HKIA.

Landscape Design for the T2C

In line with the architectural design concept and theming, and inspired by Hong Kong as one of the world’s most exciting and vibrant cities, the planned landscape design of the T2C will provide a critical, integrated solution to ensure the desired character and theming is achieved (design quality criteria #1, #2, #5).  Figure 3.4  illustrates some of the T2C design elements.

Landscape designs are a key consideration for the interior of the concourse, mainly in the external courtyard area at the Departures Level (design quality criteria #5). The character of the T2C interior landscape will be a continuation of the T2 Expansion interior landscape narrative with the T2C landscape focus being the courtyard.

T2C will incorporate a substantial landscaped outside courtyard which is accessed directly from the departures level.  Passengers are able to enter the courtyard from a number of locations.  The courtyard has a variety of pathways, seating areas and landscaping features, along with trees and low level planting.  Greening will comprise shrubs and plants from the HKIA APSL.  The courtyard has been designed to be a relaxed and natural environment for passenger enjoyment with landscaping visible through the glass facades from the surrounding interior concourse seating and circulation areas (OM6)(Figure 3.1.2 and Figure 3.4).  The courtyard will be a major and unique feature and the landscape will help provide a range of experiences and activities that can be enjoyed from within the courtyard itself as well as from inside the concourse areas.   The concept relies on creating a series of hills or mounds that elevate the planting and help define intervening spaces, providing a series of different spaces and routes through the landscaped areas. The courtyard may be seen as a garden within which one can casually walk and explore different vistas and attractions. The main facilities in the courtyard will include water features, a variety of planting themes, elevated walkways, children’s play areas and open spaces that collectively will allow for a range of outdoor events and activities to take place. T2C is also targeting the Platinum rating in the BEAM Plus Assessment. Again, given the special nature of the T2C as an airport building located entirely in the airside operational area of the airport, it is recognised that no external perimeter landscaping and greenery is possible. Therefore, planting and soft landscaping will be limited to internal areas of the building, including in an outdoor courtyard within the confines of the concourse, as detailed above. The courtyard landscape will be classed as an internal landscape and will not count towards the overall project greenery coverage.

3.3

Ancillary Buildings

Ancillary buildings are mostly located within the Eastern and Western Support Areas with some also located around the T2C (refer to Figure 3.1). These buildings are of a functional nature and include ground services equipment, staging and servicing facilities, air traffic control observation facilities, Civil Aviation Department (CAD) facilities, Hong Kong Observatory (HKO) facilities, stores, security gatehouses, and many other small ancillary buildings. These buildings support the airport operating function and the aviation system at the airport and are a critical part of the 3RS Project. Given the highly constrained airside environment with its focus on safety aspects, the design of all ancillary buildings is very functional, with limited, if any landscaping.  However, a holistic design of such buildings has been considered with buildings designed to be in harmony with the other main airport buildings, i.e. T2 and T2C. Figures 3.5.1 to 3.5.7 provide indicative images of the general appearance of some key ancillary buildings while Figure 3.5.8 provides typical ancillary building designs with mitigation measures.

4

Tree Treatment and Massed Planting Proposals

This chapter details the treatment of trees for the Project, summarizing locations, size, number and plant species of trees to be transplanted, felled or compensated, before providing information on the programme implementation, maintenance and management schedules.

4.1

Tree Treatment

The principle of tree preservation/ tree treatment follows the below hierarchy, with #1 being the top priority:

1.

Retain trees at their existing locations and avoid impacting trees if possible;

2.

If impact and removal of trees is unavoidable (e.g. due to overlap with construction works or impact on long-term viability of the tree), suitable trees should be transplanted off-site in a permanent location.  The preferred location of the receptor site is near to the project site if possible, to retain the amenity effect in the vicinity.  Only trees suitable for transplanting should be considered for transplanting.  Factors to be taken into account when determining if a tree is transplantable include:

-	Availability and suitability of a permanent receptor site, both within and outside the Project site;
-	Adequate time for preparation of any transplanting operation;
-	Identification of a long-term maintenance party for the transplanted tree(s);
-	Access to the existing location and transportation to the receptor site (including availability of access to accommodate the tree, topography of the proposed route, engineering limitations, etc.); and
-	Cost-effectiveness.

3.

If neither retaining nor transplanting trees is considered practicable, the last choice is to fell/ remove trees impacted by the Project and undertake compensatory tree planting either within the site or at an appropriate off-site area.

The proposed tree treatment were updated in this Final L&V Plan. The difference between the Initial Revised L&V Plan and this Final L&V Plan is shown in Annex C – Tree Assessment Schedule. Approximately 2,414 trees were included in this LVP within the area covering 3RS key project components. A summary of tree treatment is provided in Table 4.1.

Annex C shows the tree assessment for each tree individually in schedule format. Annex E shows the tree treatment on each individual tree.  Annex G shows the recipient locations for transplanted trees while Annex H shows photo records of “retain” and “transplant” trees. The summary of the tree treatments are described below.

Table 4.1  Summary of Tree Treatment ⁽¹⁾

Trees felled or to be felled	Trees transplanted	Trees retained or to be retained	Total Trees
2,342	23	49	2,414
Note (1): Tree numbers are based on November 2022 tree records

As mentioned in the Initial Revised L&V Plan, tree treatment numbers were subject to adjustment due to changes in baseline data (e.g. from typhoons, etc.) and as more detailed design for Project buildings and infrastructure became available. For this Final L&V Plan, the tree treatment numbers are updated with revised information shown in Table 4.1.

The details of the individual trees are marked in the tree assessment schedule in Annex C.    

Further details of tree treatment are provided below.

Trees to be Retained

49 trees were assessed as not being affected by the 3RS works and are being retained.  Measures were implemented to protect the existing retained trees on site, including but not limited to the following:

1.

The Contractor shall ensure, for the duration of the works that:

-	Conditions of the tree to be transplanted (including form, health and structure), which may affect the success of the proposed transplanting;
-	All access routes to construction areas which need to pass through areas of existing trees to be retained / woodland or shrubland shall be approved by the Engineer;
-	The limits of site clearance are to be agreed by the Engineer on site before site clearance commences.  All trees to be cleared shall be marked by the Contractor and approved by the Engineer before felling;
-	No nails or other fixings shall be driven into trees;
-	No fencing or signs shall be attached to trees;
-	No materials or machinery shall be stored within the area of a tree’s crown diameter;
-	No workshop, canteens, or similar shall be installed beneath trees, nor shall equipment maintenance etc. be carried out under trees; and
-	No trees shall be used as anchors for ropes or chains used in guying, pulling and the like.

2.

The Contractor shall exercise the greatest care during the progress of the work to avoid damage to any tree which is not required to be cleared.

-

As soon as the site or any part thereof becomes available the Contractor shall erect Temporary Protective Fencing around each such tree or group of trees, preferably to protect the whole area within the spread of the tree’s crown, but no closer than 2m from the trunk of any such tree.  A generic tree protection plan is provided in Annex D for reference.  In case there is site limitation to provide the standard tree protection zone, the contractor should develop a contract-specific tree protection plan comprising of the detail proposal of tree protection zone and fencing.  The plan should be agreed with the Engineer.

-

The Contractor shall inform the Engineer if works are to be carried out within such fenced areas and, save with the express permission of the Engineer or on his order, all such work shall be executed using only hand-held tools.

3.

The Contractor shall maintain the Temporary Protective Fencing in good repair and subsequently remove it.

-	Removal shall be subject to the permission of the Engineer which shall not normally be given earlier than the substantial completion of an adjacent part of the Works other than Landscape Soft works.
-	The Contractor may seek permission to remove the fencing temporarily if its removal is necessary for the satisfactory execution of the Works.  The Contractor shall reinstate the temporary protective fencing as soon as possible.

4.

Temporary Protective Fencing shall be provided, and shall ideally be constructed of strong, impenetrable material such as steel sheet or wooden board.

-

In certain circumstances where space for tree protection is a particular problem, protection of the tree trunk with planks may be acceptable.  In these cases, the ground within the root zone should be protected from compaction with mats and gravel or boards/tracks for vehicles. (It should be noted that these treatments should only be used temporarily so that anaerobic soil conditions do not build up in the root zone).

5.

Unless adequate proof is submitted by the Contractor to demonstrate that death or damage of existing vegetation was caused by circumstances beyond his control, replacement of dead or damaged plants of similar sizes of the same species is required as instructed by the Engineer.

-	When instructed by the Engineer, slow release fertilizer shall be applied to existing mature trees in a feeding band 1.5m either side of the branch spread as and when required.

Trees for Transplantation

36 trees affected by the 3RS works were proposed to be transplanted in August 2020 as mentioned in the initial L&V Plan. There were 26 trees transplanted, however one of them was removed after transplantation due to damage by typhoon and 2 trees were removed after transplantation due to the construction of a temporary emergency hospital for the COVID-19 pandemic. In addition, 10 trees were adversely affected and could not be transplanted due to their low survival rate as determined by the tree specialist. Therefore, the total number of trees eventually transplanted was 23.

Selection for transplanting has taken account of the above criteria and only trees with high conservation value or medium to high amenity value (including rare and precious species and with high suitability for transplanting) have been considered.  Most of the 3RS Project surveyed trees found to be in conflict with the proposed works had low amenity value, poor structure/form for transplanting, low anticipated survival chance after transplanting, were too mature or oversized or had poor health, hence were not found to be suitable for transplanting.  The locations of the trees identified as suitable to be transplanted are shown in drawing no. TRD/3103/AA-XX-G/DR/000001 and TRD/3103/AA-XX-G/DR/100001-100010 of Annex E. The recipient locations of transplanted trees to date and the tentative identified recipient locations for the remaining trees to be transplanted are shown in Annex G.  A typical tree transplantation specification is also provided in Annex F for reference.  The species to be transplanted range in size from 4-14 m in height and further details can be found in Annex C.  Tree transplanting is undertaken before or during the early stages of construction at respective areas.  

Trees for Removal/ Felling

2,342 trees were assessed as needing to be removed/ felled.  In accordance with the hierarchy of tree treatment presented above, trees in conflict with the proposed works, with low conservation or low amenity value (i.e. common species and/or of poor health/ structure/ form) and with low suitability for transplanting were recommended to be felled (shown in Drawing no. TRD/3103/AA-XX/G/DR-000001 and TRD/3103/AA-XX/G/DR/100001-100010 of Annex E). Further details of species to be felled are listed in Annex C showing the trees range in size from 2-15 m in height.  Tree removal is undertaken before or during the early stages of construction at respective areas.  

It should be noted that no protected/ rare/ endemic/ old and valuable tree species (including trees for transplantation and removal/ felling) were affected by 3RS works, with reference to the IUCN Red Data Books, international conventions for conservations of wildlife, as well as relevant local legislation and other references (i.e. Cap. 96 Forests and Countryside Ordinance; Cap. 586 Protection of Endangered Species of Animals and Plants Ordinance; Register of Old and Valuable Tree; Rare and Precious Plants of Hong Kong; China Plant Red Data Book).  One individual of rare tree species (Gleditsia australis) was recorded (Xing et al., 2000)([3]), but this tree species is not protected under local or regional legislation.  Furthermore, the location of this tree was acquired by the government for construction of a temporary emergency hospital to handle the COVID-19 pandemic.  It is not located within 3RS works areas and therefore not affected by 3RS construction works.

Tree Compensation

Taking relevant technical circulars into account, e.g. DEVB TC (W) No. 4/2020 Tree Preservation, a compensatory tree planting ratio of 1:1 in terms of quantity is targeted for the trees that require felling to make way for the 3RS project.  However, according to Appendix C of DEVB TC (W) No. 4/2020: “As far as practicable, implementation of compensatory tree planting should be of a ratio not less than 1:1 in terms of number, i.e. the number of compensatory trees onsite and offsite should not be lower than that of the number of trees removed including dead trees, but excluding trees of undesirable species.”. As Leucaena Leucocephala is classed as an undesirable species, it has been excluded from the tree compensation target.

It is noted that 136 of the tree species Leucaena leucocephala were assessed as needing to be felled.  As this undesirable species has been excluded, the target number of compensatory trees was adjusted to 2,206 from 2,342.  2,262 compensatory trees are proposed to be compensated outside the 3RS project works sites at HKIA, including scattered plots of available land on the Airport Island (refer to Annex G for plot locations) while 38 compensatory trees are proposed to be compensated at the Airport North Interchange north of the T2 Expansion (Drawing no. CP_8 of Annex G).  

In order to enhance the planting arrangements of the compensatory trees, the combined land area of the scattered plots provisionally allocated for compensatory tree planting is around 2.5 times the size of the combined land areas from which trees are being lost due to 3RS Project works on existing airport land.  This is due to the fact that most of the trees proposed to be felled were planted much more densely than the spacing requirements now laid down in prevailing guidelines.  As such, the target compensatory tree numbers are based on a like-to-like approach, whereby a range of tree spacing intervals (i.e. 3 to 5 metres) are adopted depending on the tree planting densities previously observed in specific areas.    

For the landscape and visual mitigation arrangements at Sha Chau, as indicated on Drawing No. MCL/P132/EIA/15-028.6 of the approved EIA report, it should be noted that EP commitments at Sha Chau focussed on minimizing the footprint of the daylighting / pipeline alignment works, with the aim of avoiding impacts to the nearby egretry.  As such, no trees were permitted to be felled and transplanted (CM9) in conjunction with the Sha Chau works.

Given the island’s undisturbed nature, its thriving egretry, the lack of any available areas for additional tree planting (OM6) and major access difficulties, compensatory tree planting (OM7) on Sha Chau was not pursued. Therefore, the considered mitigation measures (i.e. CM9, OM6 and OM7) indicated on approved EIA report for Sha Chau were not applied (refer to Figure 3.1.4).

A summary of the estimated tree compensation numbers in various locations is shown in Table 4.2.  The tree planting quantity and planting spacing are subject to actual site constraints e.g. clashes with supporting infrastructure, underground utilities etc.  The selection of tree species and planting arrangements are to be developed during the detailed designs of the compensatory planting locations.

Table 4.2  Proposed Tree Compensation Locations & Estimated Numbers

Location (Refer to Drawing no. CP_1 to CP_8 of Annex G)	Proposed Compensatory Trees No.
Within 3RS works sites (at Airport North Interchange)	38
Outside 3RS works sites (HKIA South Cargo Area)	2,262
TOTAL	2,300
*Note: Estimated numbers are based on a like-for-like approach, whereby a range of tree spacing intervals (3 to 5m) are adopted depending on the tree densities previously observed in the area.  The compensatory tree numbers will be subject to actual site constraints during the construction stage.

It is noted that compensatory planting opportunities are further restricted by the HKIA APSL that controls the species, density and locations of trees and shrubs with due regard for aviation safety concerns relating to bird attraction at an operating aerodrome.  Table 4.3 lists APSL tree species planting selections and anticipated planting spacing requirements, noting other species may also be used, subject to meeting APSL requirements.

Table 4.3  Tree Species Planting Selections

Species	Spacing (mm)
Bauhinia variegata	4000
Callistemon rigidus	4000
Crateva unilocularis	5000
Delonix regia	5000
Lagerstroemia speciosa	4000
Plumeria rubra	3000
Pruns subgen. Cerasus	4000
Tabebuia chrysantha	4000
Tabebuia rosea	4000
Senna surattensis	3000

4.2

Implementation Programme, Maintenance and Management Schedules

The trees identified as suitable for transplanting from 3RS construction sites were moved in accordance with 3RS construction progress in relevant 3RS works areas.  The compensatory trees to be provisioned on 3RS sites will be planted towards the end of the respective works programme for different works areas.  Tree compensation in other locations identified across HKIA is expected to take place as the different land areas for compensation become available and in coordination with AAHK land use planning around each area. 

AAHK coordinate all required tree management elements, including the phasing and detailed planning for compensatory trees. This work includes the development of appropriate landscaping detail in the various planting locations to meet recognised requirements for tree planting.

The 3RS EM&A Manual specifies that planting works shall be checked during a 12-month establishment period after completion of 3RS construction works, in this case after each batch of transplanting or compensation works is completed.  Engineering and construction works progress shall be regularly reviewed on site to identify the earliest practical opportunities for the tree compensation and landscaping works to be undertaken.   

Measures undertaken during the construction phase and the 12-month establishment period shall be audited by a landscape architect, as a member of the Environmental Team (ET), on a regular basis to ensure the required standards are achieved and works are successful.  Documentation on compliance will be carried out in the EM&A Reports as necessary.  Implementation of landscape construction works and subsequent maintenance activity after each batch of transplanting or compensation works during the 12-month establishment period shall also be supervised by a Registered Landscape Architect or Professional Member of the Hong Kong Institute of Landscape Architects.  Should non-compliance of the landscape and visual impacts occur, actions in accordance with the Event and Action Plan stated in Section 12.7 of approved EM&A Manual shall be carried out.

After the establishment period, responsibility for the long term management of planting works (including trees) will transfer to AAHK’s long-term landscaping contractor.  Planting works shall be monitored during the first 10 years after the completion of each batch of transplanting or compensation works.  As such, in accordance with the approved EM&A Manual, Table 12.1 stated that long-term monitoring works should be reported on compliance by ET or Maintenance Agency as appropriate.

5

Implementation of Landscape and Visual Mitigation Measures

This chapter provides the implementation schedule from the EIAO Process, which outlines the landscape and visual mitigation measures to be implemented, including the implementation agent, location, timing and status.  Relevant drawings and figures showing the proposed mitigation measures relating to T2 Expansion, T2C and greenery are further provided in Figure 3.2 to Figure 3.4, Figure 3.6, Figure 3.7 and Figure 5.3.

Table 5.1 below summarises details of the construction phase mitigation measures and the operation phase mitigation measures from the EIAO Process.  Progress on the implementation of the operation phase measures will also be updated in regular EM&A reporting in due course.

Table 5.1  Implementation Schedule

EIA Ref. (Why)	EM&A Ref. (Why)	EP Condition	Environmental Protection Measures (What)	Location / Duration of Measures Timing of Completion of Measures (Where / When)	Implementation Agent (Who)	Implementation Stage (When)			Implementation Status (What)	Timeline (When)
						Des	C	O
Landscape and Visual Impact - Construction Phase
Table 15.6	12.3	2.18, 3.2	CM1 - The construction area and contractor’s temporary works areas should be minimised to avoid impacts on adjacent landscape.	All works areas for duration of works; Upon handover and completion of works.	Contractor (all relevant 3RS contractors)		✓		Construction and temporary works areas for 3RS works contracts are minimised and are subject to ongoing ET inspections; contractor work sites on reclaimed land are defined in works tender specifications such that impacts on adjacent landscapes are minimised.	3RS works sites on existing airport land are all allocated; phased allocation of construction site areas for works packages on new 3RS land ongoing.
Table 15.6	12.3	2.18, 3.2	CM2 - Reduction of construction period to practical minimum.	All works areas for duration of works; Upon handover and completion of works.	Contractor (all relevant 3RS contractors)		✓		Construction phasing and coordination of works packages planned to facilitate full commissioning of the 3RS Project by 2024; ongoing monitoring to ensure mitigation achieved.	Implementation is ongoing and is monitored / tracked by ET during construction.
Table 15.6	12.3	2.18, 3.2	CM3 - Phasing of the construction stage to reduce visual impacts during the construction phase.	All works areas for duration of works; Upon handover and completion of works.	Contractor (all relevant 3RS contractors)		✓		Construction phasing and coordination of works packages intended to ensure visual impacts minimised during construction phase. Ongoing monitoring to ensure mitigation achieved.	Implementation is ongoing and is monitored / tracked by ET during construction.
Table 15.6	12.3	2.18, 3.2	CM4 - Construction traffic (land and sea) including construction plants, construction vessels and barges should be kept to a practical minimum.	All works areas for duration of works; Upon handover and completion of works.	Contractor (all relevant 3RS contractors)		✓		Stringent management and control of construction works vessels by the dedicated Marine Traffic Control Centre; clear specifications on vehicle emissions standards in contracts and land access to reclamation works area during construction in accordance with dedicated 3RS project access routes and site schedule.	Implementation is ongoing and is monitored / tracked by ET during construction.
Table 15.6	12.3	2.18, 3.2	CM5 - Erection of decorative mesh screens or construction hoardings around works areas in visually unobtrusive colours.	All works areas for duration of works; Upon handover and completion of works - may be disassembled in phases.	Contractor (all relevant 3RS contractors)		✓		Hoardings installed around all key 3RS building work sites.  Visually unobtrusive, colour sensitive screens hoardings were adopted for HDD works on Sha Chau.	Implementation is ongoing and is monitored / tracked by ET during construction.
Table 15.6	12.3	2.18, 3.2	CM6 - Avoidance of excessive height and bulk of site buildings and structures.	New passenger concourse, T2 expansion and other proposed airport related buildings and structures under the project; Upon handover and completion of works.	Design Engineer (P282 / 3131 / 3133 / 3138 / 3142 / 3144)	✓			Site buildings and structures generally limited to 2 to 3 storeys for main 3RS contract office areas; office footprints minimised on existing airport works sites, partly due to limited available space.	Design completed.  Site buildings and structures are designed to be functional and in accordance with airport operational settings.
Table 15.6	12.3	2.18, 3.2	CM7 - Control of night-time lighting by hooding all lights and through minimisation of night working periods.	All works areas for duration of works; Upon handover and completion of works - may be disassembled in phases.	Contractor (all relevant 3RS contractors)		✓		Lighting limitations specified in 3RS contracts, noting stringent requirements already required to ensure nighttime lighting does not impact on airport flight movements.	Implementation is ongoing and is monitored / tracked by ET during construction.
Table 15.6	12.3	2.18, 3.2	CM8 - All existing trees shall be carefully protected during construction. Detailed Tree Protection Specification shall be provided in the Contract Specification. Under this specification, the Contractor shall be required to submit, for approval, a detailed working method statement for the protection of trees prior to undertaking any works adjacent to all retained trees, including trees in contractor’s works areas.	All existing trees to be retained; Upon handover and completion of works.	Contractor (3302, 3503, 3508, 3602, 3801)	✓	✓		Protection measures for trees are provided by contractors in works areas with existing trees in accordance with tree protection specifications in contracts. Contractor method statements are required for tree protection works for AAHK and ET review/ approval prior to commencement of works in areas.  Implemented tree protection measures are checked by ET during weekly site inspections.  Status on all retained trees are captured in an overall project tree schedule and is checked by the ET during site inspections.  A generic tree protection plan is included in the L&V Plan at Annex D.	Implementation is ongoing and is monitored / tracked by ET during construction.
Table 15.6	12.3	2.18, 3.2	CM9 - Trees unavoidably affected by the works shall be transplanted where practical. A detailed Tree Transplanting Specification shall be provided in the Contract Specification, if applicable. Sufficient time for necessary tree root and crown preparation periods shall be allowed in the project programme.	All existing trees to be affected by the works; Upon handover and completion of works.	Contractor (3503, 3508 & 3801)	✓	✓		26 trees identified for transplantation in the overall project tree schedule and 3 trees being felled after transplantation; a typical tree transplanting specification has been included in the L&V Plan.  Recipient locations for transplanted trees are indicated in Annex G.	Tree transplantation works are complete in accordance with tree transplanting specification.
Table 15.6	12.3	2.18, 3.2	CM10 - Land formation works shall be followed with advanced hydroseeding around taxiways and runways as soon as practical.	All affected existing grass areas around runways and verges / Duration of works; Upon handover and completion of works.	Contractor (3303)	✓	✓		Advanced hydroseeding was carried out around taxiways and runways as soon as practicable in turfed locations and this has been checked by ET in regular inspections as necessary.	Land formation works are complete, and hydroseeding was subsequently carried out.
Landscape and Visual Impact - Operation Phase
Table 15.7	12.3	2.18, 3.2	OM1 - Sensitive landscape design of reclamation edge by incorporating different angles of gradient and the use of a range of armour rock sizes placed randomly in a riprap approach for an irregular appearance. Planting of native coastal plants shall be incorporated.	New land formation edge; Completion of Design Stage.	Design Engineer (P282 / 3131 / 3133 / 3138 / 3142 / 3144)	✓			The new seawall on the land formation edge incorporates both vertical and sloping seawalls with different rock armour sizes and shapes in a rip-rap arrangement. Multiple eco-enhanced seawall blocks are being installed to increase microhabitats and ecological value of the seawall. Planting of native coastal plants is not permitted in the Airside area in accordance with the HKIA APSL requirements due to aviation safety reasons.	Seawall installation works are complete, with remaining eco-seawall blocks targeted to be completed by Q1 2023. Refer to Figure 5.1 for the overall view of the land formation edge.
Table 15.7	12.3	2.18, 3.2	OM2 - All above ground structures, including, Vent Shafts, Emergency and Firemen’s’ Accesses etc. shall be, either fully integrated with the planned buildings, or sensitively designed in a manner that responds to the existing and planned urban context, and minimises potential adverse landscape and visual impacts.	All locations of above ground structures; Completion of Design Stage.	Design Engineer (P282 / 3131 / 3133 / 3138 / 3142 / 3144)	✓			The two new major passenger buildings have been designed to suit their respective sites whilst maintaining synergy of architectural approach.  The new Terminal 2 development has been designed to provide an architectural response to the existing adjacent airport buildings such as Terminal 1 and the Ground Transportation Centre.  There are access road systems at ground level providing entrances and exits from the covered coach station, carparks, HKIA Tower, and HKIA Commercial Building. The building external facades have a hierarchy of finish and colour. At ground level, darker tone grey provides a heavier visual base with lighter tone metallic silver cladding and louvres then applied to the upper podium floors.  The Check-in Hall is enclosed by full height glazing allowing natural light into the public areas and views out in all directions.  The main roof has a gently undulating geometry echoing the directionality of Terminal 1 and the baffled ceilings respond to this geometry – gently rising and falling to emphasis the scale of the space. The roof edges allow the baffles to continue externally providing a visually seamless transition from interior to exterior, whilst providing solar shading to the facades.  At the West elevation the roof dramatically over sails the vehicle drop off, providing rain protection and a visually exciting experience.  The roof edge profiles are coloured in a subtle bronze tone providing a unique identity and quality to the shaped aluminium geometry.  The exterior roof surfaces are clad in silver colour tones. The roof is supported by slender, splayed steel columns which provide visually delicate elements within the public areas.  These columns appear externally on the North and South elevations providing visual continuity. There are a number of buildings adjacent to the main T2 building.  These include new multi-storey car park facilities (Car Park 2a and Car Park 2b), vent and Trolley Recirculation structures.  The architectural treatment of these is consistent with and use the same design language as T2.  Enclosed footbridges link T2 with adjacent buildings such as 11 SKIES and beyond to AsiaWorld-Expo.  These footbridges follow a coherent design with glazed facades and bright, airy internal spaces.  The T2C design responds to its fully airside location between the new North Runway and the Centre Runway and it is linked to T2 by Automated People Mover tunnel.  The design aims to extend the architectural language theme used in T2, but subtly adapted for the building function and location. Again, the ground level perimeter of the T2C uses darker tone elevations.  The Arrivals and Departures floors above are predominantly glazed, allowing dramatic views out across the aprons towards Terminal 1 and Lantau to the South and across the water to the North.  Fixed Link Bridge structures use Full height glass and silver cladding.  Continuing the architectural language of T2, T2C has a visually strong profiled roof line which reinforces the ‘Y’ shaped building footprint. The roof is interspersed with linear skylights in the Concourse wings, and a central skylight over the central ‘Node’ area. Solar panels situate at the East roof expanse and two light wells allow daylight into level 8 of the T2C. Splayed steel roof columns replicate throughout the Central Concourse, with concrete columns externally providing a strong sense of scale. The new Air Traffic Control Tower is sited adjacent to the T2C and is connected via a glazed pedestrian bridge.  The tower sits on an accommodation block which is designed to complement the Fixed Link Bridges and Concourse facades.  The tower is clad in silver perforated aluminium which subtlety changes in geometry to transition from a square plan form at the base to a circular plan form at high level.  Circular accommodation floors and a dedicated antenna floor provide a strong visual identity complimented by careful external lighting features which highlight the circular floors.  Vertical light strips in the tower cladding funnel emphasize the verticality of this element of the 103m high structure. A number of other ancillary buildings and facilities are provided as part of the 3RS Project such as Fire Stations, Maintenance buildings, airfield equipment buildings and the like.  All these facilities follow a design language which carefully controls colour, facade material texture, window treatment, massing etc.  Attention has been paid to the roofs of these facilities with striated patterning providing a coherent identity.	Design Completed. Refer to Figure 5.2 to show the overall view of the above ground structures. For T2, T2C and ancillary buildings individual design detail, please refer to Figure 3.2, Figure 3.3 to 3.4 and Figure 3.5.1 to 3.5.8
Table 15.7	12.3	2.18, 3.2	OM3 - Sensitive design of buildings and structures in terms of scale, height and bulk (visual weight).	All locations of above ground structures; Completion of Design Stage.	Design Engineer (P282 / 3131 / 3133 / 3138 / 3142 / 3144)	✓			The new T2 and T2C are very large facilities, scaled to suit not only the functional processes of Departures and Arrivals, but also to provide iconic architectural responses to their individual locations and surroundings.  Careful selection of facade materials and hierarchy ensure that the scale and elevational treatment is appropriate for such large and prominent Airport buildings.  The expansive glazed facades allow transparency and allow the roofs with substantial spans to be visually lightweight. The Approach to T2 via car and bus sweeps around the building allowing all elevation to be seen by departing passengers.	Design completed. For T2, T2C and ancillary buildings individual design detail, please refer to Figure 3.2 to Figure 3.3, Figure 3.4 and Figure 3.5.1 to 3.5.8 respectively.
Table 15.7	12.3	2.18, 3.2	OM4 - Use appropriate building materials and colours in built structures to create cohesive visual mass.	All locations of above ground structures; Completion of Design Stage.	Design Engineer (P282 / 3131 / 3133 / 3138 / 3142 / 3144)	✓			The architecture uses a variety of colour, reflectivity, texture and modularization to provide an overall appearance in keeping with and complementary to the existing Terminal 1 and Ground Transportation Centre.  T2 has integrated the existing Airport Authority office towers, enhancing their facilities and providing new landscaped external communal areas.	Design completed. For T2, T2C and ancillary buildings individual design detail, please refer to Figure 3.2 to Figure 3.3, Figure 3.4 and Figure 3.5.1 to 3.5.8 respectively.
Table 15.7	12.3	2.18, 3.2	OM5 - Lighting units to be directional and minimise unnecessary light spill and glare.	All locations within the project site boundary; Completion of Design Stage.	Design Engineer (P282 / 3131 / 3133 / 3138 / 3142 / 3144)	✓			External lighting at T2 is restricted to low level bollard and kerb lighting at external landscaped decks and directional down lighting locally around the building perimeters.  Street lighting is provided as per Highways code requirements for carriageway and footpath illumination. External lighting at T2C is provided predominantly by the Apron High Mast lighting systems which provide aircraft stand lighting as well as to the working area at the ground levels around the Concourse. External canopies use down lighting particularly where passenger enter and leave the building. Interior lighting is by ceiling downlights and controllable for dimming and by light sensing to minimize external glare and light spill.	Completion date will be targeted at the end of 2024. Refer to Figure 3.4 to demonstrate the night time condition with the lighting design.
Table 15.7	12.3	2.18, 3.2	OM6 - Greening measures, including vertical greening, green roofs, road verge planting and peripheral screen planting shall be implemented.	All locations within the project site boundary where greening measures can be implemented as far as possible; Ongoing duration.	Contractor (3302, 3501, 3503, 3508, 3601, 3602, 3603, 3801, 3802, 3804)	✓	✓		There are four external landscaped roof decks (two at the North side, two at the South side) which are visible from the Check-in Hall and the Arrivals Baggage Reclaim Hall of T2. The deck can be accessed by the public from the Check-in Hall and external seating and low level lighting is provided. Area of external decks with planting = 9161 square metres. There is also planting along the full length of the T2 departures kerb road. Planted area = 440 square metres. A substantial landscaped outside courtyard is also proposed to be located within the confines of the T2C.	Completion date will be targeted at the end of 2024. Refer to Figure 3.2, Figure 3.3 for greening measures around T2. Refer to Figure 3.6 for green roofs at typical ancillary building (e.g. fire station). Refer to Figure 5.3 for greening measures within T2C.
Table 15.7	12.3	2.18, 3.2	OM7 - Compensatory Tree Planting for all felled trees shall be provided to the satisfaction of relevant Government departments. Required numbers and locations of compensatory trees shall be determined and agreed separately with Government during the Tree Felling Application process under the relevant technical circulars.	All trees effected by the works; Upon handover and completion of works.	Contractor (to be implemented by future landscape contractors)	✓	✓	✓	The overall project tree schedule (i.e. Annex C of the Final L&V Plan) summarises the trees to be felled due to the 3RS Project.  In accordance with relevant Government technical circulars, a compensatory tree planting ratio of 1:1, as far as practical, is targeted for all trees felled; compensatory trees are proposed to be planted in the South Cargo Area of the existing island and at the Airport North Interchange (north of the T2 Expansion). It is noted that some areas allocated for compensatory tree planting will only be available after end 2024. Reference will be made to the DevB TC(W) No. 6/2015 on Maintenance of Vegetation and Hard Landscape Features which defines the management and maintenance responsibilities for natural vegetation and landscape works, including both soft works and hard works, and authorities for tree preservation and felling.	Works are in progress. Refer to Annex G for compensatory tree planting plans.
Table 15.7	12.3	2.18, 3.2	OM8 - Streetscape (e.g. paving, signage, street furniture, lighting etc.) shall be sensitively designed in a manner that responds to the existing and planned urban context, and minimises potential adverse landscape and visual impacts.	All locations of streetscape treatment works; Completion of Design Stage.	Design Engineer (P282 / 3131 / 3133 / 3138 / 3142 / 3144)	✓			External areas around T2 have been designed to provide links between facilities at ground level, whilst enabling vehicular traffic, bus and coach station access, public car parking access and improved access to the two office towers. Extensive soft landscaping is being provided to provide a pleasant environment and visual approach to and around the new and reconfigured buildings. The Departures drop-off kerb forms the iconic entrance to the expanded T2. The roof cantilevers out over the pavement and vehicle lanes, providing passengers with sun and rain protection as they arrive at the terminal by bus, taxi or car. The individual entrances are clearly signed using illuminated numerals and also illuminated ‘Portals’ through which passengers enter the building from the kerb-side. The external roof overhangs have white baffle ceilings which seamlessly transition to being internal beyond the full-height glass facade. The passenger entrances form strong architectural and wayfinding features, with the vaulted ceilings giving orientation and dramatic architectural response. The pavement area have been carefully planned to provide intuitive pathways from kerb to Portal whilst accommodating baggage trolley staging, signage and associated amenities. T2C is an exclusively airside facility without publicly accessible areas around the building perimeter.  However, views across the Apron areas and taxiways are expansive, with full height glass facades on all elevations.  Views to the sea to the North, and views across the Centre Runway, T1, Sky Bridge and Lantau beyond are maximized. Fixed Link Bridges have been designed to complement the main building facades and also allow views to the aircraft as passengers board and exit the aircraft. The iconic new Air Traffic Control Tower with its circular form and profiled silver cladding is visible from the departures lounges. Extensive external open landscaping is to be provided in the departures level external courtyard, providing external seating, raised walkways, water features and interactive elements.  Airfield Ancillary buildings located around T2C use colour tones which correspond to the Main Building and Fixed Link Bridges giving a coherent design approach to all facilities.	Completion date will be targeted at the end of 2024. Refer to Figure 5.4 perspective to demonstrate the detail design.
Table 15.7	12.3	2.18, 3.2	OM9 - All streetscape areas and hard and soft landscape areas disturbed during construction shall be reinstated to equal or better quality (due to implementation of screen planting, road verge planting etc.), to the satisfaction of the relevant Government departments.	All locations of streetscape treatment works; Upon handover and completion of works.	Contractor (to be implemented by future landscape contractors)		✓		As per contract specifications and in accordance with relevant Government requirements, reinstatement of streetscape and landscape areas that were disturbed during construction stage are being carried out progressively upon completion of works in the respective sites.  Landscape design has generally been developed in line with the overall airport landscape theme.  The streetscape and landscape areas will be checked by ET during regular inspections as necessary.	Completion date will be targeted at the end of 2024. Refer to Figure 5.4 perspective to demonstrate the detail design.
Table 15.7	12.3	2.18, 3.2	OM10 - Aesthetic improvement planting of viaduct structure through greening of structure to mitigate visual impact of viaduct form.	All locations of viaduct structures; Ongoing duration.	Design Engineer (P282 / 3131 / 3133 / 3138 / 3142 / 3144)	✓	✓		Where practicable, soft landscaping will be implemented within vicinity of the viaduct structures to improve the aesthetics of the viaduct form. Since majority of the viaduct structures are constantly under shade, it is understood from other project experience, that climbers would not grow well. As such, the aesthetic improvement planting of viaduct structure will be provided within vicinity of the structure instead.	Completion date will be targeted at the end of 2024. Implementation of soft landscaping within vicinity of the viaduct structures will be carried out after end 2024 following construction completion. Refer to Figure 3.7, viaduct perspective, to show the mitigation measure of the structures.
Table 15.7	12.3	2.18, 3.2	OM11 - Sensitive design of footbridges, noise barriers and enclosures with greening (screen planting/ climbers/ planters) and chromatic measures.	All locations of viaduct structures; Ongoing duration.	Design Engineer (P282 / 3131 / 3133 / 3138 / 3142 / 3144)	✓			There are a number of enclosed foot bridges which will link the new T2 and adjacent car park buildings with other facilities.  The most prominent is that which connects the new 11 SKIES development (FB5) and traverses several elevated carriageways. All bridges use similar architectural devices to provide generous internal height and glass facades on portal frames.  External maintenance walkways follow a consistent design, providing a strong linear element and base to the glass above.  Stair cores are treated with vertical bronze coloured cladding which provides contrast and fidelity. FB5 also uses a complex roof geometry of glazing to emphasize the gradually increasing height of the bridge as it approaches 11 SKIES.  This provides a dramatic interior space as well as external appearance.	Completion date will be targeted at the end of 2024. Refer to Figure 5.5 for the footbridge design of T2.