Final Report –

on Concept Plan for NTN

December 2017
 Planning Department and Civil
Engineering and Development
Department

Agreement No. CE 42/2013 (CE)

Preliminary Feasibility Study on
Developing the New Territories
North
Final Report –
on Concept Plan for NTN

234834
December 2017

This report takes into account the particular

instructions and requirements of our client.
It is not intended for and should not be relied
upon by any third party and no responsibility
is undertaken to any third party.

Job number 234834

Ove Arup & Partners Hong Kong Ltd

Level 5 Festival Walk
80 Tat Chee Avenue
Kowloon Tong
Kowloon
Hong Kong
www.arup.com
 Page

ABBREVIATIONS AND ACRONYMS 6

1 INTRODUCTION 11
1.1 Background 11
1.2 Study Area and Potential Development Areas 12
1.3 Study Flow and Methodology 13

2 Overall Study Approach 15

2.1 “Smart Green Resilient” Approach 15
2.2 Visionary NTN 16
2.3 Sustainable Principles for NTN 17

3 Formulation of Concept Plan for NTN 19

3.1 Baseline Review and Identification of Opportunities and Key Issues and
Constraints 19
3.2 Formulation of Key Planning and Design Principles 21
3.3 Identification of Areas with Development Potential and Delineation of PDA
Boundaries 23
3.4 Population and Employment Estimates in NTN 26
3.5 Formulation of Broad Land Use Options for Initial Analysis 35
3.6 Formulation of Development Phasing and Recommended Development
Scenarios 38
3.7 CP under Scenario I 40
3.8 CP under Scenario II 54
3.9 Latest Changes in Broad Land Uses 65

4 Technical Assessments 67
4.1 Introduction 67
4.2 Geotechnical Assessment 68
4.3 Traffic and Transport Impact Assessment 72
4.4 Drainage, Sewerage, Water Supply and Utility Impact Assessment 77
4.5 Air Ventilation Assessment 84
4.6 Socio-Economic Impact Assessment 87
4.7 Sustainability Assessment 90
4.8 Green Initiative, Carbon Appraisal and “Wise City” Concept 92
4.9 Strategic Environmental Assessment 115
4.10 Landscape and Visual Impact Assessment 129
4.11 Broad Cost Estimation 145

5 Implementation Strategy and Development Timeframe 146

5.1 Development Phasing of CP under Scenario I 146
5.2 Development Phasing of CP under Scenario II 146
5.3 Broad Development Timeframe for the NTN Development 147
6 Fanling Golf Course 148

7 Conclusion 149

Figures

Appendices
List of Figures
Figure 1.3.1 Study Area
Figure 1.4.1 Study Flow and Methodology
Figure 3.1.1 Summary of Opportunities for Developing the NTN
Figure 3.1.2 Summary of Key Issues & Constraints for Developing the NTN
Figure 3.3.1a-d Classification of Spatial Data, Scores and Categories in MCD Analysis
Figure 3.3.2 Delineation of PDA Boundaries
Figure 3.5.1 Option 1 – Contextual Clusters – Broad Land Use Plan
Figure 3.5.2 Option 2 – Productive Metropolis – Broad Land Use Plan
Figure 3.5.3 Option 3 – Polycentric Living – Broad Land Use Plan
Figure 3.6.1 Summary of 3 Development Scenarios – Scenario I, II and III
Figure 3.7.1 Concept Plan under Scenario I
Figure 3.7.2a Broad Land Use Concept Plan -LMC PDA Scenario I and II
Figure 3.7.2b Broad Land Use Concept Plan -MKT PDA Scenario I and II
Figure 3.7.2c Broad Land Use Concept Plan - HYW PDA Scenario I
Figure 3.7.2d Broad Land Use Concept Plan -TKL PDA Scenario I
Figure 3.7.2e Broad Land Use Concept Plan - QH PDA Scenario I
Figure 3.7.3 Location of Existing Brownfield Sites
Figure 3.7.4 The CP under Scenario I – Phase 1
Figure 3.7.5 The CP under Scenario I – Phase 2
Figure 3.7.6 Location of Existing “V” Zones and Existing Settlements
Figure 3.7.7 The CP under Scenario I – G/IC Facilities
Figure 3.8.1 Concept Plan under Scenario II
Figure 3.8.2c Broad Land Use Concept Plan - HYW PDA Scenario II
Figure 3.8.2d Broad Land Use Concept Plan - TKL PDA Scenario II
Figure 3.8.2e Broad Land Use Concept Plan - QH PDA Scenario II
Figure 3.8.3 The CP under Scenario II – Phase 1
Figure 3.8.4 The CP under Scenario II – Phase 2
Figure 3.8.5 The CP under Scenario II – Phase 3
Figure 3.8.6 The CP under Scenario II – G/IC Facilities
Figure 3.9.1 Concept Plan under Scenario I/II – Land Use Plan (with Possible SP/IE Site)
Figure 4.2.1 Published Solid and Superficial Geological Map at 1:20,000 scale (Map Sheets 2 and 3)
Figure 4.2.2 Published Solid Geological Map at 1:20,000 scale (Map Sheet 2)
Figure 4.2.3 Landslide Records – Heung Yuen Wai PDA
Figure 4.2.4 Landslide Records – Lok Ma Chau PDA
Figure 4.2.5 Landslide Records – Man Kam To PDA
Figure 4.2.6 Landslide Records – Ta Kwu Ling PDA
Figure 4.2.7 Landslide Records – Queen’s Hill PDA
Figure 4.2.8 Location of Existing Man-made Features – Heung Yuen Wai PDA
Figure 4.2.9 Location of Existing Man-made Features – Lok Ma Chau PDA
Figure 4.2.10 Location of Existing Man-made Features – Man Kam To PDA
Figure 4.2.11 Location of Existing Man-made Features – Ta Kwu Ling PDA
Figure 4.2.12 Location of Existing Man-made Features – Queen’s Hill PDA
Figure 4.2.13 Plan of Existing Ground Investigation – Heung Yuen Wai PDA
Figure 4.2.14 Plan of Existing Ground Investigation – Lok Ma Chau PDA
Figure 4.2.15 Plan of Existing Ground Investigation – Man Kam To PDA
Figure 4.2.16 Plan of Existing Ground Investigation – Ta Kwu Ling PDA
Figure 4.2.17 Plan of Existing Ground Investigation – Queen’s Hill PDA
Figure 4.2.18 Areas with Development Potential Limited by Geotechnical Constraints (Sheet 1 of 2)
Figure 4.2.19 Areas with Development Potential Limited by Geotechnical Constraints (Sheet 2 of 2)
Figure 4.2.20 Cavern Suitability Map of the Study Area
Figure 4.2.21 Natural Terrain Catchment Areas – Heung Yuen Wai PDA
Figure 4.2.22 Natural Terrain Catchment Areas – Lok Ma Chau PDA
Figure 4.2.23 Natural Terrain Catchment Areas – Man Kam To PDA
Figure 4.2.24 Natural Terrain Catchment Areas – Ta Kwu Ling PDA
Figure 4.2.25 Natural Terrain Catchment Areas – Queen’s Hill PDA
Figure 4.3.1 Possible Railway Line (To Be Studied)
Figure 4.3.2 Concept Plan for NTN Strategic Road Network
Figure 4.3.3 Concept Plan for NTN Proposed Cycle Network
Figure 4.4.1a Proposed Drainage System for Lok Ma Chau PDA
Figure 4.4.1b Proposed Drainage System for Man Kam To PDA
Figure 4.4.1c Proposed Drainage System for Heung Yuen Wai PDA
Figure 4.4.1d Proposed Drainage System for Ta Kwu Ling PDA (sheet 1 of 2)
Figure 4.4.1e Proposed Drainage System for Ta Kwu Ling PDA (sheet 2 of 2)
Figure 4.4.1f Proposed Drainage System for Queen’s Hill PDA
Figure 4.4.2 Proposed Alignment of Fresh Water Distribution Mains
Figure 4.4.3 Proposed Sewerage Infrastructure for NTN Development
Figure 4.4.4 Proposed Alignment of Flushing Water Distribution Mains
Figure 4.5.1 Wind Environment of Lok Ma Chau PDA
Figure 4.5.2 Wind Environment of Man Kam To PDA
Figure 4.5.3 Wind Environment of Heung Yuen Wai PDA
Figure 4.5.4 Wind Environment of Ta Kwu Ling PDA
Figure 4.5.5 Wind Environment of Queen’s Hill PDA
Figure 4.8.1 Overall Effluent Reuse Strategy of Deep Bay Catchment
Figure 4.8.2 Locations of Various Infrastructure in Caverns
Figure 4.9.1 Habitat Map of Lok Ma Chau PDA and the Adjoining Areas
Figure 4.9.2 Habitat Map of Man Kam To PDA and the Adjoining Areas
Figure 4.9.3 Habitat Map of Ta Kwu Ling PDA and the Adjoining Areas
Figure 4.9.4 Habitat Map of Heung Yuen Wai PDA and the Adjoining Areas
Figure 4.9.5 Habitat Map of Queen’s Hill PDA and the Adjoining Areas
Figure 4.9.6a Representative Air Sensitive Receivers within the Lok Ma Chau PDA - Scenario II (Air
Quality)
Figure 4.9.6b Representative Air Sensitive Receivers within the Man Kam To, Ta Kwu Ling, Heung Yuen
Wai and Queen’s Hill PDA - Scenario II (Air Quality)
Figure 4.9.7 Contour Plot of 19th Highest 1-Hour NO2 Concentration (in µg/m3) within the Assessment
Area (Air Quality)
Figure 4.9.8 Contour Plot of Annual NO2 Concentration (in µg/m3) within the Assessment Area (Air
Quality)
Figure 4.9.9 Contour Plot of 10th Highest 24-Hour RSP Concentration (in µg/m3) within the Assessment
Area (Air Quality)
Figure 4.9.10 Contour Plot of Annual RSP Concentration (in µg/m3) within the Assessment Area (Air
Quality)
Figure 4.9.11 Contour Plot of 10th Highest 24-Hour FSP Concentration (in µg/m3) within the Assessment
Area (Air Quality)
Figure 4.9.12 Contour Plot of Annual FSP Concentration (in µg/m3) within the Assessment Area (Air
Quality)
Figure 4.9.13 Contour Plot of 4th Highest 10-Minute SO2 Concentration (in µg/m3) within the Assessment
Area (Air Quality)
Figure 4.9.14 Contour Plot of 4th Highest 24-Hour SO2 Concentration (in µg/m3) within the Assessment
Area (Air Quality)
Figure 4.9.15 Locations of Water Sensitive Receivers - All Options
Figure 4.9.16 Representative Existing Noise Sensitive Receivers for Road Traffic Noise Assessment
Figure 4.9.17 Representative Planned Noise Sensitive Receivers for Road Traffic Noise Assessment
Figure 4.9.18a Cultural Heritage Resources – Lok Ma Chau PDA
Figure 4.9.18b Cultural Heritage Resources – Queen’s Hill PDA & Ta Kwu Ling PDA
Figure 4.9.18c Cultural Heritage Resources – Heung Yuen Wai PDA & Ta Kwu Ling PDA
Figure 4.9.18d Cultural Heritage Resources – Man Kam To PDA
Figure 4.10.1 Aerial Photo – Overall
Figure 4.10.1a Aerial Photo – Enlargement Plan, Lok Ma Chau PDA (Sheet 1 of 5)
Figure 4.10.1b Aerial Photo – Enlargement Plan, Man Kam To PDA (Sheet 2 of 5)
Figure 4.10.1c Aerial Photo – Enlargement Plan, Heung Yuen Wai PDA (Sheet 3 of 5)
Figure 4.10.1d Aerial Photo – Enlargement Plan, Ta Kwu Ling PDA (Sheet 4 of 5)
Figure 4.10.1e Aerial Photo – Enlargement Plan, Queen’s Hill PDA (Sheet 5 of 5)
Figure 4.10.2 Landscape Resources Plan – Overall
Figure 4.10.2a Landscape Resources Plan – Enlargement Plan, Lok Ma Chau PDA (Sheet 1 of 5)
Figure 4.10.2b Landscape Resources Plan – Enlargement Plan, Man Kam To PDA (Sheet 2 of 5)
Figure 4.10.2c Landscape Resources Plan – Enlargement Plan, Heung Yuen Wai PDA (Sheet 3 of 5)
Figure 4.10.2d Landscape Resources Plan – Enlargement Plan, Ta Kwu Ling PDA (Sheet 4 of 5)
Figure 4.10.2e Landscape Resources Plan – Enlargement Plan, Queen's Hill PDA (Sheet 5 of 5)
Figure 4.10.3 Landscape Character Areas Plan – Overall
Figure 4.10.3a Landscape Character Areas Plan – Enlargement Plan, Lok Ma Chau PDA (Sheet 1 of 5)
Figure 4.10.3b Landscape Character Areas Plan – Enlargement Plan, Man Kam To PDA (Sheet 2 of 5)
Figure 4.10.3c Landscape Character Areas Plan – Enlargement Plan, Heung Yuen Wai PDA (Sheet 3 of 5)
Figure 4.10.3d Landscape Character Areas Plan – Enlargement Plan, Ta Kwu Ling PDA (Sheet 4 of 5)
Figure 4.10.3e Landscape Character Areas Plan – Enlargement Plan, Queen’s Hill PDA (Sheet 5 of 5)
Figure 4.10.4 Visually Sensitive Receiver Plan – Overall
Figure 4.10.5 Section 1 of Mitigation Measures - Urban / Green Belt Integration
Figure 4.10.6 Section 2 of Mitigation Measures - Main Road
Figure 4.10.7 Section 3 of Mitigation Measures - Urban / Agriculture Integration
Figure 4.10.8 Section 4 of Mitigation Measures - Green Stream
Figure 4.10.9 Integration of Landscape and SUDS Provisions
Figure 4.10.10 Sample Photomontage VSR3 Sheung Shui Wa Shan
Figure 7.1.1 Broad Land Use Concept of 3 PDAs as Extracted from the Booklet of Preliminary Concepts
for the NTN Development Promulgated in the Public Engagement of “Hong Kong 2030+”

List of Appendices
Appendix A Working Assumptions for Domestic and Non-domestic Uses
Appendix B Summary of Building Level Renewables and Energy Efficient Measures Proposed for NTN
Appendix C Municipal Solid Waste and Sludge Arising Forecast within NTN
Appendix D Broad Assessment of the Development Potential of the Fanling Golf Course Site
 6

ABBREVIATIONS AND ACRONYMS

“ADWF” Average Dry Weather Flow
“AFCD” Agriculture, Fisheries and Conservation Department
“AGR” Agriculture
“AOI” Area of Influence
“AQO” Air Quality Objectives
“ARCS” Automatic Refuse Collection System
“Arup” Ove Arup & Partners Hong Kong Limited
“ASR” Air Sensitive Receiver
“AVVC” Active Volt-Var Control
“BCP” Boundary Control Point
“BIPV” Building-integrated Photovoltaics
“BLCP” Broad Land Use Concept Plan
“BRT” Bus Rapid Transit
“C” Commercial
“C&D” Construction and Demolition
“C&I” Commercial and Industrial
“CASET” Computer-Aided Sustainability Evaluation Tool
“CCHP” Combined Cooling, Heating and Power
“CDA” Comprehensive Development Area
“CEDD” Civil Engineering and Development Department
“CLPP” CLP Power Hong Kong Limited
“CN” Curve Number
“CP” Concept Plan
“DC” District Council
“DCS” District Cooling System
“DIA” Drainage Impact Assessment
“DMA” District Metering Areas
“DO” District Open Space
“DSD” Drainage Services Department
“EFT” Environmentally-friendly Transport
“EIA” Environmental Impact Assessment
“EIAO” Environmental Impact Assessment Ordinance
“EIS” Ecologically Important Stream
“EIU” Economist Intelligence Unit
“EMSD” Electrical and Mechanical Services Department
“ENB” Environment Bureau
“ENTLI” Enhanced Natural Terrain Landslide Inventory
7
“EP” Enterprise Park
“EPD” Environmental Protection Department
“ER” East Rail
“ERL” East Rail Line
“FDIR” Fault Detection, Isolation and Restoration
“FEHD” Food and Environmental Hygiene Department
“FGC” Fanling Golf Course
“FLN” Fanling North
“FLWSR” Flushing Water Storage Reservoir
“FR” Final Report
“FSD” Fire Services Department
“FWSR” Fresh Water Service Reservoir
“G/IC” Government, Institution or Community
“GASP” Geotechnical Area Studies Programme
“GB” Green Belt
“GEO” Geotechnical Engineering Office
“GFA” Gross Floor Area
“GFS” Government Flying Service
“GI” Ground Investigation
“GIS” Geographical Information System
“ha” Hectare
“Hong Kong 2030+” Hong Kong 2030+: Towards a Planning Vision and Strategy Transcending 2030
“HKCG” Hong Kong and China Gas Company Limited
“HKPSG” Hong Kong Planning Standard and Guidelines
“HKSAR” Hong Kong Special Administrative Region
“HLH” Hung Lung Hang
“HSK” Hung Shui Kiu
“HYW” Heung Yuen Wai
“I&T” Innovation and Technology
“ICT” Information and Communications Technology
“ICYSC” Integrated Children and Youth Services Centre
“IE” Industrial Estate
“IFSC” Integrated Family Service Centre
“ITS” Intelligent Transportation System
“KPI” Key Performance Indicators
“KTN” Kwu Tung North
“LandsD” Lands Department
“LCA” Landscape Character Area
“LI” Light Industry
 8

“LMC” Lok Ma Chau

“LMCS” Lok Ma Chau Spur Line
“LO” Local Open Space
“LR” Landscape Resources
“LT” Liantang
“LT/HYW” Liantang/ Heung Yuen Wai
“MCD” Multi-criteria Decision
“MKT” Man Kam To
“mPD” Metres above the Hong Kong Principal Datum
“MRF” Materials Recovery Facility
“MSW” Municipal Solid Waste
“MU” Mixed Use
“NBA” Non Building Area
“NDA” New Development Area
“NENT” North East New Territories
“NIMBY” Not In My Back Yard
“NOL” Northern Link
“NS” North-South
“NSR” Noise Sensitive Receiver

“NT” New Territories

“NTHS” Natural Terrain Hazard Study
“NTM” Ngau Tam Mei
“NTMWTW” Ngau Tam Mei Water Treatment Works
“NTN” New Territories North
“O” Open Space
“OCC” Operations Control Centre
“ODP” Outline Development Programme
“OU” Other Specified Uses
“OU(RU)” Other Specified Uses (Rural Use)
“OVT” Old and Valuable Tree
“OWTF” Organic Waste Treatment Facilities
“P&E” Planning and Engineering
“PC” Ping Che
“pcu” Passenger Car Unit
“PDA” Potential Development Area
“PlanD” Planning Department
“PMA” Pressure Management Area
“PME” Powered Mechanical Equipment
9
“PR” Plot Ratio
“PRL” Private Recreational Leases
“PRD” Pearl River Delta
“PTI” Public Transport Interchange
“PV” Photovoltaics
“QH” Queen’s Hill
“R” Residential
“R(D)” Residential (Group D)
“R&D” Research and Development
“RDS” Railway Development Strategy
“RO” Regional Open Space
“RTS” Refuse Transfer Station
“SA” Sustainability Assessment
“SAI” Site of Archaeological Interest
“SDIP” Strategic Directions for Infrastructure Provision
“SFM” Substation and Feeder Monitoring
“S-G-R” Smart-Green-Resilient
“SI” Site Investigation
“SIA” Sewerage Impact Assessment
“SIS” Slope Information System
“SIT” Science, Innovation and Technology
“SP” Science Park
“SPS” Strategic Planning Statement
“SSSI” Site of Special Scientific Interest
“SSWTW” Sheung Shui Water Treatment Works
“ST” San Tin
“STEMDC” San Tin East Main Drainage Channel
“STM” Strategic Transport Model
“STW” Sewage Treatment Works
“SuDS” Sustainable Urban Drainage System
“SWH” Shek Wu Hui
“T/L” Tourism/Leisure
“TDM” Transportation Demand Management
“the Study” Preliminary Feasibility Study on Developing the New Territories North
“TKL” Ta Kwu Ling
“TOC” Total Operation Centre
“TOD” Transit-Oriented Development
“TSE” Treated Sewage Effluent
“TTIA” Traffic and Transport Impact Assessment
 10

“UCC” Urban Consolidation Centres

“ULTra” Urban Light Transit
“V” Village
“V/C” Volume/Capacity
“VE” Visual Envelope
“VSR” Visually Sensitive Receiver
“WCA” Wetland Conservation Area
“WIA” Water Supply Impact Assessment
“WP” Working Paper
“WR” West Rail
“WSR” Water Sensitive Receiver
“WtE” Waste-to-Energy
“WTW” Water Treatment Works
“YL” Yuen Long
11

1 INTRODUCTION
1.1 Background
1.1.1 The New Territories North (NTN), broadly covering the area north of Hong
Kong's northern hill ranges viz. Kai Kung Leng, Pak Tai To Yan and Pat Sin
Leng, has been a relatively less developed part of the plains of the territory. Apart
from the Fanling/Sheung Shui New Town, which had a population of about
255,000 in 2011, developments in the area are generally confined to rural
settlements or low-rise low-density residential estates, as well as open storage
yards or rural industries.
1.1.2 The relatively sparse development of the NTN is due to its large area of high
ecological significance, spanning from the Deep Bay and Mai Po Marshes in the
west, the fishponds in Hoo Hok Wai, the wet cultivation fields of Long Valley/Ho
Sheung Heung, and the woodlands of Robin's Nest (Hung Fa Leng), at the same
time north part of the Study Area was part of the Closed Area in the past.
Development of the NTN is also constrained by the lack of infrastructure support.
In terms of strategic transport networks, only part of the area is served by the East
Rail (ER) line and San Tin/Fanling Highways. These networks are already either
working at, or nearing capacity. In terms of sewerage, a large part of the area is
still unsewered.
1.1.3 Development in Shenzhen in the past three decades has resulted in a very
different urban landscape in the region. With town-centre-type developments just
across our northern boundary, the present rural NTN is a striking contrast. Other
than the physical disparity it creates between the two sides of the boundary,
development in Shenzhen, coupled with rapidly changing social and economic
conditions, has gradually turned the NTN from Hong Kong's frontier area to a
very dynamic portal where about 610,000 people and 42,000 vehicles passed
through on a daily basis in 2015. The NTN could be more than just a boundary
area. Its development potential should be better harnessed.
1.1.4 Apart from the North East New Territories (NENT) and Hung Shui Kiu (HSK)
New Development Areas (NDAs), there are vast tracts of undeveloped areas in
the NTN (including land already released from the Closed Area) that could be
considered for meeting the long-term development needs of Hong Kong, while
acknowledging that some areas mentioned above have high
ecological/conservation significance and are unsuitable for development.
1.1.5 The completed Study on Land Use Planning for the Closed Area points out that a
large portion of land within the Closed Area is worthy of conservation.
Nevertheless, development opportunities can still be found along the major cross-
boundary transport corridors such as those areas near Lok Ma Chau (LMC), Man
Kam To (MKT) and the future Liantang/Heung Yuen Wai (LT/HYW) Boundary
Control Points (BCPs).
1.1.6 The Ping Che (PC)/Ta Kwu Ling (TKL) NDA under the NENT Planning and
Engineering (P&E) Study is re-planned. Comprehensive planning of developable
areas released from the Closed Area together with the nearby areas in the NTN
would more effectively harness the development potential of the areas.
 12

1.1.7 The 2013 Policy Address states that the feasibility of taking forward the further
development of the NTN should be studied with a view to developing a modern
new town there of a similar scale as the Fanling/ Sheung Shui New Town.
1.1.8 The Planning Department (PlanD) and the Civil Engineering and Development
Department (CEDD) of the Hong Kong Special Administrative Region (HKSAR)
commissioned Ove Arup and Partners Hong Kong Limited (Arup) on 30 January
2014 to undertake the Preliminary Feasibility Study on Developing the New
Territories North (the Study). The Study has formulated a Concept Plan (CP) for
the NTN and strategic infrastructure requirements supported by the Broad Land
Use Concept Plans (BLCPs), and examined the preliminary feasibility of
individual Potential Development Area (PDA) identified. The findings and
recommendations of this Study have formed the basis for detailed P&E Studies
for the PDAs in the future. Specifically, the Study has:
 reviewed and examined how the Government’s strategic directions for
infrastructure provision could be taken forward in this Study;
 established a baseline profile for the Study Area and to identify key
issues, constraints and opportunities of the PDAs and the Study Area;
 reviewed and delineated the boundaries of the initial PDAs, taken into
account of comments from Government bureaux/departments, technical
feasibilities and development needs;
 undertaken scenario testing to recommend the optimum population and
employment levels in the PDAs, substantiated by the series of broad
technical assessments in the formulation of preferred land use option;
 examined how integration of urban development with rural
environment could be achieved;
 examined innovative concepts to commensurate with the vision of
developing the NTN under the eco-city, low carbon city, wise city and
walkable city concepts;
 ascertained the feasibility and acceptability of the Study proposals in
terms of traffic and other infrastructure capacities, urban design,
environment, landscape, air ventilation, etc.;
 recommended the scope of the detailed P&E Studies for the PDAs to be
carried out in the next stage, and other issues to be resolved/tackled.

1.2 Study Area and Potential Development Areas

1.2.1 The Study Area is with an area of about 5,300 hectare (ha). It covers the land
already released from the Closed Area along major cross-boundary transport
corridors, areas in PC and Hung Lung Hang (HLH) in TKL, Kong Nga Po and
Lung Yeuk Tau, areas in the vicinity of the proposed Northern Link (NOL) under
the Railway Development Strategy 2014 (RDS-2014), such as San Tin/ Lok Ma
Chau (ST/LMC). It should be noted that areas covered by the existing Fanling/
Sheung Shui New Town, proposed Kwu Tung North (KTN) NDA and Fanling
North (FLN) NDA under separate studies are excluded from the Study Area, as
shown in Figure 1.3.1. Yet, connectivity and interface issues between proposed
developments in the PDAs with these existing/planned developments need to be
carefully considered. While the extent of the Study Area has taken into account
13

the area of influence (AOI) for conducting the various technical assessments, this
AOI, nevertheless has been extended during the course of the Study so as to
ensure satisfactory completion of tasks to be performed under the Study. In
particular, it was adjusted to cover those areas on which reviews and technical
assessments should be carried out due to new or upgrading of existing
infrastructure works outside the Study Area, which are needed for serving the
proposed developments in the PDAs.

1.3 Study Flow and Methodology

1.3.1 The main process of the Study is briefly described below:
Formulation of “Smart Green Resilient” Study Approach
1.3.2 A visionary “Smart Green Resilient” has been formulated at the beginning of
the Study as an overall approach for the NTN Study Development. This vision
has been core to the thinking process of the Study, to facilitate the formulation of
our recommended land use and infrastructure proposals.
Baseline Review and Identification of Key Issues and Opportunities &
Formulation of Key Planning and Design Principles
1.3.3 A baseline review and land use review has been undertaken for the 5,300 ha
Study Area which include aspects on land use planning, socio-economic structure,
urban design, landscape, traffic and transport, ecology and environmental,
infrastructure and geotechnical (and cavern opportunities).
1.3.4 As a result of the baseline review, a total of six over-arching opportunities have
been identified to provide a new direction for the future growth of the NTN,
which could serve as a strategic growth area to meet the long-term social and
economic needs in Hong Kong.
1.3.5 Taking into account of the above, a total of four key planning and design
principles have been set up to guide the study process, which are fostering urban-
rural-nature integration, creating opportunities for people and businesses,
enhancing accessibility and connectivity and realizing a “Smart, Green, Resilient”
city.
Delineation of PDA Boundaries and Population & Employment Estimates
1.3.6 In order to identify suitable development areas from the vast area of land in NTN,
a GIS-based Multi-Criteria Decision (MCD) Analysis has been carried out.
Quantitative spatial data has been analysed under six categories of criteria, from
which areas with high development potential are identified. This provides a basis
for delineation of the boundaries of the PDAs.
1.3.7 In addition, this Study has estimated the appropriate level of planning population
and employment for the future NTN. The population level is estimated based on
three approaches. Also, a sector-based forecast has been adopted to estimate a
range of employment levels for various degrees of economic linkage with the
Pearl River Delta (PRD).
Formulation of Concept Plan
1.3.8 A set of planning and design principles has been formulated to guide the
designation of land uses in the broad land use options, the detailed CP for NTN
 14

and illustrative BLCPs for individual PDAs. Based on the PDA boundaries
delineated and different combination of population and employment, a total of
three broad land use options have been formulated at the early stage of the Study.
1.3.9 With further refinement and evaluation of the above mentioned broad land use
options, three development scenarios (Scenarios I, II and III) each with more
implementation details and infrastructure proposals have been generated for the
CP. Scenario I and Scenario II covering a spectrum of development thresholds
with different characteristics are considered more self-sustaining, and are
recommended to be examined in the next stage of the Study. In addition to CP for
NTN, a set of illustrative BLCPs has also been prepared for each of the PDAs.
Broad Technical Assessments in Support of the Concept Plan
1.3.10 A total of three rounds of broad technical assessments have been carried out
throughout the Study, as an iterative process to support the formulation of the CP.
The broad technical assessments embrace various aspects, including
environment, geotechnics, traffic and transport, drainage, sewage, water supply,
utility, air ventilation, socio-economic, sustainability, green initiatives, carbon
appraisal and “wise city concept”, landscape and visual, etc.
Formulation of Implementation Strategy and Development Timeframe
1.3.11 Towards the end of the Study, broad development timeframe has been
recommended, taking into account of required statutory procedures, consultancy
tendering, detailed design, contract tendering etc.
1.3.12 In summary, please refer to Figure 1.4.1 for the Study Flow and Methodology of
the Study.
1.3.13 The purpose of this Final Report (FR) is to document the study flow &
methodology, key findings, recommendations and conclusion of the Study. It also
includes the land use proposals of the CP, as well as the summary of broad
technical assessments undertaken in the Study.
15

2 Overall Study Approach

2.1 “Smart Green Resilient” Approach
2.1.1 The overall objective of the Study is to formulate development proposal for NTN
beyond the year 2030 incorporating the concepts of eco-city, low carbon city,
wise city and walkable city concepts.
2.1.2 To take up the challenges of developing the next generation of new town to
satisfy territorial needs, and providing visionary and pragmatic planning and
design solutions for NTN, a “Smart Green Resilient” approach is adopted based
on demand management and eco-city bio-mimicry principles embracing low
carbon economy to achieve new quality living in the NTN. This approach is
based on many years of research and practical experience, in other parts of the
world including Asia.
2.1.3 “Smart” refers to smart growth including smart site selection and efficient use of
resources, such as infrastructure and transport system, water and power supply,
sewerage, etc. The application of Information and Communications Technology
(ICT) will help enhance efficiency by providing urban informatics. “Green”
refers to respecting the existing environment and ecology of NTN which should
not only a fundamental principle in our planning, it will also inform quality living
in NT and harmonize man and nature and rural and urban development. This
blends in well with eco-city concept and low carbon economy solution of green
infrastructure and green building. “Resilient” encompasses physical, economic
and social resilience, equipping NTN to respond to climate, economic
transformation, and social change by diversifying land uses and industries, and
provision of facilities for range of demographic groups.
Diagram 2.1.1: “Smart Green Resilient” as the Overall Study Approach

2.1.4 Based on the Government’s Strategic Directions for Infrastructure Provision

(SDIP) for the NTN development, the Study Team has reviewed how to
incorporate the SDIP in the direction of advancing the Study. The Study Team
reviewed the current and emerging technologies and assessed the appropriateness
of applying these technologies to future developments in the NTN. Overseas best
practices and emerging trends were reviewed and assessed. As required by the
Brief, two overseas duty visits were organized in Sept 2014 (Europe) and Oct
 16

2014 (Asia) to get a first-hand understanding of how the best-practices of other

countries can be taken forward and implemented within the context of Hong
Kong. It is recommended that cross-departmental discussion should continue to
ensure that the ideas put forward are feasible and implementable. As many of the
issues involved in the development of NTN can be sensitive, the Study needs to
proceed with both visionary insights and receptiveness, particularly in the
subsequent Planning and Engineering (P&E) stage when the land use proposals
will be brought up for public discussion.
2.1.5 One important role of the NTN is meeting the long-term development needs in
Hong Kong, including provision of land for housing and employment generating
uses. The Strategic Planning Statement (SPS) for NTN provided the framework
for development of NTN. The Study Team has reviewed the SPS and
recommended the population capacity and type of sectoral industries to be
introduced in the NTN.

2.2 Visionary NTN

2.2.1 Various urban development concepts (e.g. eco-city, low carbon city, walkable
city, smart/ intelligent city, resilient city and wise city, etc.) reveal a wide array of
conceptual and empirical applications. This necessitates the development of an
overarching approach embracing all these development concepts for a more
systematic application to NTN development.
2.2.2 “Smart, Green, Resilient” is recommended as an overarching approach for NTN
Development, which various city development concepts are subsumed under this
approach. This integrated framework is considered as a “triple-win” or “win-win”
approach in addressing multiple issues as explained below:
2.2.3 The vision for NTN development is “Creating a New Living and Working
Environment” through adopting “Smart-Green-Resilient (S-G-R) Development”
to balance “Living, Productivity and Ecology”.
 Smart and Green Development: It aims at achieving smart growth via
installation of smart application in infrastructure and the use of urban
informatics;
 Green and Resilient Development: It aspires to reduce carbon
emissions and mitigate climate change, through developing green
economy to enhance economic and social resilience, as well as
increasing redundancy and flexibility of future green infrastructure;
 Resilient and Smart Development: It seeks to use ICT knowledge to
enhance city resilience, via the use of information platform, early-
warning system/forecasting, a more informed and resourceful society
and well-informed decision-making.
2.2.4 Smart, green and resilience are not mutually exclusive but should be seen as
powerful companions and mutually beneficial to each other to shape both the
future planning and daily management of cities. Based on this core vision, the
strategies and technology options presented in the working papers and different
technical assessments have demonstrated the possibility of achieving the vision of
Smart-Green-Resilient simultaneously.
17

2.3 Sustainable Principles for NTN

2.3.1 Effective Smart-Green-Resilient development needs to be principle-based. A set
of clearly-stated guiding principles helps steer the technical assessment,
formulation of different options, and future planning and design, and ensures such
decisions are aligned with the vision. The guiding principles are summarized in
the following table (Table 2.3.1).
 18

Table 2.3.1: Core Guiding Principles of S-G-R Development for NTN

Principles Explanation Relationship with S-G-R
Low carbon Minimise carbon impact and foster
low-carbon economy

Resources Maximize the efficiency for the

efficient utilization of resources in a sustainable
way

Natural Imitate natural system, infrastructure

incorporated with the ecological
system, minimize the impact to nature

Robust Combat the impacts of hazard events

without significant damage or loss of
function, and speedy recovery after
hazard events
Redundant Appropriate spare capacity carefully
designed to accommodate possible
disruption, extreme pressures or surges
in demand
Reliable Ensure the functionality of the key
infrastructure in case of emergency
and accidents

Optimized Achieve the well-balance among

different urban infrastructure systems

Flexible Systems are designed to change,

evolve and adapt in response to
changing circumstances and urban
development
Intelligent Use of ICT in the management and
operation of different urban
infrastructure and services systems to
achieve high level of automation and
advanced analytical ability
Integrative Integration and alignment among
infrastructure systems promotes
consistency in decision-making

Legend:

Smart Green Resilient

19

3 Formulation of Concept Plan for NTN

3.1 Baseline Review and Identification of Opportunities and
Key Issues and Constraints
3.1.1 The NTN is predominantly rural in nature comprising natural topography of hilly
terrains and flatland intermingled with patches of rural settlements. There are
many natural assets with woodlands, watercourses, marshes and ponds, as well as
agricultural land. In view of its relatively low land price, various parts of the NTN,
particularly those areas near major transport corridors have been under
development pressure and turned into haphazard and informal temporary open
storage yards, warehouses, container yards, open vehicle parks and rural
workshops which could generally be referred to as brownfield sites. Proliferation
of brownfield sites has degraded the environment and posed industrial/residential
interface problems.
3.1.2 Based on a comprehensive baseline review conducted for the vast area of the NTN
Study Area, a number of development opportunities and key issues were identified
to guide the formulation of land use and infrastructure proposals for the future
development of NTN.
Opportunities
3.1.3 A total of six over-arching opportunities have been identified to provide a new
direction for the future growth of the NTN, which is also summarized in Figure
3.1.1. The future development of the NTN offers an unparalleled opportunity as a
strategic growth area for meeting the long-term development needs of Hong Kong.
1. Capitalize on Strategic Location
3.1.4 NTN commands a highly strategic location neighbouring the economic
powerhouse of Shenzhen and the PRD area. Thus, it has high potential to capture
increasing cross-boundary trade and resources as a catalyst for growth.
2. Unleash Existing Potential
3.1.5 The Study has the opportunity to exploit the existing assets of the NTN to their
full potential; upgrading brownfield land, rediscovering lost rivers, and connecting
existing and future communities. The exploration of rock cavern development for
housing infrastructure facilities also offers the chance to optimize use of land to
increase long-term land supply.
3. Stimulate Urban-Rural-Nature Integration and Exchange
3.1.6 The rural character of the NTN contributes to its unique sense of place, which
should be captured and strengthened through its redevelopment. Synergistic and
interactive relationships between rural and urban areas will be fostered, through
subtle urban design practices and the use of smart agricultural practices.
4. Maximise Innovation and Resilience
3.1.7 The NTN has the opportunity to become a pioneer for innovative planning
practices. Smart City concepts will be integrated into proposals along with
conventional hard infrastructure, and developments planned holistically as multi-
functional assets, incorporating resilient, innovative design and green solutions.
 20

5. Invigorate Employment Opportunities

3.1.8 Given the large track of developable land, transport infrastructure proposals and
proximity to Shenzhen, the NTN has huge potential to address territorial economic
needs, boost employment opportunities, and open up new market and industry
potential in the long term beyond 2030.
6. Promote Inclusivity
3.1.9 This Study provided a platform for communities to take a meaningful role in the
growth and development of the local area. A focus on inclusive planning based on
economic, social, environmental and culturally sensitive policies will create
communities that serve and benefit the widest range of people.
Key Issues and Constraints
3.1.10 Key issues and constraints in terms of land use planning, urban design, landscape,
socio-economic factor, infrastructure traffic and transport, environment, ecology,
urban climate and air ventilation, and geotechnics are summarized as follows and
shown in Figure 3.1.2.
1. Limited Infrastructure Capacity
3.1.11 The development of NTN will bring additional demand and load to existing
infrastructure. Any substantial increase in traffic would overload the already busy
strategic highway network and interchanges, with minimal scope for road
widening. Public transport is also limited, with the existing West Rail (WR) and
ER Lines subject to headway and line capacity constraints. Congestion is often
experienced at the boundary crossing points due to their limited handling capacity.
3.1.12 In addition, the limited sewerage, water supply and drainage infrastructure has
posed another major development constraint. The provision of additional sewage
treatment works (STWs) and upgrading of the existing STWs will be required for
the NTN development. In order to fulfil the “no net increase in pollution load to
Deep Bay” requirement, even if the new and upgraded STWs adopt tertiary
treatment process, the residual pollution load from their treated effluent may still
be substantial and needs to be addressed in this Study.
2. Ecological Protection
3.1.13 NTN is characterized by a large area of high ecological significance. Proposals
should be formulated to minimize the impacts of development on diversity of
fauna and flora and ecologically valuable areas, such as fung shui woodlands,
sensitive watercourses and egretries etc.
3. Sensitivity of Natural Setting
3.1.14 The local landscape comprises of high quality upland and extensive natural
hillside surroundings, such as those forming part of Lam Tsuen Country Park and
the western ranges. These natural landscapes have a high sensitivity to physical
change and should be protected as far as possible.
21

4. Interface with Existing Villages, Burial Grounds, Agricultural Land and

Historic Features
3.1.15 There are many indigenous and non-indigenous villages scattered across NTN
(over 80 villages)1. Future development proposals should minimize the impacts on
these low-density village settlements and the associated permitted burial grounds,
which are sensitive to changes. Besides, extensive active agricultural land
scattered across NTN, together with existence of cultural heritages, pose
constraints to future developments. Development proposals should also take into
account these uses and minimize impact on the existing rural environment and
well-established communities as far as possible.
5. Compatibility with Existing Land Uses
3.1.16 The interface issue with existing and planned land uses, such as presence of
existing residential development and planned facilities e.g. infrastructure, military
sites, large-scale columbarium and crematorium, and government, institution or
community (G/IC) facilities etc. need to be addressed.
3.1.17 The brownfield sites across NTN, which create environmental and land use
interface problems should also be one of the key issue to be tackled by future
developments. Besides, future development at the NTN should also need to take
into account any Consultation Zones arising from existing Potentially Hazardous
Installations or Landfill Gas sites to ensure quality of life for future residents.

3.2 Formulation of Key Planning and Design Principles

3.2.1 The planning and design principles have been formulated as an overall
framework for the future development of NTN and its gradual transformation into
a settlement system of productive clusters and residential neighbourhoods.

Fostering Urban-Rural-Nature Integration

3.2.2 As mentioned above, there are many village settlements and extensive
agricultural land, some of which is under active farming, in the NTN. Their
wholesale conversion to make way for new urban development; or the
conventional approach of adopting an urban-rural dichotomy, are clearly against
contemporary public aspirations for respect of the natural resource, established
communities and local culture. In planning of the NTN, a more integrated form of
urban development should be adopted. Natural characters will be reinforced
through nature conservation and revitalization of green and blue corridors.
3.2.3 Due consideration would be given to preserving established settlements and good
agricultural land where possible. This new form of urban development will result
in medium to high density developments intermingled with the rural environment
comprising active agricultural land, agricultural land with potential for
rehabilitation and rural settlements. Opportunities for upgrading existing farming
practices facilitated by the integrated green infrastructure system (e.g. organic
waste treatment and effluent reuse by which food waste and reclaimed water
could be better utilised) would be further explored. Besides, new urban
development could improve the existing rural environment through integrated

1
According to the names of villages on the list of village representatives for the Village Representative Election
2011-2014 excluding those squatter areas
 22

provision of new public and community facilities and new information and
communication technology.

Creating Opportunities for People and Businesses

3.2.4 The strategic location of the NTN should be capitalized on developing suitable
economic activities and employments. This would also help address the spatial
imbalance of jobs which is currently concentrated in the urban areas. Potential
industries to be accommodated in the NTN may include value added
logistics/distribution hub (leveraging on the convenient access to and from the
BCPs), innovation and technology industries (along the proposed Eastern
Knowledge & Technology Corridor under “Hong Kong 2030+: Towards a
Planning Vision and Strategy Transcending 2030” (“Hong Kong 2030+”)
containing universities, science park, industrial estates and industrial and service
support centres), professional & production services and testing and certification,
eco/cultural/heritage tourism, urban farming and food trade, outlet stores/retail
and knowledge based green industries. Suitable economic land uses for the NTN
have been further examined in the Study.
3.2.5 For the majority of existing informal business operations in the NTN, their
uncontrolled proliferation has created considerable environmental, traffic, visual,
flooding and other problems. While these brownfield activities have played a role
in the economy of Hong Kong supporting the port, manufacturing, construction,
vehicle repair and logistics sectors, etc., as well as providing jobs, especially
those requiring low skills, they do not optimize the use of land in terms of
efficiency and intensity. Their continued presence thus incurs opportunity,
environmental and social costs. One appropriate approach is to convert/optimize
brownfield sites to more efficient use, be it residential, commercial or special
industries, through consolidation and comprehensive planning. This would also
have the added benefit of improving the overall environment by eliminating the
incompatible and polluting land uses in the NTN.
Enhancing Accessibility and Connectivity
3.2.6 The proposed NOL will enhance the external connectivity of the NTN in
particular the Ngau Tam Mei and San Tin areas where new railway stations could
be built. Further extension of the NOL and provision of new strategic road link to
connect the urban area may be required to cope with new developments in the
NTN. A balanced level of population and employment should be explored to
encourage a higher self-containment ratio and reduce the need for commuting to
the urban centre. Further opportunities should be explored to provide a strong
employment hub in NTN to encourage a balanced flow of traffic to optimize the
capacity of the existing transport network.
3.2.7 Transit-Oriented Development (TOD) should be adopted in the planning for the
PDAs to provide opportunities to create core areas of highly concentrated
activities and development intensity adjacent to planned/possible stations. Within
these core areas, residents and commuters can enjoy convenient access to a
variety of activities which reflects the high accessibility provided by the railway
connectivity. In parallel, integrated land use-transport planning and demand-
management measures to reduce vehicular trips, encouraging the use of public
transport, setting up of car free zone to promote walking, etc. should also be
explored.
23

Realizing a “Smart Green Resilient” City

3.2.8 As an overarching vision for this Study, one important task is to explore how the
smart city concepts and technologies could help improve liveability,
sustainability and resilience to climate and other changes. The concept
encompassing various aspects of urban development including buildings,
transport, energy, waste management, water resources and city information and
knowledge systems could be applied to the NTN so as to build a smart, green and
resilient city.
3.2.9 In particular, having reviewed the SDIP, it is confirmed that an integrated green
infrastructure system could be taken forward subject to comprehensive planning
for the NTN. Some possible directions are: (1) Traffic - encouraging the use of
public transport with traffic management measures to suppress and manage
private car trips, to enhance green and walkable environment; (2) Sewerage -
exploration of options such as effluent export and reuse of treated effluent for
non-portable uses; (3) Drainage – adoption of flood retention & interception
measures, and SuDS measures, while existing upstream drainage networks and
rivers could be upgraded with a green and eco-hydraulic approach for integration
with overall land use planning; (4) Water Supply – exploration of measures to
reduce reliance on fresh water sources including re-use of treated effluent and
rainwater harvesting to minimize the need for new waterworks; (5) Cavern –
suitable locations for cavern should be investigated for housing additional and
relocation and co-location of infrastructure facilities, in order to achieve smart
utilization of scarce land resources.
3.2.10 Other measures including adoption of ICT Platform enabling smart mobility,
urban living and businesses, which is increasingly common in many cities across
the world have also been investigated in this Study.

3.3 Identification of Areas with Development Potential and

Delineation of PDA Boundaries
3.3.1 As mentioned in Section 3.1 above, although the NTN has a large area of 5,300
ha, it has many development constraints. The development potential of the NTN
is assessed using GIS analysis in order to provide a consistent data treatment
method to handle large quantities of quantitative data collected in the Baseline
Review, and to provide for systematic and logical decision-making in identifying
the most preferred development area which forms the PDA boundaries.
3.3.2 The MCD Analysis adopted in the Study includes quantitative spatial data,
selected and classified into 6 different categories:
 Topographic and Geological (slopes, natural terrain hazards, adverse
geological conditions etc.);
 Strategic Locations (proximity to boundary crossing points, railway
networks etc.);
 Land Uses (existing land use and land use constraints etc.);
 Infrastructure and Transport Connection (road, railway and infrastructure
Network);
 Environmental Considerations (air quality, noise and others etc.);
 24

 Ecological Considerations (conservation area, wetland, water course of

ecological importance, egretry, fung shui woodland, landscape etc.)
3.3.3 Details of the 6 different categories and the scoring methods are shown in
Figures 3.3.1a-d.

Diagram 3.3.1 Six Categories Data Employed in the MCD Analysis

25

Diagram 3.3.2 Overall methodology of delineation of PDA boundaries

Diagram 3.3.3 Illustration on Mechanism of Spatial Data, Criteria, Sub-categories

and Categories

3.3.4 Upon completion of the MCD analysis, areas with high development potential
have been identified under 4 development scenarios adopting different
infrastructural combinations, which were then used as the basis for the
delineation of PDA boundaries. Areas with “High Development Potential” are
listed in Table 3.3.1 below.
 26

3.3.5 Table 3.3.1 Area with “High Development Potential” under the 4 Scenarios

Scenarios 0 1 2 3
(Existing) (+Proposed (+Proposed (+Proposed
NOL) NOL+ NOL NOL + NOL
Extension2) Extension+
Possible north-
south railway)3
Area with High About About About About
Development 270 ha 508 ha 1,016 ha 1,019 ha
Potential

3.3.6 In summary, the MCD Analysis has confirmed the areas with development
opportunities, covering lands with low, medium and high development potentials.
Taking into account the result from the analysis, PDAs covering three areas,
namely LMC, MKT, and HYW/TKL/Queen’s Hill (QH), have been identified for
the NTN development, with a total area of about 1,400 ha (Figure 3.3.2 refers).
This figure is greater than 1,019 ha under Scenario 3 because existing villages,
existing settlements, existing residential/community facilities, agriculture and
green belt located in proximity to areas with high development potential have
also been included within the PDA boundaries for comprehensive planning.

3.4 Population and Employment Estimates in NTN

3.4.1 A systematic process for estimation of the combinations of population and
employment to be housed in the future NTN development has been formulated
and the key process is summarized in Diagram 3.4.1 below.
Diagram 3.4.1 Population and Employment Forecasting Process for the NTN

2
The idea of NOL extension is to connect the TKL and Fanling North areas from Kwu Tung.
3
During the formulation of the CP at the later stage of the Study, the idea of NOL extension is replaced by the
concept of a possible north-south railway (A possible alignment connecting from HYW, TKL, PC, HLH to the
nearby new town and further extension to other new town and/or urban area.).
27

Population Estimate
3.4.2 The population level for the future NTN development was estimated based on
three approaches with different considerations, namely ‘Environmental
Capacity’, ‘Engineering Infrastructure Capacity’ (including transport and
effluent re-use) and ‘Employment Generating Capacity’.
Environmental Capacity
3.4.3 To determine the appropriate development capacity in the 5,300 ha NTN Study
Area, with the vision to achieve eco-city, low carbon city, wise city and walkable
city concepts and create a “new” generation new town beyond year 2030,
references has been made to eco-city standards as benchmarks.
3.4.4 EIU Green City Index - Firstly, the Study adopted top-rated cities in the
Economist Intelligence Unit (EIU) Green City Index (Copenhagen, Singapore,
and San Francisco) as benchmarks: These cities were assumed to have an optimal
population density, as this metric is one of the key drivers in reducing energy use
and emissions through allowing efficient public transit systems to develop. It is
noted that population density of these cities ranged between 69-75 persons per ha,
which multiplied by the 5,300ha of NTN implies a population range of about
366,000 -398,000.
3.4.5 China Eco-Cities - Similarly, best practices in Eco-Cities in China was also used
as a reference. It is noted that population density of these cities ranged between
83-125 persons per ha, which multiplied by NTN land area implies a population
of about 442,000 -663,000. However, as many of China’s Eco-Cities are largely
still under development rather than successfully populated and operating, this
density remains a hypothetical guideline rather than one that has been proven to
work well in practice.
3.4.6 NTN Land Resources - Thirdly, the MCD analysis output was categorised into
levels of suitability for development, mirroring the zoning categories for
residential development in Hong Kong. Prevailing development densities were
applied to the identified land resources in the vast area of the Study Area, based
on the Hong Kong Planning Standard and Guidelines (HKPSG) and plot ratio
ranges of existing New Towns. Using a range of average flat sizes, and typical
household sizes, an implied population was then extrapolated from the buildable
area of each category. A maximum population of about 400,000 can be
supported by the whole NTN land resources according to this methodology.
 28

Table 3.4.1 Population estimate using NTN Land Resources

Type of Development Medium to Medium to Existing
High Density Low Density villages &
Low
Density*

With reference to the MCD analysis and the comparable NDAs, a similar
housing to developable area ratio for the whole NTN land resources has been
adopted to determine the residential area in different types of density in
development.

[1] Residential area (ha) 122 82 140

Residential zoning type R1, R2 R3 R4
[2] Plot ratio 4-6 2 0.4
(average 5)
[3] GFA potential (m2) 6,100,000 1,640,000 560,000
(= [1] x [2])
[4] Average flat size HA/HOS = 100m2 135m2
50m2
Private = 60m2
[5] Number of flats HA/HOS = 16,400 4,148
(= [3] ÷ [4]) 85,400
Private =
30,500
[6] Average residents per flat HA/HOS = 2.66 3.30
3.06
Private = 2.66
[7] Implied population Public = 43,624 13,689
(=[5] x [6]) 261,324
Private =
81,130
Total implied potential population: 399,767
Note: Reference was made to the comparable NDAs for the ratio of public to private housing units in terms of total flat
production as assumption for estimation purpose.
*It refers to lands mainly with low and medium development potentials covered by the whole NTN land resources.

3.4.7 In summary, the population estimated using the land resources capacity, 400,000,
was chosen as the unifying estimate. This estimation is considered valid as it is
close to the benchmark of the Green City Index. Although the China Eco City
benchmark imply a higher population could be desirable, the standards are
derived from a broad range of urban developments, where the contexts may be
very different from the NTN.
Engineering Infrastructure Capacity
3.4.8 A total of two infrastructure scenarios were developed, which is minimum
infrastructure and maximum infrastructure.
3.4.9 Minimum Infrastructure Scenario - The additional population that could be
supported is the combination of population that can be supported by existing
spare capacity on existing ER and WR Lines by 2041 and by the potential bus
29

capacity offered by a possible new north-south highway, which equals to a total

population of 219,000.
3.4.10 Maximum Infrastructure Scenario – with the addition of a new major transport
infrastructure, i.e. a possible new north-south railway, the transport capacity
further increases. Additional bus capacity does not form part of the calculation
because the estimated peak hour demand for rail transit per 100,000 population is
based on an assumption of 60% rail share. By inference, this assumption takes
into account the bus capacity for the share of trips not taken by rail. Because of
the overarching goals to make NTN “Smart, Green, Resilient”, there is an overall
assumption that the current share of commuting trips by public transport (85% in
the 2011 Travel Characteristics Survey) will be maintained in the future. With
this additional train capacity, a population of 554,000 could be accommodated in
NTN.
3.4.11 The population supported in the minimum and maximum infrastructure scenarios
are summarized in Table 3.4.2. Noting that while the population is based on rail
capacity, it does not measure only the working population, but the whole
residential population of the area, as the share of working commuters as a
percentage of total rail users was used to generate total trip demand. The
implication is that the 400,000 population derived from environmental capacity
taking into account the NTN land resources, should be capped. As a result, it
would require a possible new north-south railway.
Table 3.4.2 Summary of transportation-based population estimates

Minimum infrastructure Maximum

Extent of
infrastructure &
transport capacity
infrastructure
Existing rail+ Possible Existing + Possible
new highway or stringent north-south railway+
traffic management Possible new highway or
measures stringent traffic
management measures

Total additional 219,000 554,000

population

Employment-Generating Capacity
3.4.12 The third methodology for forecasting a sustainable population in NTN is by
estimating its employment generating capacity. The maximum core employment
figure estimated (to be covered in the next section) was chosen as a starting point,
in order to create a population-employment pair in line with the planning
principle of creating opportunities for people and businesses for consideration.
Core jobs are hypothesized to exist on day 1 and induce a residential population
in the NTN. 4 In turn, the residential population creates more employment,

4
This is a highly simplified characterisation of the longer-term location choices that workers make: As with
many economic models, it starts from a completely unrealistic simplifying assumption, but the stripped down
simplification makes the process of how equilibrium is reached easier to comprehend. In reality, jobs emerge
over time and each new job causes the iterative process to take longer to come to equilibrium.
 30

because of the need for population-supporting jobs5. As illustrated in Table 3.4.3,

the iterative sorting process of the Garin-Lowry model results in a total
population of about 200,000, based on a core employment figure of about
184,000 (please refer to Table 3.4.8 for strong economic linkage scenario with
maximum core employment figure).
Table 3.4.3 Population induced by Core Employment by Garin-Lowry
Model
[1]Exogenously-determined core employment 184,000
[2]Proportion of workers choosing to live in same district a 50%
[3]Resident labour within NTN (= [1]x[2]) 92,000
[4]Population supported per worker = 1/(labour force participation 1.82
rate)b
[5]Initial core population (= [3]x[4]) 167,440
[6]Additional workers required to support residential population (= 10,883
6.5%x[5])
[7]Additional workers who chose to live in NTN (= [2]x[6]) 5,441
[8]Total additional residents through iterative process (repeating [6] 33,000
and [7])
200,000
Total population

Source: (a) Arup assumption; (b) Inverse of 55% forecast from Planning Department Territorial Population and
Employment Data Matrices, 2041forecast for Northwest New Territories
Note: Total population induced have been rounded so the totals may differ slightly

3.4.13 In summary, with the three methods of estimating population (environmental

capacity, infrastructure capacity, and employment-generating capacity) suggested
the following parameters for formulation of broad land use options, which could
also be used to generate corresponding employment estimates:
 Environmental capacity: 400,000
 Minimum infrastructure: 219,000
 Maximum infrastructure: 554,000, but capped at 400,000 by NTN land
resources
 Employment-based population: 200,000

Table 3.4.4: Summary of population forecasts

Environmental Capacity Infrastructure Employment-
International China Eco- NTN Land Capacity Generating
Green City City Resources Capacity
Index Standard Standard
366-398,000 442-663,000 400,000 Minimum:219,000 200,000

5
Assumptions: (1) 50% of workers in NTN will chose to live in the Study Area; (2) Each worker supports a
household size of 1.82 in line with existing demographics; (3) population-serving jobs (in education, health,
basic infrastructure, building maintenance etc.) typically equivalent to 6.5% of district population in typical HK
districts.
31

Maximum:
as capped by NTN
Land Resources

Employment Estimates
3.4.14 Instead of adopting the conventional employment forecasting methods, an
alternative employment forecasting method, namely a sector-based forecast
(bottom-up approach) has been adopted in this Study. This approach has an
advantage that specific floor space requirement can be worked out for individual
employment sectors, and the process is illustrated in Diagram 3.4.2. The key
steps in the process are:
1) Creating a core employment forecast on a sector-by-sector basis; and
2) Assigning a share of jobs in each sector to the NTN
Diagram 3.4.2: Supply-led employment forecast methodology

3.4.15 The shortlisted sectoral industries, listed in Table 3.4.5, were used to generate a
bottom-up employment forecast for the territory as a whole, based on long term
GDP forecasts for real GDP growth over the 2014-2041 period, as well as the
GDP forecasts by sectors, using the annual sector output data and employment
figures for the 4 key and 6 pillar industries, as well as the forecasted growth of
tourism (specialized retail) and urban agriculture industries.
3.4.16 After job growth in key industries is forecasted, shares of new jobs in each
industry were then assigned to NTN according to the suitability of NTN to house
activity in that sector.
 32

Table 3.4.5 Forecasting Employment by Sector

Current employment levels Forecasted increase in
(2012) sector jobs for HKSAR

Financial services 228,800 +97,743

Professional services 483,000 +86,515
Wholesale & trading 581,700 +74,130
Cultural & creative 200,370 +135,775
Medical services 78,970 +133,538
Education services 73,110 +19,080
Testing & cert. 12,780 +20,607
Logistics 183,200 +23,927
Environmental 39,520 +20,868
Innovation (R&D) 25,264 +32,065
Retail sales 317,600 +83,254
Urban agriculture &
related food production 4,400 +12,765
Total new jobs forecast +739,276
Note: Some sectors are not included and the job increase in this table is not equal to that for Hong Kong as a whole
Source: With the exception of urban agriculture and related food production, actual figures for 2012 are from the C&SD
publications The Four Key Industries and Other Selected Industries in the Hong Kong Economy, and the Composite Employment
Estimate by Industry. The data for urban agriculture and related food production and also forecast increase in all economic
sectors are estimates by Arup estimates

3.4.17 Table 3.4.6 summarizes the range of sectors that were assigned to the NTN under
the three different employment scenarios (i.e. weak, moderate and strong
economic linkages with PRD), with their rationales for locating in the NTN
elaborated.
3.4.18 Having rearranged job demand by type of space, we looked at the suitability of
the NTN as a location for specific job spaces as well as the drivers for each
specific industry to allocate a target range of share of jobs that could be located in
the NTN. The share of jobs going to the NTN will vary according to the
employment forecast scenario. Various percentage shares ranging from 3% to
50% were assigned using a combination of desktop research on existing industry
clusters or agglomeration patterns and stakeholder consultation.
33

Table 3.4.6 Industry Location Share Estimates for NTN

Sector Rationale for location in NTN

Financial services Back office needs large footplate, low rent
Trading excluding Footloose, seeks lowest rents with good transit
logistics access
Professional services Facilitate upgrading of PRD manufacturing
base, innovation drive
Education services Demand for job-related professional education
would track growth of financial and professional
service jobs
Creative industries Displaced from urban core, seeks low rents,
ability to co-locate
Medical services Medical tourism for aging PRC population,
sufficient room for campus
Urban agriculture Appropriate space, local agricultural skills
Food manufacturing Leverage urban farms, traditional foods &
existing manufacturing in NTN, space for
industrial park
Innovation NT Knowledge Corridor & LMC Loop
synergies. Room for science park. Proximity of
supporting professional services
Testing & certification Facilitate upgrading of PRD manufacturing
base, proximity to clients
Logistics Sufficient large lots, BCP proximity,
warehousing for retail
Environmental Sufficient large lots. Necessary to meet
Smart/Green principles
Specialized retail Cross border trade

3.4.19 Applying the different employment shares under different scenarios resulted in a
core jobs forecast for NTN ranging from about 99,000-184,000 as listed in
Tables 3.4.7 and 3.4.8.
 34

Table 3.4.7 Employment Forecast by Sectoral Industries

Weak economic Strong Medium

links economic economic links
links
Traditional Financial services 2,300 11,300 6,000
Key Pillar
Industries Trading excluding logistics 3,000 18,500 7,400
Professional services 4,300 21,600 8,700
Specialised retail/Tourism 25,000 25,000 25,000
Emerging Creative industries 9,500 23,800 14,300
Pillar
Industries Medical services 16,000 33,400 22,700
Education services 500 2,400 1,400
Innovation 8,500 14,900 8,500
Testing & certification 4,900 6,900 5,900
Logistics 8,400 8,400 8,400
Environmental 10,400 11,900 10,400
Urban agriculture 5,300 5,300 5,300
Food manufacturing 1,100 1,100 1,100
Total core jobs 99,100 184,000 125,000
Note: Sector forecasts have been rounded so the sub total and totals may differ slightly

Table 3.4.8 Summary of Core Employment Forecasts

Type of economic linkage with Overall range of Core
PRD job share employment
forecast
Weak economic links 3%-50% 99,000
Medium economic links 10%-50% 125,000
Strong economic links 25%-50% 184,000

3.4.20 In addition to calculated core jobs, office-supporting job and population-

supporting job needed to be calculated. Office-supporting job6 is assumed to be
about 9% of the higher-value sector core employment. In addition, population-
supporting job7 is assumed to be about 6.5% of typical residential population.
3.4.21 The core and supporting jobs were added to find total employment, as in Table
3.4.9. A range between 124,000 to 215,000 jobs could be accommodated in NTN
under different economic linkage with PRD.
6
Office-supporting jobs refer to jobs in services that support office districts (restaurants, retail, gyms patronized
by office workers, but also office cleaning services and stationers) to core (office-based) employment
7
Population-supporting jobs refer to local jobs in support of population, e.g. transportation, building
maintenance, utilities, education, healthcare, social services, and basic retail, which exist even there were no
“core” jobs and the district functioned solely as a commuter hub.
35

3.4.22 In summary, a total of 3 population-employment combinations were established

based on the population estimates and sector-based forecast (bottom-up approach).

Table 3.4.9 Population and Employment Forecast Summary

Minimum new Employment- Maximum new

infrastructure based transport
+ population infrastructure
Weak economic + +
links with PRD Strong Medium
economic links economic links
with PRD with PRD
[1] Residential population 219,000 200,000 400,000
[2] Core employment 99,000 184,000 125,000
[3] Higher-value sector core jobs* 55,000 142,000 83,000
[4] Employment multiplier = ([1] 20,000 26,000 34,000
x 6.5%) + ([3] x 9%)
[5]Assume government department anchor for office development to add 5,000 jobs in all
options
Total new employment = 124,000 215,000 164,000
[2]+[4]+[5]
Note: Figures have been rounded at each stage, total may not reflect sum of figures listed. The employment
multiplier is based on higher-income core job mainly excluding those in cross-border retail, urban agriculture, or
based in industrial estates such as the warehousing and driving share of logistics job.
*Refers to office-based industries for estimation of additional office supporting jobs in item [4].

3.4.23 These combinations were then applied as a basis for formulation of broad land
use options to be discussed in the next section of this FR.

3.5 Formulation of Broad Land Use Options for Initial

Analysis
3.5.1 Based on the delineation of PDA boundaries and the population and employment
combinations discussed in Sections 3.3 & 3.4 above, a total of Three Broad
Land Use Options have been formulated for initial analysis and for conducting
early stage broad technical assessments. The key components are summarized
below and their broad layout plans are presented in Figures 3.5.1 to 3.5.3.

Broad Land Use Option 1: Contextual Clusters

 36

Diagram 3.5.1 Development Theme – Contextual Clusters

3.5.2 The NTN is developed into a transition area between Hong Kong and the
Mainland, adopting the role of an urban fringe that supports commerce and trade
in the region while broadening the dependence of local residents on the existing
employment hubs in the wider territory. Option 1 is estimated to house a
population and employment of 219,000 and 124,000 respectively, which is a
scenario of minimum provision of new infrastructure with weak economic
linkage with the PRD.
3.5.3 New urban cores are carefully located to minimise impact on existing settlements
and are adapted to the local context in terms of development intensity. With
limited residential development, the NTN retains much of its scenic character
solidifying the perception of a rural and recreational region.
3.5.4 The limited development minimizes the requirements for additional railway
infrastructure, spurring development around the possible intermediate station on
NOL at LMC PDA, and the possible station at Chau Tau north of the San Tin
Highway.
3.5.5 Please refer to Figure 3.5.1 for the Broad Land Use Plan for Option 1.

Broad Land Use Option 2: Productive Metropolis

Diagram 3.5.2 Development Theme – Productive Metropolis

37

3.5.6 Given NTN’s strategic location being adjacent to the major market in the
Mainland, this option seeks to redefine the region as a self-sufficient Productive
Metropolis that balances a significant provision of new employment places with
residential areas with strong economic linkage with the PRD. Option 2 is
estimated to house a population and employment of 200,000 and 215,000
respectively.
3.5.7 The option is supported by the extension of the NOL8 eastwards to the TKL area,
shifting the centre of the NTN to the TKL area which will develop into a major
commercial and residential area.
3.5.8 New urban cores already established in Option 1 are intensified to provide a mix
of commercial activities and housing that will function as working/living
environments minimizing the dependence on other hubs in the territory.
3.5.9 Please refer to Figure 3.5.2 for the Broad Land Use Plan for Option 2.

Broad Land Use Option 3: Polycentric Living

Diagram 3.5.3 Development Theme – Polycentric Living

3.5.10 Envisioned as a major restructuring of the population distribution throughout the

territory, the NTN becomes an important new residential area offering an
alternative lifestyle embedded in the natural environment. Option 3 is estimated
to house a population and employment of 400,000 and 164,000 respectively,
which is a scenario of maximum provision of new infrastructure with medium
economic linkage with the PRD.
3.5.11 Supported by the NOL extension 9 and a possible new north-south railway
connection linking to other new towns and/or urban areas, the option delivers the
greatest flexibility in inter- and intra-site mobility, releasing the full development
potential of the NTN. The majority of new development is focused on the eastern
PDAs where the available land is optimized in work/live clusters.
3.5.12 To optimize the housing distribution in the region, the new mixed use residential
cores generated throughout the NTN establish a new system of interdependent

8
During the formulation of the CP at the later stage of the Study, NOL Extension is recommended to be
replaced by the concept of possible north-south railway.
9
During the formulation of the CP at the later stage of the Study, NOL Extension is recommended to be
replaced by the concept of possible north-south railway.
 38

centres forming a spatially heterogeneous region that encourages an inter-regional

polycentric lifestyle where all facilities are conveniently accessible via the
extended railway network.
3.5.13 Please refer to Figure 3.5.3 for the Broad Land Use Plan for Option 3.

3.6 Formulation of Development Phasing and Recommended

Development Scenarios
3.6.1 To maximize the development capacity of the NTN, it is considered prudent to
examine the additional infrastructure support that is needed. Scenarios of
maximized development capacity for economic activities and population of the
NTN notwithstanding their requirement of major transport infrastructure and
other supporting infrastructure have been explored. Further work including
affirming any scope for further increase in the population level and conducting
assessment of development scenarios to be supported by necessary levels of
major transport and sewerage infrastructure has also been carried out.
3.6.2 Given the extensive coverage of the NTN and huge costs and long lead-time of
building new infrastructure, it should be more appropriate for the development to
be progressively implemented. The progressive phases of development up to the
maximum scenario according to different levels of major transport and sewerage
infrastructure to be triggered have been explored.
3.6.3 The development phasing was then formulated according to different levels of
major transport infrastructure triggered. According to the Railway Development
Strategy 2014, the proposed NOL (to Kwu Tung) enhancing east-west
connectivity will be implemented by 2023 tentatively. As such, it is
recommended to tie the implementation of the proposed PDAs in with the
programme of NOL, with clustered development around San Tin so as to
optimize the NOL capacity and to minimize the need to open up too much land
for development.
3.6.4 On the basis of the three broad land use options and the consideration of
development phasing triggered by different levels of infrastructure provision
(both transport and sewage), a total of three new development scenarios with
revised population and employment levels have been formulated and assessed.
They are described below and presented in Diagram & Figure 3.6.1.
39

Diagram 3.6.1 Summary of Three Development Scenarios

3.6.5 Scenario I (Balanced Population, Highest Employment to Population Ratio)

is developed based on the Broad Land Use Option 2, which is intended to develop
NTN to a Productive Metropolis, with minimum required additional
infrastructure. The population/job combination is about 255,000/215,000. The
additional population is due to a combination of maximizing the development
intensity while keeping the operating performance of existing key railways and
highways and the inclusion of the planned QH residential development. A
possible north-south railway connecting from HYW to nearby new towns would
be required, which trigger a total of 2 phases of development. It is also confirmed
in our technical assessment that the performance of existing railways (in
particular WR) and highways (Tolo Highway and Tai Nam Tunnel) would not be
worse than the base case under this Scenario.
3.6.6 Scenario II (High Population, Lower Employment to Population Ratio) is
developed based on Scenario I above, with the provision of 215,000 jobs in the
NTN with a high economic linkage with the PRD. Attempt has been made in this
Scenario by optimizing the development intensity (with PR up to 7.5) to achieve
a higher population of 350,000. Thus, Scenario II features a lower employment to
population ratio than the balanced ratio under Scenario I. Since the scenario is
inclined towards population increase and the increase is significant, more
working population in the NTN need to commute from NTN to the urban area. As
a result, increased railway provision including further extension of a north-south
 40

railway southwards to other new towns and/or urban areas would be required,
triggering a total of 3 phases of development. Besides, with the increased road
traffic, the need for and the practicality of more stringent traffic demand
management measures and/or a possible new highway would have to be explored.
3.6.7 Scenario III (Highest Population, Lowest Employment to Population Ratio)
is developed based on Broad Land Use Option 3 – Polycentric Living, with the
intention to explore a highest residential development scenario with the lowest
employment to population ratio, with same infrastructure provision compared to
Scenario II. Similarly, development by 3 phases is recommended. The
population/job combination is about 397,000/165,000. Compared to Scenario I
and II, it is necessary to designate more land at the PDAs in the east NTN for
residential uses in replace of a more diverse land use, with the maximum PR still
at 7.5. The scenario is skewed towards population increase, thus will generate
even more commuting trips to the urban area than that in Scenario II. Although
strategic transport infrastructure proposed is similar to Scenario II, the traffic
impact is expected to be much greater.
3.6.8 Evaluation of the pros and cons for the three development scenarios has been
conducted. Scenario III is not recommended for consideration in the next stage of
the Study. This is mainly due to its low employment level, which the planning
principle of creating opportunities for people and businesses can hardly be
achieved. Although Scenario III has a comparatively merit of housing high level
of residential use and population, the population density is even higher than that
of the Tseung Kwan O New Town and problem of incompatibility with nearby
rural settlements and setting of the rural NT is also anticipated.
3.6.9 Comparatively, Scenario I and II, which are considered more self-sustaining and
covering a spectrum of development thresholds with different characteristics, are
recommended to be further developed in the Study and should form the basis for
detailed planning and design for the CP to be discussed in the next section of this
Report.

3.7 CP under Scenario I10

3.7.1 Please refer to Figure 3.7.1 for the CP under Scenario I in 1:15000 scale.
Figures 3.7.2a to 3.7.2e showing the illustrative BLCPs of the 5 Individual PDAs,
i.e. LMC, MKT, HYW, TKL and QH PDA in 1:5,000 scale with more
development details, are provided for illustrative purpose.
3.7.2 Please refer to Appendix A for the working assumptions employed for domestic
and non-domestic uses for the CP under Scenario I.

Planning Intention (Scenario I)

3.7.3 The intention for Scenario I is to redefine the NTN as a Productive Metropolis to
achieve a balanced mix of ultimate population and employment of 255,000 and
215,000 respectively. The mix balances a significant provision of new

10
There are changes in broad land uses presented in this section in view of the identification of site near
LT/HYW BCP for the development of Science Park (SP) and/or Industrial Estate (IE) as per the 2016 Policy
Address (please refer to Section 3.9 for details).
41

employment places with residential areas, therefore minimizing the infrastructure

provision.
3.7.4 The balance achieved by the high provision of job places would facilitate traffic
movements in the counter peak direction and hence net reduction of traffic in the
peak direction. This balanced population/employment levels would promote
resident workers in the northern NT to work within the same region, that in turn
would absolve their need to commute to the urban areas and reduce the distance
of travel in general.
3.7.5 A total of about 240 ha of brownfield sites are identified in the PDAs at the
beginning of the Study based on survey plan, aerial photo interpretation, with
verification by site inspection. Please refer to Figure 3.7.3 for the locations of
brownfield sites in the Study Area, which accommodate a variety of uses
including rural industries, port back-up uses, open storage uses etc. In view of the
interface issues brought by brownfield activities, and the impacts on the rural
character and the future development, the Study intends to phase out as much
brownfield uses as possible and attempt to consolidate them to designated
areas/multi-level compounds at suitable locations, with details of
implementation/consolidation to be studied in detailed P&E Stage. It is also
intended to encourage new firms to provide management and services to the
sector to help relocate the operators and upgrade their operations.

Development Phasing (Scenario I)

3.7.6 This scenario intends to capitalize on the proposed NOL and possible new
railway in the East NTN while keeping the operating performance of existing key
railways (in particular WR) and highways (Tolo Highway and Tai Lam Tunnel)
in the north-south direction not worse than the Base Case (without NTN
development).
3.7.7 In order to achieve progressive implementation of the CP, phasing is
recommended for the proposed development, as triggered by different
infrastructure provision. Development is recommended to be implemented in two
phases (Phase 1 & Phase 2) as follows:
Phase 1 (Figure 3.7.4 refers)
3.7.8 In Phase 1, it is intended to capture the development potential brought about by
the proposed NOL. In the West NTN, possible intermediate stations on NOL
(subject to the construction of NOL connection to Lok Ma Chau Spur Line
(LMCS)) will facilitate the development of LMC PDA. The PDA will hence be
developed to accommodate a population of about 55,000 and to provide about
80,000 jobs in Phase 1.
3.7.9 At the East NTN, i.e. TKL PDA, HYW PDA, MKT PDA, and QH PDA, the
proposed land uses are envisaged to have minimal impacts on the peak hour
loading conditions of the transport infrastructure will be in place during Phase 1.
Planned developments at the QH, including a public housing development,
private housing development and the proposed international school with total
population of about 40,000 are also expected to be developed in Phase 1.
Majority of the proposed sectoral industries at East NTN will also be developed
in Phase 1, generating a total of about 39,000 jobs. The planned LT/HYW BCP
Connecting Road will trigger the road-based sectoral industries including
 42

Tourism/Leisure, Science Park, Logistics Industry, Agri-Logistics/ Light Industry

(LI) and Industrial Estate.
3.7.10 In total, the Phase 1 development of West and East NTN yields a population of
about 95,000 and jobs of 119,000.
Phase 2 – Ultimate (Figure 3.7.5 refers)
3.7.11 In Phase 2, with the introduction of new possible railway in East NTN covering
the QH, PC, TKL and HLH connecting to the nearby new town, it provides
opportunities to support further population and employment growth in East NTN.
This will result in development of population and employment hubs around the
possible stations. Various Residential (“R”) zones, Mixed use (“MU”) zones,
Commercial (“C”) zones will yield an additional population of 160,000 and
employment of about 95,000.
3.7.12 This Scenario in total can generate a population of about 255,000 and about
215,000 jobs, with jobs/population ratio equals to about 84%.
3.7.13 The population and employment estimates for the CP under Scenario I are
presented in Table 3.7.1.

Table 3.7.1 Population & Employment Estimates for CP under Scenario I

PDA Population (about) Employment (about)
West NTN Phase 1 Phase 2 Phase 1 Phase 2
LMC PDA 55,392 55,392 80,286 80,286
Sub Total 55,392 55,392 80,286 80,286

East NTN Phase 1 Phase 2 Phase 1 Phase 2

MKT PDA 0 0 3,936 3,936
HYW PDA 0 0 5,076 41,148
TKL PDA 0 124,265 30,121 73,070
QH PDA 40,000* 75,302 0 16,292
Sub Total 40,000 199,567 39,133 134,446

TOTAL 95,392* 254,959 119,419 214,732

(95,000) (255,000) (119,000) (215,000)

*Including the planned QH Development which will provide a population of about 40,000.

Overall Land Use Budget under Scenario I

3.7.14 Table 3.7.2 shows the land use budget of the CP under Scenario I.
Table 3.7.2 Land Use Budget for CP under Scenario I
Zone/ West NTN East NTN Total
Committed (LMC) (MKT+HYW+TKL+QH) (ha, about)*
Major (ha, about)*# (ha, about)* #
Development
Mixed Use (PR 5+1) 5 17 23
High Residential (PR6) 9 16 24
43

Zone/ West NTN East NTN Total

Committed (LMC) (MKT+HYW+TKL+QH) (ha, about)*
Major (ha, about)*# (ha, about)* #
Development
High Residential (PR5) 7 40 47
High Residential (PR4.5) 0 11 11
Medium Residential (PR3.5) 33 24 57
Medium Residential (PR3) 0 13 13
Low Residential (PR1.5) 0 72 72
Commercial (cross boundary 0 20 20
retail) (PR6)
Commercial (cross boundary 28 0 28
retail) (PR4)
Commercial (PR5) 21 0 21
Commercial (PR4) 0 21 21
Commercial (PR3.5) 0 8 8
Commercial (PR3) 5 9 14
Logistics Industries (PR3) 10 14 24
Science Park (PR3) 0 22 22
Enterprise Park (PR3) 13 0 13
Tourism/Leisure (PR0.8) 0 12 12
Industrial Estate (PR4) 0 39 39
Agri-Logistics (PR3) 0 33 33
Existing Settlements 14 80 94
GIC (existing & planned) 3 22 25
GIC (new) 7 34 41
Villages 6 80 86
AGR 14 158 172
GB 38 198 236
Open Space 21 64 85
OU (BCP) 0 25 25
OU (Railway Depot for 0 8 8
possible North-South
Railway)
Queen's Hill Development 0 20 20
(Planned)
Roads (existing & planned) 20 44 64
Roads (new) 17 37 54
TOTAL 271 1,141 1,412
*some minor difference in total sum due to rounding-up issue.
#
the land area is subject to detailed survey at the stage of P&E Studies.

Commercial (“C”) - Total 112 ha

3.7.15 Within the LMC PDA, “C” sites ranging from sizes are proposed in a possible
railway station in San Tin which are designated with a PR of 5, while “C” sites
with lower PR of 3 are located northwards. This will optimize development
potential around the station area and enable design integration of the station, retail
and commercial activities on the lower levels and underground spaces, with
office and hotel above. Besides, rail-based developments in the PDA is
characterised by a limited quantity of space in which new communities and
business areas will be created. Another site to the south of the San Tin
Interchange is designated with a PR of 3. In addition, sites around a possible
station in Chau Tau are designated for a cross-boundary retail park. The sites with
PR 4 are intended to provide convenient access for cross-boundary retail facilities
for visitors from the North. Building height of structures along western boundary
 44

of the site will be restricted to 4 storeys. There is also an intention to enhance the
cross-boundary access to the LMC BCP, and the existing San Tin Public
Transport Interchange (PTI) for yellow buses will be improved by integrating into
this commercial area with multi-storey car parking which will be directly
accessible from the nearby the possible station in Chau Tau. District cooling
system (DCS) plants are proposed to be developed as part of the “C” site to the
southeast of the possible station in San Tin and at the “C” site that accommodate
the cross-boundary retail park, to provide chilled water to the air-conditioning
system for cooling purpose and for achieving energy efficiency, whereas exact
location and scale (whether it is a standalone building/ incorporated within the
future commercial building) will be subject to detailed design.
3.7.16 At the HYW PDA, “C” sites are designated with PR 6 intended to provide cross-
boundary retail facilities around a possible station and connectivity to the HYW
BCP.
3.7.17 At the TKL PDA, “C” sites which are proposed around a possible station in PC
are designated with a PR of 4. A site at the north of a possible station in HLH is
designed with a PR of 3, while another site at PC is designated with a lower PR
of 3. The proposed zone is intended to support the residential communities and
provide an employment node for the locality, serving as nodes for retail, office,
hotel and other commercial activities. A strip of land is also designated towards
the south of the TKL PDA, along the Sha Tau Kok Road, with a lower PR of 3.
The designated site will interact with the “C” zone in the opposite of the Sha Tau
Kok Road (at the QH’s PDA) to form a strip of commercial nodes which serves
for local retail, dinning and other activities.
3.7.18 Within the QH PDA, various sites locating along Sha Tau Kok are designated
with a PR of 3.5, serving as a buffer from the traffic noise and air pollution from
the Sha Tau Kok Road for residential areas to the south. The designated “C” sites
also interact with the commercial zone in the TKL PDA (as mentioned above) to
form a strip of commercial activity corridor which serves local retail, dinning and
other activities.
Mixed Use (“MU”) – 23 ha
3.7.19 “Mixed Use” sites are proposed among the LMC PDA, QH PDA and TKL PDA.
All sites are located near the possible railway stations to maximise development
potential for development of the core centre for each PDA. The planning
intention of “MU” is for a mixed residential and commercial uses. A combination
of various types of compatible uses including commercial, residential,
educational, cultural, recreational and entertainment uses, either vertically within
a building or horizontally over a spatial area is allowed. People movement are
spanned both under and above the possible stations creating the necessary
pedestrian connection across the at-grade or underground railway line.
3.7.20 “MU” sites with domestic PR of 5 and non-domestic PR of 1 are proposed at
LMC PDA. The sites will comprise both retail and residential above the possible
stations and be reaching a total of PR6 to optimize the benefits of transit-oriented
development (TOD) forming a new urban core and will be accompanied with
high-density commercial areas.
3.7.21 “MU” sites with domestic PR5 and non-domestic PR1 are proposed near the
possible stations at QH and PC. The sites will comprise both retail and residential
45

uses and be reaching a total of PR6 to optimize the benefits of TOD. At TKL
PDA, the “MU” site will form the new urban core near a possible station in PC
and will be surrounded by high density commercial areas up to PR4. At the QH
PDA, “MU” sites are designated immediately north of the planned QH
Development (which will be comprised high-density public housing, medium-
density private housing and an international school development housing nearly
40,000 population). The intention of this “MU” zone is to serve as a centre to
enhance the pedestrian connectivity of the planned QH Development towards the
possible station in QH, such as requiring at-grade public pedestrian corridor,
retail podium and etc., to reduce reliance on road-based transport.
Residential (“R”) – 224 ha
3.7.22 In general there are about 224 ha of land designated for residential uses. These “R”
zone clusters are mainly located around the possible railway stations and density
gradually reduces away from the station, with PR ranging from PR6 to PR1.5.
3.7.23 In the LMC PDA, residential uses are ranging from PR 3.5 to PR6. They are
generally located at the periphery of the PDA. PR6 residential uses are located
near to the proposed San Tin commercial core around the possible station, from
which the density descends gradually to PR5 and 3.5 towards the western and
southern fringe of the PDA. Further away from the possible station, towards the
eastern part of the PDA, medium-rise rural type residential development of PR3.5
are proposed, which creates a transitional increase of development intensity from
the rural context and the existing village-type development near the Ki Lun Shan
area to the cross boundary retail facilities at the north of the site.
3.7.24 In the TKL PDA, residential uses are ranging from PR1.5 to PR6. They are
generally located around the two possible stations, i.e. in PC and HLH and nearby
the proposed road network. Surrounding the central area of HLH, where the
possible station in HLH, a commercial area and various district G/IC facilities are
located, residential development of PR6 at the west gradually descending to PR
3.5 at the east forming a new residential neighbourhood at HLH of the PDA.
Around the possible station in PC and at the periphery of the commercial core,
medium-density residential area with PR3 are planned for gentle transition with
PR 1.5 at the west, while low-rise rural type residential development of PR1.5 are
generally scattered nearby existing villages and towards the southern part of the
TKL PDA which corresponds and respect to the rural context.
3.7.25 In the QH PDA, the proposed “R” zones are located to the south and east of the
planned QH development 11 . Developments immediately south and east to the
planned QH development are at PR 4.5 and 3.5 respectively. Another residential
site towards the northeast of the QH PDA, along Sha Tau Kok Road is planned
for PR1.5 to respect the local rural context and village settlements near the Ko Po
and San Tong Po area.
Villages (“V”) – 86 ha

Table 3.7.3 Villages within the PDA

Name PDA Type

11
The sites for the planned public housing (13.77 ha) and private housing (3.97) at QH have not been included
in the entries of “R” zones but a separate entry “Queen’s Hill Development (planned )” in Table 3.7.2.
 46

Name PDA Type

MA NIU SHUI SAN
TSUEN Queen’s Hill Indigenous Village
FU TEI PAI Queen’s Hill Indigenous Village
KWAN TEI Queen’s Hill Indigenous Village
PING CHE Ta Kwu Ling Indigenous Village
WO KENG SHAN Heung Yuen Wai Indigenous Village
PING YEUNG Ta Kwu Ling Indigenous Village
KAN TAU WAI Heung Yuen Wai Indigenous Village
CHUK YUEN Heung Yuen Wai Indigenous Village
TSUNG YUEN HA Heung Yuen Wai Indigenous Village
TAI PO TIN Ta Kwu Ling Indigenous Village
TONG FONG Ta Kwu Ling Indigenous Village
CHOW TIN TSUEN Ta Kwu Ling Indigenous Village
FUNG WONG WU Ta Kwu Ling Indigenous Village
LEI UK Ta Kwu Ling Indigenous Village
SHEK WU WAI Lok Ma Chau Indigenous Village
NGA YIU HA Heung Yuen Wai Indigenous Village
PING CHE (KAT TIN) Ta Kwu Ling Indigenous Village
PING CHE (YUEN HA) Ta Kwu Ling Indigenous Village
3.7.26 Table above shows all indigenous villages within PDAs of NTN.
3.7.27 There are a total of 53 “V” zones, comprising a total of 327 ha within the entire
NTN Study Area. 18 “V” zones, comprising a total of about 86 ha are located
within our PDAs boundaries (Figure 3.7.6 refers). The total area of “V” are
remained the same to respect the rural settlement and cultural tradition at the area.
The “V” zones are located within LMC PDA, TKL PDA, HYW PDA and QH
PDA.
3.7.28 LMC PDA involves one “V” zone, Shek Wu Wai Village, locates at the northeast
of the possible station in San Tin. The “V” zone is mostly surrounded by
proposed Agriculture (“AGR”) and Green Belt (“GB”) in order to provide a rural
setting environment to the low-rise village houses.
3.7.29 5 “V” zones fall within HYW PDA including Chuk Yuen, Tsung Yuen Ha, Kan
Tau Wai, Nga Yiu Ha and Wo Keng Shan. They are scattered around the PDA
and are proposed to be surrounded by “GB” zone or “AGR” zone in order to
maintain a rural setting to the low rise village houses.
3.7.30 TKL PDA involves 9 “V” zones including Ping Che, Ping Che Kat Tin, Ping Che
Yuen Ha, Ping Yeung, Tai Po Tin, Lei Uk, Tong Fong, Chow Tin Tsuen, Fung
Wong Wu. They are mainly scattered along PC Road and most are surrounded by
proposed “GB”, “AGR” zones or low-rise residential with PR1.5 in order to
maintain a rural setting to the low-rise village houses.
3.7.31 3 “V” zones fall within QH PDA including Ma Niu Shui San Tsuen, Kwan Tei
and Fu Tei Pai. They are proposed to be surrounded by an elongated “Open Space”
47

belt and “AGR” zone in order to provide and maintain a rural setting environment,
buffered from new high-rise developments, to the low rise village houses.
Existing Settlements – 94 ha
3.7.32 Existing Settlements refer to established village settlements and squatter houses
which fall outside “V” zones and existing residential zones. They are usually
scattered near the existing “V” zones (Figure 3.7.6 refers). In order to respect
local established squatters and settlements, conservative approaches are taken to
minimize the encroachment to these existing settlements identified as far as
possible. The existing locations and size of Existing Settlements are recorded
based on survey plan, aerial photo interpretation and verified by site inspection,
subject to review in detailed design stage.
3.7.33 The boundary of the “Existing Settlements” is drawn by a general rule of 5m
from the Existing Settlements identified. For these “Existing Settlements”, as part
of the PDAs in the future, our intention is to provide incentives for these villagers
to upgrade the condition of these village houses and benefit from improvements
to infrastructure such as sewage, utilities and accessibility to enhance their living
standard. The area of “Existing Settlements” is therefore about 94 ha. Currently,
there is no statutory zoning for the recommended rural improvements for
“Existing Settlements” zone, which is a new concept proposed under this Study to
foster urban-rural-nature integration. Nevertheless, reference could be made to
the “Residential (Group D)” “(R(D))” or “OU(‘Rural Use’). The “R(D)” zone is
intended to improve and upgrade temporary structure within the rural areas
through redevelopment of existing temporary structures into permanent structure.
It is also intended for low-rise, low-density residential developments subject to
planning permission from the Town Planning Board. A similar zoning can be
provided with a determined development potential given to the site; while
“OU(“RU’)” zone is intended primarily for preservation of the character of the
rural area, and uses/development compatible with rural landscape may be allowed
on application to the Town Planning Board, with a view to upgrading or
improving the area or providing support to the local communities. These zonings
provide incentives for rural enhancement by providing some PR incentives, e.g.
PR0.4 for both “R(D)” and “OU(‘RU’)” zones, to tailor-make to these residential-
base village settlements and provide adequate incentives to organically improve
the entire rural environment and living standard. Thus, this new concept for rural
improvements needs to be further explored in detailed design stage of the Study.
Agriculture (“AGR”) – 172 ha
3.7.34 Agricultural land has been identified in the PDAs based on information received
from Agriculture, Fisheries and Conservation Department (AFCD) and PlanD on
location, size and status (active/abandoned) of agricultural land, which is further
modified by aerial photo interpretation and site inspection.
3.7.35 About 172 ha of land in the CP is zoned as “AGR”. Existing “AGR” land which
is currently actively farmed is preserved with the greatest effort unless major
infrastructural development is colliding with the existing “AGR” land.
3.7.36 Relatively large area of “AGR” land is planned in the TKL PDA and HYW PDA,
where areas of active agriculture and its surrounding abandoned farmland that are
with opportunities to be rehabilitated as a whole are proposed. Much of these
“AGR” land are located near to the “V” and “Existing Settlements” area which
helps to maintain a rural context to these village clusters. Several “AGR” land is
 48

located in direct proximity to proposed residential developments. Here the

possibility arises to establish community gardens or other recreational facilities
through which new inhabitants can experience and directly interact with the
agricultural setting of the NTN.
3.7.37 Smaller patches of “AGR” zones can be found in the LMC PDA and QH PDA,
located between proposed developments. For the LMC PDA, “AGR” land south
of the proposed logistics use consists of several agricultural plots that are still
actively used. This area helps to preserve some open areas between existing
village and existing settlements and helps to set a green buffer for the more
intense development around the possible station in San Tin. For the QH PDA,
“AGR” land is planned immediately around the “V” zone in Kwan Tei and Fu
Tei Pai, as well as a large area of “Existing Settlement”, where active farmland
are now located. Maintaining this area for “AGR” zone will help to maintain the
rural context for the low-lying village development in the vicinity.
Green Belt (“GB”) – 236 ha
3.7.38 About 236 ha of land within the PDAs are zoned as “GB”. They are mostly zoned
within development hubs and serve as buffer between developments. The
distribution of “GB”, to a large extent follows the existing land use. Maintaining
this land use helps to preserve the existing rural character and respects current
activities. Buffer areas around sensitive rivers/streams that fall outside the
development cores are also zoned as “GB” as preservative and enhancing
measure, building on the establishment of the green corridors that form a crucial
ingredient of the open space framework.
Government, Institution or Community (“G/IC”) –66 ha
3.7.39 About 66 ha of land is designated for G/IC uses where about 25 ha are existing
and planned G/IC facilities and 41 ha are proposed new G/IC uses, the latter of
which is based on the requirements according to the HKPSG.
3.7.40 Depends on the function of the facilities, they are located at area where they can
serve the population at the core of the hub and also the population at various
existing villages settlements. G/IC facilities are mostly located at the edge of the
development hubs as shared facilities between urban and rural population and a
bridge for urban-rural-nature integration. Please refer to Figure 3.7.7 for the
location and distribution of existing and proposed G/IC uses in the CP under
Scenario I.
3.7.41 In LMC PDA, there are 2 existing G/IC facilities, which is the existing electricity
substation and a planned columbarium site along San Tin Highway. New G/IC
facilities serving the population of the future development include 5 primary
schools and 2 secondary schools, a fire station cum ambulance depot, a vehicle
depot12 and a sports centre. These G/IC facilities are located at area where they
can serve the population at the core of the development and also the existing
population in various village settlements.
3.7.42 New G/IC facilities are proposed in the HYW PDA, which include a fire station
cum ambulance depot.

12
A site of about 0.86ha locating along main road has been reserved for a vehicle depot which is requested by
the FEHD, and the scale and location is subject to further discussion with FEHD.
49

3.7.43 In the TKL PDA, preserved existing G/IC uses include Wun Chuen Sin Koon,
Government farm, existing schools, rural committee building, existing pumping
stations, existing elderly homes and nursery school and Government Offices,
most of which are clustered along PC Road. Opportunities could be explored on
enhancing the use of these existing G/IC facilities in serving the future
development in the PDA, subject to discussion with the relevant Government
departments. For instance, opportunities could be explored to adaptive reuse of
the abandoned schools for agriculture/tourism related use. A range of new G/IC
facilities are proposed in the TKL PDA, which includes 12 primary schools and
10 secondary school, a swimming pool complex, a district police station, 3 sports
centres, a sports ground, a clinic, a hospital, a fire station cum ambulance depot
and a vehicle depot for Food and Environmental Hygiene Department (FEHD).
Most of the G/IC facilities are located at the edge of development hub, the only
difference is at HLH area. It is located at the centre of the population as this
location can reach the optimum population within the PDA. It should be noted
that a hospital, which is a regional facility is proposed in the TKL PDA at the
eastern edge of the TKL PDA yet with good access to the possible station in PC.
Moreover, similar to the LMC PDA, a site of about 1.6 ha locating along main
road has been reserved for a vehicle depot requested by FEHD. The scale and
location of these regional facilities are to be further discussed with the relevant
Government departments.
3.7.44 Within the QH PDA, existing and planned G/IC facilities includes the Kwan Ti
Public School, Agricultural Station, a church and a planned fire station cum
ambulance depot located along the Sha Tau Kok Road. New G/IC facilities
include 4 primary schools. It should be noted the planned QH Development will
also include 2 additional primary schools and an international school. The “G/IC”
zones are located at area where they can serve the population at the core of the
hub and also the population at villages/ existing settlements.
Open Space (“O”) – 85 ha
3.7.45 About 85 ha of land is designated as “Open Space” within the PDAs. Open space
corridors comprising landscaped routes, existing active agricultural uses and
preserved natural landscapes are therefore strategically configured to maximise
mobility linkages (including pedestrian and cycling routes) and preservation of
the rural character within larger urban development zones. One example is the
“green mobility loop” that surrounds the TKL PDA, which is a continuous linear
park of 30m in width to include a cycle track, pedestrian path and greenery. The
7.5km loop encourages existing and future residents to walk to work or access to
public facilities. For recreational purposes, it can be well equipped with a
potential jogging track and several linear playgrounds. As the loop intersects with
some possible railway stations and is linked with the proposed open space
systems within the PDAs with existing walking routes, it is highly connected on
both a regional and a local level.
3.7.46 At the same time, preserving interstitial access and visual links to important areas
in the vicinity, such as burial grounds and the agricultural landscape, will enhance
the integration of new development with the rural surroundings and minimise the
disruption to existing residents.
Logistics Industry – 24 ha
3.7.47 About 24 ha of land is designated as Logistics/ Light Industry use. PR3 are
applied in the zones at LMC PDA, TKL PDA and HYW PDA. The intention of
 50

the “Logistics Industry” zone is to allocate land for consolidation of existing

logistics operators and for modern logistics development.
Agri-Logistics – 33 ha
3.7.48 About 33 ha of land at MKT PDA is designated for modern agriculture and agri-
logistics. This area currently comprises brownfield uses and as such is suitable to
be built for mid-height industrial spaces. The MKT BCP is the primary gateway
for fresh produce from China and as such, appropriate space to house wholesale
distribution, with a testing & certification facility that focuses on food. In
conjunction with this, we also propose that modern/intensive agriculture
(hydroponics, fish farming etc.) is best co-located in this area to take advantage of
the combination of distribution and testing facilities in this location.
3.7.49 Being efficiently located as part of the logistics belt linking to the HYW PDA via
the connection between MKT Road and Lin Ma Hang Road, the proposed agri-
logistics use at this area will maintain certain flexibility in its usage to provide
land for modern logistics uses when future needs arise.
Tourism/ Leisure (“T/L”) – 12 ha
3.7.50 Tourism/ Leisure with a PR of 0.8 occupies about 12 ha of land at HYW PDA.
The close location of the Tourism/ Leisure zone with the future Robins Nest
Country Park would offer synergies. The good quality agricultural terrain,
dispersed villages housing interesting traditional architecture further west and
proximity to the proposed Country Park, marks the identity of the area. It is thus
proposed to maintain the rural significance of this area by defining zones for
agro-tourism villages and eco-lodge type development that will increase
employment opportunities and integrate with the scenic views to the south and
west.
Industrial Estate (“IE”) – 39 ha
3.7.51 A total of about 39 ha of land at TKL PDA and HYW PDA are designated as
“IE”, with a PR of 4. The IE sites are located on the two sides of the planned
LT/HYW BCP Link Road. Capitalizing on the location close to the HYW BCP
and the Link Road leading towards the south, this industrial estate will focus on a
variety of next generation hi-tech production and manufacturing activities.
Another portion the industrial estate is earmarked for consolidation of existing
industrial activity in the NTN. The IEs will link westwards to the proposed
Science Park in TKL PDA to form a continuous hi-tech research and production
corridor. These are enveloped by an east-west band of agricultural land that joins
with the mountainous terrain to form the Robin’s Nest scenic area. The co-
location of the IE with the Science Park also recognizes the importance of
manufacturing industries with new or improved technology and processes in
fostering technological innovation and enhancing the value chain of the
Innovation and Technology (I&T) industries. The IE will be designed to meet the
needs of science, innovation and technology-based (SIT-based) industries which
would create synergy and integration with the activities in Science Park.
Science Park (“SP”) – 22 ha
3.7.52 22 ha of land at TKL PDA is designed for “SP” with a PR of 3. It is envisaged
that the SP will be arranged as a walkable community with shared conference and
recreational spaces as well as dining areas. Adjacent to the Science Park, an IE
51

will maximize the synergy between research and production and will form the
west edge of the industrial corridor that begins with the 22 ha industrial areas
across the planned LT/HYW BCP Link Road to the east. The Science Park area
envelops part of an EIS that will be protected in the new development and
utilized as an open space resource.
Enterprise Park (“EP”) – 13 ha
3.7.53 About 13 ha of land with PR of 3 is reserved for “EP” at the LMC PDA along the
San Tin Highway. It is envisioned that this development will provide both work
space and the type of support and networking services more typically associated
with incubators and innovation districts. This facility would be targeted at a
broader range of industries, and cater to the needs of the local population. Social
enterprises could be a particular focus of this space.
Planned Queen’s Hill Development – 20 ha
3.7.54 About 20ha of land is for the planned QH Development. This includes a planned
public housing development (13.77 ha site) which will be developed with a PR6,
a private housing site (3.97 ha), assuming a PR3.6, and a “G/IC” site (2.34 ha)
planned for international school use. It is estimated that the planned QH
Development will provide a total population of about 40,000 13 . Within the
planned public housing site, 2 primary schools, a public transport terminus and a
community hall will also be provided.
Other Specified Use (“OU”) and Others – 151 ha
3.7.55 About 25 ha and 8 ha of land are planned as “OU” in the HYW PDA, for the
planned HYW BCP and a railway depot planned for accommodating the railway-
related facilities for the possible north-south railway .
3.7.56 Besides, about 118 ha of land in the CP are designated for other uses such as
roads, which include about 64 ha for existing/planned roads and 54 ha new roads.

G/IC and Open Space Provision under Scenario I

3.7.57 In order to support the target population for the CP under Scenario I, a number of
G/IC uses and Open Space proposed are summarized in this section. The
provision is based on the requirements under the HKPSG while some are
requested by Government departments.
Proposed G/IC Provision
3.7.58 The provision of G/IC facilities are estimated based on proximity of the PDA in
order to facilitate the sharing of facilities among development areas. As such,
LMC PDA is considered as West NTN while TKL, HYW, MKT and QH are
grouped as East NTN during the estimation.
3.7.59 The new G/IC uses listed in this section (Table 3.7.4 refers) are mainly the
facilities that require land reserve and in standalone buildings. Some G/IC
facilities, such as kindergarten/ nursery classes, social welfare facilities, study
room, library, wet market etc., can normally be housed in residential
developments/ mixed use developments which could be reviewed in the more

13
Source: North District Council Paper No. 49/2014 discussed on 9 Oct 2014 and RNTPC Paper No. 7/15, on 8.5.2015 on
the proposed amendments to the Draft Lung Yeuk Tau and Kwan Tei South Outline Zoning Plan No. S/NE-LYT/15.
 52

detailed design stage and further discussion with concerned Government

departments.
53

Table 3.7.4 G/IC Provision in the CP under Scenario I

West NTN East NTN
G/IC Facilities Provision (LMC) (MKT+HYW+TKL+QH)
Total
Population 55,392 199,567# 254,959#
Nursery Classes and
Kindergartens 35 109 144
(unit : classroom)
30-classroom Primary
5 18* 23
Schools (unit : school)
30-classroom Secondary
2 10 12
Schools (unit : school)
International School 0 1* 1
Hospital 0 1 1
Clinics/Health Centres 0 1 1
Divisional Police Station 0 1 (reprovision) 1
Fire Stations cum Ambulance
1 3@ (1 reprovision) 4
Depot
Integrated Family Service
0 2 2
Centres (IFSC)
Integrated Children and
Youth Services Centres 1 4 5
(ICYSC)
Sports Centre 1 3 4
Sports Ground 0 1 1
Swimming Pool
0 1 1
(Standard and Leisure)
Post Offices 0 1 1
Library 0 1 1
Study Room 0 1 1
1 1
Vehicle Depot (8,600m2)^ (16,000m2)^
2
# Including the planned QH Development (which generate a population of about 40,000)
* Including the planned provision of 2 primary schools and 1 international school in the planned QH
Development which are not planned under this Study.
@ Including the planned Fire Station to serve the planned QH Development
^ The land area is subject to detailed survey at the stage of P&E Studies.

Proposed Open Space Strategy and Provision

3.7.60 The distribution of Open Space is shown in Table 3.7.5.
3.7.61 About 25.5 ha of land are designated as District Open Space (DO) in the CP in
serving the 255,000 planned population in the area, meeting with the requirement
according to the HKPSG (1m2/person). For Local Open Space serving residential
population, provision is also anticipated to be located within individual
development plots to serve local residents and thus are not shown on the CP.
3.7.62 With our vision to foster a green living environment compatible to the existing
rural character of the NTN and provide sufficient buffer areas and interactive
space between new and old developments to stimulate urban-rural-nature
integration, on top of the basic requirement of DO and LO, it is also intended for
ample provision of Regional Open Space (RO) to be provided at prominent
locations and urban fringe areas on the CP. This is intended to also provide
recreational outlet to serve wider needs of territorial population and tourists. It is
 54

also shown in our CP that the proposed open space is located near proposed
population centre, easily accessible by both new and existing population, as well
as serving as linkage of future activity centres throughout NTN.
3.7.63 Thus, a total of about 85 ha of open space14 will be provided in the CP under
Scenario I.
3.7.64 For comparison purpose, the overall provision of open space per new population
is approx. 3.3m2 per person, which is comparable to open space provision
proposed in recent planning studies such as Tung Chung New Town Extension
(approx. 3.1 m2/person) 15 and Yuen Long South development (approx. 3.2
m2/person)16.

Table 3.7.5 Distribution of New Open Space in the CP under Scenario I

West NTN East NTN
Open Space Provision (LMC)^ (MKT+HYW+TKL+QH)#^
Total^
Population 55,392 199,567 254,959
Employment 80,286 134,446 214,732
Required Local Open Space
Provision under HKPSG (0.5 4.01ha 6.72ha 10.73ha
m2/worker)
Required District Open Space
Provision under HKPSG (1 5.54ha 19.96ha 25.50ha
m2/person)
Local Open Space Provision
4.01ha 6.72ha 10.73ha
for workers/employees
District Open Space
5.54ha 19.96ha 25.50ha
Provision
Regional Open Space
11.66ha 36.83ha 48.49ha
Provision
Total Open Space Provision
21.21ha 63.51ha 84.72ha
on the CP17
# Including the planned QH Development (which generate a population of about 40,000)
^ The land area is subject to detailed survey at the stage of P&E Studies.

3.8 CP under Scenario II17

3.8.1 Please refer to Figure 3.8.1 for the CP under Scenario II in 1:15000 scale.
Figures 3.7.2a to 3.7.2b and 3.8.2c to 3.8.2e showing the illustrative BLCPs of
the 5 Individual PDAs, i.e. LMC, MKT, HYW, TKL and QH PDA in 1:5,000
scale with more development details are provided for illustrative purpose.
3.8.2 Please refer to Appendix A for the working assumptions employed for domestic
and non-domestic uses for the CP under Scenario II.
14
The total amount of Open Space provision shown on the CP include RO, DO and LO (required for
employment only). Required LO for residential population is assumed to be provided within individual
residential development lots in detailed design stage and therefore not shown on the CP at this stage..
15
According to the latest RODP for Tung Chung New Town Extension in June 2016.
16
According to the Stage 3 Public Engagement Digest for the Yuen Long South Study.
17
There are changes in broad land uses presented in this section in view of the identification of site near
LT/HYW BCP for the development of Science Park (SP) and/or Industrial Estate (IE) as per the 2016 Policy
Address (please refer to Section 3.9 for details).
55

Planning Intention under Scenario II

3.8.3 The intention of Scenario II is to explore a high-residential development scenario
with a lower employment to population ratio with due respect to the
environmental capacity of the NTN, with an addition of a new infrastructure
when compared to Scenario I, i.e. possible north-south railway to a nearby new
town and eventually a possible further extension of railway to other new towns
and/or urban area. Similar to Scenario I, development during Phase 1 will be
clustered in the LMC PDA (population level kept at about 55,000) at a scale that
would maintain the service level of WR as in the Base Case. Further population
increase will therefore be accommodated in East NTN.
3.8.4 With the addition of new transport infrastructure, Scenario II is intended to
increase the development intensity in East NTN to accommodate a higher
population closer to 400,000, while maintaining a strong economic linkage with
the PRD (i.e. about 215,000 jobs).
3.8.5 When considering a higher development intensity with respect to urban design
considerations, the maximum development intensity for East NTN for residential
use is set at PR7.5 which is comparable to the PR of the metro area of Kowloon.
Therefore, the ultimate phase of Scenario II is able to accommodate a population
of about 350,000 and about 215,000 jobs.
3.8.6 To make the best use of the capacity offered by the possible new railway
extension, it is assumed in our analysis that the new railway line will serve entire
East NTN covering QH, PC, HLH and LT. During Phase 2 development, it is
proposed to connect the possible railway line to the nearby new town. During
Phase 3, the possible railway line will be further extended to other new towns
and/or urban area.
3.8.7 Similar to Scenario I, in view of a total of about 240 ha brownfield sites identified
in the PDAs (See Figure 3.7.3), our intention is to phase out as much brownfield
uses as possible and attempt to consolidate them to designated areas/multi-level
compounds at suitable locations, with details of implementation/consolidation to
be studied in the detailed P&E Stage. It is also intended to encourage new firms
to provide management and services to the sector to help relocated operators and
upgrade their operations.

Development Phasing under Scenario II

3.8.8 Similar to Scenario I, in order to achieve progressive implementation of the CP,
phasing is recommended for the proposed development, as triggered by different
infrastructure provision. Development is recommended to be implemented in
three phases (Phase 1, Phase 2 and Phase 3). The 3 phases are triggered in
relation to the planned and proposed railway infrastructure (i.e. NOL, possible
north-south railway to the nearby new town and possible railway extension to
other new towns and/or urban area respectively).
Phase 1 (Figure 3.8.3 refers)
3.8.9 Phase 1 under Scenario II is identical to Phase 1 under Scenario I, capturing the
development potential brought about by the proposed NOL with development
focused in the LMC PDA. Please refer to the Phase 1 under Scenario I. In total,
 56

the Phase 1 development of West and East NTN will yield a population of 95,000
and 119,000 jobs.
Phase 2 (Figure 3.8.4 refers)
3.8.10 In Phase 2, possible railway line covering HYW, TKL, PC, QH and connecting to
the nearby new town is proposed to be developed, which triggers further
development of East NTN. The entire QH and HYW PDAs are to be developed in
this phase; and majority of the TKL PDA, which includes low to high density
residential uses, G/IC facilities, commercial uses (e.g. the cross-boundary retail in
HYW, retail area in QH, and Mixed Uses in PC and HYW) are to be developed in
this phase. During Phase 2, about 88 ha of land at HLH area, which is considered
far away from major development nodes will not be developed at this phase.
About 16 ha of land at HLH east of the proposed ring road is developed for
medium-rise residential in this phase as it can be supported by the proposed road
network.
3.8.11 In general, Phase 2 development of the East NTN will generate an additional
population of 160,000 and an employment of 89,000. The total (Phase 1 + Phase
2) population and employment will be 255,000 and 209,000 respectively, of
which the transport network performance would not be worsened by the
development as compared with the Base Case.
Phase 3 – Ultimate (Figure 3.8.5 refers)
3.8.12 In Phase 3, population beyond 255,000 is to be triggered and supported by a
possible railway extension from the nearby new town to other new towns and/or
urban area.
3.8.13 With the support of new rail connection to HLH and additional passenger
capacity actuated by the possible railway extension to further southward to other
new towns and/or urban area, further development at the remaining 88 ha of land
at HLH area is triggered for a high-density residential community with associated
commercial and G/IC use. This yields an additional of about 95,000 population
and about 6,000 jobs at high density residential uses.
3.8.14 Inevitably, the additional population intake would also induce additional road
traffic demand that would need more stringent traffic demand management
measures and/or new transport initiatives (e.g. possible new highway) to be in
place for attenuating such impact.
3.8.15 This Scenario in total (Phase 1+2+3) can generate a population of about 350,000
and provide about 215,000 jobs, with jobs/population ratio equals to about 61%.
3.8.16 The population and employment estimates for the CP under Scenario II are
presented in Table 3.8.1.
57

Table 3.8.1 Population and Employment Estimates for CP under Scenario II

PDA Population (about) Employment (about)
West NTN Phase 1 Phase 2 Phase 3 Phase 1 Phase 2 Phase 3
LMC PDA 55,392 55,392 55,392 80,286 80,286 80,286
Sub Total 55,392 55,392 55,392 80,286 80,286 80,286

East NTN Phase 1 Phase 2 Phase 3 Phase 1 Phase 2 Phase 3

MKT PDA 0 0 0 3,936 3,936 3,936
HYW PDA 0 8,887 8,887 5,076 41,222 41,222
TKL PDA 0 94,955 189,542 30,121 64,503 70,651
QH PDA 40,000* 95,845 95,845 0 18,632 18,632
Sub Total 40,000 199,687 294,274 39,133 128,293 134,441

TOTAL 95,392* 255,079 349,666 119,419 208,579 214,727

(Estimates (95,000) (255,000) (350,000) (119,000) (209,000) (215,000)
in Nov 2015)
*Including the planned QH Development which will provide a population of about 40,000.

Overall Land Use Budget under Scenario II

3.8.17 The land use budget proposed for the CP with breakdowns into West NTN (LMC
PDA) and East NTN (MKT PDA, HYW PDA, TKL PDA and QH PDA) are
summarised in Table 3.8.2 below.
 58

Table 3.8.2 Land Use Budget for CP under Scenario II

West NTN East NTN
Zone/Committed Major Total
(LMC) (MKT+HYW+TKL+Q
Development (ha, about)*^
(ha, about)*^ H) (ha, about)*^
Mixed Use (PR 5+1) 5 0 5
Mixed Use (PR 6+1.5) 0 9 9
High Residential (PR7.5) 0 26 26
High Residential (PR6) 9 35 44
High Residential (PR5.5) 0 9 9
High Residential (PR5) 7 59 66
Medium Residential (PR4) 0 0 0
Medium Residential (PR3.5) 33 35 69
Low Residential (PR1.5) 0 34 34
Commercial (cross boundary
0 15 15
retail) (PR7.5)
Commercial (cross boundary
28 0 28
retail) (PR4)
Commercial (PR6.5) 0 20 20
Commercial (PR5) 21 0 21
Commercial (PR3) 5 0 5
Logistics Industries (PR3) 10 14 24
Science Park (PR3) 0 22 22
Enterprise Park (PR3) 13 0 13
Tourism/Leisure (PR0.8) 0 12 12
Industrial Estate (PR4) 0 39 39
Agri-Logistics (PR3) 0 33 33
Existing Settlements 14 80 94
GIC (existing & planned) 3 22 25
GIC (new) 7 44 51
Villages 6 80 86
AGR 14 156 171
GB 38 199 237
Open Space 21 62 83
OU (BCP) 0 25 25
OU (Railway Depot for possible
0 8 8
North-South Railway)
Queen's Hill Development
0 20 20
(Planned)
Roads (existing & planned) 20 44 64
Roads (new) 17 37 54
TOTAL 271 1,141 1,412
*Some minor difference in total sum due to rounding-up issue.
^ The land area is subject to detailed survey at the stage of P&E studies.

Commercial (“C”) - Total 89 ha

3.8.18 Distribution of commercial zones in LMC PDA is identical to Scenario I, while at
the HYW PDA, sites are designated with PR7.5 which is higher than Scenario I.
The sites are intended to provide cross-boundary retail facilities around the
possible station in HYW and connectivity to the HYW BCP.
3.8.19 At the TKL PDA, sites which are possible station in PC are designated with a PR
of 6.5. The proposed zone is intended to support the residential communities and
59

provide an employment node for the locality, serving as nodes for retail, office,
hotel and other commercial activities.
3.8.20 Within the QH PDA, sites locating along Sha Tau Kok Road are designated with
a PR of 6.5. Similar to Scenario I, the strip of land is intended for commercial use
to serve as a buffer from the traffic noise and air pollution along the Sha Tau Kok
Road for residential areas to the south. The designated “C” sites are intended to
form a commercial activity centre which serves local retail, dinning and other
activities of the PDAs.
Mixed Use (“MU”) – 14 ha
3.8.21 “Mixed Use” sites are proposed within the LMC PDA, HYW PDA and TKL
PDA. All sites are located near the proposed NOL or possible stations in the East
NTN to maximise development potential for development of the core centre for
each PDA, similar to Scenario I. The planning intention of “MU” is for a mixed
residential and commercial uses. A combination of various types of compatible
uses including commercial, residential, educational, cultural, recreational and
entertainment uses, either vertically within a building or horizontally over a
spatial area is allowed. People movement are spanned both under and above the
possible stations creating the necessary pedestrian connection across the at-grade
or underground railway line.
3.8.22 “MU” sites in LMC PDA is designated with domestic PR of 5 and non-domestic
PR of 1 are the same as Scenario I.
3.8.23 “MU” sites with domestic PR6 and non-domestic PR1.5 are proposed at TKL
and HYW PDAs near possible railway stations in PC and HYW. The sites will
comprise both retail and residential uses and be reaching a total of PR7.5 to
optimize the benefits of TOD. At TKL PDA, the “MU” site will form the new
urban core near the possible stations in PC and will be located south to the high
density commercial areas up to PR6.5. At the HYW PDA, a “MU” site is
designated immediately south to the cross boundary retail facilities up to PR7.5.
The intention of this “MU” zone is to serve as capture the development potential
bought by the TOD arrangement and integrating with the cross boundary retail
activities in connection to the BCP.
Residential (“R”) - 248 ha
3.8.24 In general there are about 248 ha of land designated for residential uses. These “R”
zone clusters are mainly located around the possible railway stations and density
gradually reduces away from the station, with PR ranging from PR7.5 to PR1.5,
which is higher than Scenario I.
3.8.25 While residential zones at LMC PDA are the same as Scenario I, the TKL PDA
in general provides residential uses ranging from PR1.5 to PR7.5. They are
generally located around the two possible stations, i.e. PC and HLH and nearby
the proposed road network. For instance, residential developments of PR6 to
PR7.5 are located near the central area of HLH, where possible station in HLH
and various district G/IC facilities are located. The residential developments
generally decrease westward to PR 5 and further decrease towards the east which
is delineated by the proposed district road to PR3.5. Around the possible station
in PC, at the periphery of the commercial core, high-density residential area of
PR 7.5 are designated, and gradually reduced to PR5 and then transform to
medium-density residential uses with PR 3.5 to the southwest. Low-rise rural type
 60

residential developments of PR1.5 are scattered nearby existing villages which

correspond and respect to the rural context.
3.8.26 Residential use of QH PDA excludes the 13.77 ha and 3.97 ha of land planned for
QH public housing development and private housing site. The proposed “R”
zones are located at the south and southeast of the planned QH development
(which is up to PR6, comprising a total population of about 40,000).
Development at immediately east and south to the planned QH development are
relatively high, comprising PR6 and PR 5.5 respectively. Sites around the
possible station to the north of the planned QH development are designated for
PR7.5 which response to the TOD development potential generated by the
possible north-south railway. Another residential site at the north-eastern
boundary of the QH PDA, along the Sha Tau Kok Road is planned for PR 6.
Villages (“V”) – 86 ha
3.8.27 These “V” are same as Scenario I and the total area remained the same as
Scenario I to respect the rural settlement and cultural tradition at the area. The “V”
zones are located at LMC PDA, TKL PDA, HYW PDA and QH PDA.
Existing Settlements – 94 ha
3.8.28 Existing Settlements refer to established village settlements and squatter houses
which fall outside “V” zone and existing residential zones. They are usually
scattered nearby existing “V” zones. The arrangement of the zonings under the
scenario is the same as Scenario I.
Agriculture (“AGR”) – 171 ha
3.8.29 A total of about 171 ha of land in the CP under Scenario II is zoned as “AGR”.
Existing “AGR” land which is currently actively farmed is preserved with the
greatest effort unless major infrastructural development and area of close
proximity to the railway possible stations are colliding with the existing “AGR”
land. AGR zones designated in Scenario I and II are largely the same.
Green Belt (“GB”) – 237 ha
3.8.30 About 237 ha of land among the PDAs are zoned as “GB”. They are mostly
zoned within development hubs and served as buffer between developments. The
distribution and the intention of GB are largely similar to that of Scenario I.
Government, Institution or Community (“G/IC”) - 76 ha
3.8.31 About 76 ha of land is designated for G/IC uses where about 25 ha for existing
G/IC facilities and about 51 ha for proposed G/IC uses. The existing G/IC uses
are the same as Scenario I and the proposed new “G/IC” zone is increased by
about 10 ha which is resulted from the need arises from the increased, according
to standard set out at the HKPSG.
3.8.32 Depends on the function of the facilities, they are located at area where they can
serve the population at the core of the hub and also the population at various
existing villages settlements. G/IC facilities are mostly located at the edge of the
development hubs as shared facilities between urban and rural population and a
bridge for urban-rural-nature integration. Please refer to Figure 3.8.6 for the
location and distribution of existing and proposed G/IC uses in the CP.
61

3.8.33 The location and arrangement of the “G/IC” zone in the LMC PDA is the same as
Scenario I.
3.8.34 New G/IC facilities are proposed in the HYW PDA, which includes a primary
school, a secondary school and a fire station cum ambulance depot.
3.8.35 In the TKL PDA, existing G/IC uses are the same as Scenario I. A range of new
G/IC facilities are proposed in the TKL PDA, which includes 16 primary schools
and 12 secondary school, a swimming pool complex, 4 sports centres, a sports
ground, a fire station cum ambulance depot, a clinic, a hospital and a vehicle
depot for FEHD. Most of the G/IC facilities are located at the edge of
development hub, the only difference is at the HLH area, and it is located at the
centre of the population as this location provides the largest amount of population
among the PDA. Same as Scenario I, a hospital as a regional facility is proposed
at the eastern edge of the TKL PDA. Moreover, similar to the LMC PDA, a site
of about 0.86 ha locating along main road has been reserved for a vehicle depot
which is requested by FEHD. The scale and location of these regional facilities
are to be further discussed with the relevant Government departments.
3.8.36 The QH PDA, existing G/IC facilities include the Kwan Ti Public School,
Agricultural Station, existing church and a planned fire station cum ambulance
depot located along the Sha Tau Kok Road. New G/IC facilities include 5
primary schools, a secondary school, a clinic, a sports centre and a police station.
It should be noted the planned QH Development will also include an additional
primary school and an international school. The “G/IC” zones are located at area
where they can serve the population at the core of the hub and also the population
at villages/ existing settlements.
Open Space (“O”) – 83 ha
3.8.37 About 83 ha of land is designated as “Open Space” within the PDAs, which the
area and distribution is largely the same as Scenario I.
Logistics Industry – 24 ha
3.8.38 The arrangement and intention of the zones are the same as Scenario I.
Agri-Logistics – 33ha
3.8.39 The arrangement and intention of the zones are the same as Scenario I.
Tourism/ Leisure (“T/L”) – 12 ha
3.8.40 Tourism/ Leisure with a PR of 0.8 occupies about 12 ha of land at HYW PDA.
The arrangement and intention of the zone is the same as Scenario I.
Industrial Estate (“IE”) – 39 ha
3.8.41 Land at TKL PDA and HYW PDA are designated as “IE”, with a total area of 39
ha, with a PR of 4. The IE sites are located on the two sides of the planned
LT/HYW BCP Link Road. The arrangement and intention of the zone is the same
as Scenario I.
Science Park (“SP”) - 22 ha
3.8.42 About 22 ha of land at TKL PDA is designed for “SP” with a PR of 3. It is
envisaged that the SP will be arranged as a walkable community with shared
 62

conference and recreational spaces as well as dining areas. The arrangement and
intention of the zone is the same as Scenario I.
Enterprise Park (“EP”) - 13 ha
3.8.43 About 13 ha of land with PR of 3 is reserved for “EP” at the LMC PDA along the
San Tin Highway. The arrangement and intention of the zone is the same as
Scenario I.
Planned Queen’s Hill Development – 20 ha
3.8.44 About 20 ha of land is for the planned QH Development. This includes a planned
public housing development (13.77 ha site) which will be developed with a PR6,
a private housing site (3.97 ha), assuming a PR3.6, and a “G/IC” site (2.34 ha)
planned for international school use. It is estimated that the planned QH
Development will provide a total population of about 40,000 18 . Within the
planned public housing site, two primary schools, a public transport terminus and
a community hall will also be provided.
Other Specified Use (“OU”) and Others – 151 ha
3.8.45 About 25 ha and 8 ha of land are planned as “OU” in the HYW PDA, for a
railway depot planned for accommodating the railway-related facilities for
possible north-south railway.
3.8.46 Besides, about 118 ha of land in the CP are designated for other uses such as
roads, which include about 64 ha for existing/planned roads and 54 ha new roads.

G/IC and Open Space Provision under Scenario II

3.8.47 In order to support the target population for the CP under Scenario II, a number
of G/IC uses and Open Space proposed are summarized in this section. This
provision is based on the requirements under the HKPSG while some are
requested by Government departments.
Proposed G/IC Provision
3.8.48 The provision of G/IC facilities are estimated based on proximity of the PDA in
order to facilitate the sharing of facilities among development areas. As such,
LMC PDA is considered as West NTN while TKL, HYW, MKT and QH are
grouped as East NTN during the estimation.
3.8.49 The new G/IC uses listed in this section (Table 3.8.3 refers) are mainly the
facilities that require land reserve and in standalone buildings. Some G/IC
facilities, such as kindergarten/ nursery classes, social welfare facilities, study
room, library, wet market etc., can normally be housed in residential
developments/ mixed use developments which could be reviewed in the more
detailed design stage and further discussion with concerned Government
departments.

18
Source: North District Council Paper No. 49/2014 discussed on 9 Oct 2014 and RNTPC Paper No. 7/15, on 8.5.2015 on
the proposed amendments to the Draft Lung Yeuk Tau and Kwan Tei South Outline Zoning Plan No. S/NE-LYT/15.
63

Table 3.8.3 G/IC Provision in the CP under Scenario II

East NTN
West NTN
G/IC Facilities Provision (LMC)
(MKT+HYW+TKL+ Total
QH)
Population 55,392 294,274# 349,666#
Nursery Classes and
Kindergartens 35 158 192
(unit : classroom)
30-classroom Primary
5 24* 29
Schools (unit : school)
30-classroom Secondary
2 14 16
Schools (unit : school)
International School* 0 1* 1
Hospital 0 1 1
Clinics/Health Centres 0 2 2
Divisional Police Station 0 2 (1 reprovision) 2
Fire Stations cum Ambulance
1 3@ (1 replacement) 4
Depot
Integrated Family Service
0 2 2
Centres (IFSC)
Integrated Children and
Youth Services Centres 1 5 6
(ICYSC)
Sports Centre 1 5 6
Sports Ground 0 1 1
Swimming Pool
0 1 1
(Standard and Leisure)
Post Offices 0 1 1
Library 0 2 2
Study Room 0 2 2
1 1
Vehicle Depot (8,600m2) (16,000m2)
2
# Including the planned QH Development (which generate a population of about 40,000)
* Including the planned provision of 2 primary school and 1 international school in the planned QH
Development which are not planned under this Study.
@ Including the planned Fire Station to serve the planned QH Development

Proposed Open Space Strategy and Provision

3.8.50 The distribution of Open Space is shown in Table 3.8.4.
3.8.51 About 35ha of land are designated as District Open Space (DO) in the CP for
NTN in serving the 350,000 planned population in the area, meeting with the
requirement according to the HKPSG (1m2/person). For Local Open Space
serving residential population, provision is also anticipated to be located within
individual development plots to serve local residents and thus are not shown on
the CP.
3.8.52 With our vision to foster a green living environment compatible to the existing
rural character of the NTN and provide sufficient buffer areas and interactive
space between new and old developments to stimulate urban-rural-nature
integration, on top of the basic requirement of DO and LO, it is also intended for
ample provision of Regional Open Space (RO) to be provided at prominent
 64

locations and urban fringe areas on the CP. This is intended to also provide
recreational outlet to serve wider needs of territorial population and tourists. It is
also shown in our CP that the proposed open space is located near proposed
population centre, easily accessible by both new and existing population, as well
as serving as linkage of future activity centres throughout NTN.
3.8.53 Thus, a total of about 83 ha of open space will be provided in the CP under
Scenario II 19 . As compared to Scenario I, with a much higher population of
350,000 in the NTN, a more or less similar amount of open space is provided to
serve the future population. This is due to the competing land uses in Scenario II
to accommodate the additional 95,000 population with the same amount of
employment to be generated.
3.8.54 For comparison purpose, the overall provision of open space per new population
is approx. 2.4 m2 per person, which is slightly lower than the open space
provision proposed in recent planning studies such as Tung Chung New Town
Extension (approx. 3.1 m2/ person)20 and Yuen Long South development (approx.
3.2 m2/ person)21. Nevertheless, the provision of open space under Scenario II is
able to meet the requirement under the HKPSG.

Table 3.8.4 Distribution of New Open Space in the CP under Scenario II

West NTN East NTN
Open Space Provision (LMC)^ (MKT+HYW+TKL+QH)^
Total^

Population 55,392 294,274# 349,666

Employment 80,286 134,441 214,727

Required Local Open Space
Provision under HKPSG 4.01ha 6.72ha 10.74ha
2
(0.5m /worker)
Required District Open Space
Provision under HKPSG 5.54ha 29.43ha 34.97ha
2
(1m /population)
Local Open Space Provision
4.01ha 6.72ha 10.74ha
for workers/employees
District Open Space Provision 5.54ha 29.43ha 34.97ha
Regional Open Space
11.66ha 25.89ha 37.55ha
Provision
Total Open Space Provision
21.21ha 62.04ha 83.25ha
on the CP21
# Including the planned QH Development (which generate a population of about 40,000)
^ The land area is subject to detailed survey at the stage of P&E Studies.

19
The total amount of Open Space provision shown on the CP include RO, DO and LO (required for
employment only). Required LO for residential population is assumed to be provided within individual
residential development lots in detailed design stage and therefore not shown on the CP at this stage..
20
According to the latest RODP for Tung Chung New Town Extension in June 2016.
21
According to the Stage 3 Public Engagement Digest for the Yuen Long South Study.
65

3.9 Latest Changes in Broad Land Uses

3.9.1 During the course of the Study, the 2016 Policy Address announced by the Chief
Executive sets out that “in view of an anticipated increase in the demand for sites
for scientific research and new industrial use22, the Government will identify sites
near LT/HYW BCP for the development of SP/IE”.
3.9.2 To take forward this policy initiative and provide land in support of the
Government’s policy on promoting re-industrialisation, a preliminary planning
assessment of the area near LT/HYW BCP to identify possible sites for the
development of SP/IE was conducted. The assessment indicates that taking
advantage of the strategic boundary location; improved accessibility due to the
early completion of BCP Link Road23 in 2018; relatively less existing operations
allowing earlier land availability; synergy with the I&T ecosystem of Shenzhen24
and compatibility with the concept of the Eastern Knowledge and Technology
Corridor under the “Hong Kong 2030+”25, it is considered that the boundary-
related commercial site to the immediate south of LT/HYW BCP together with
the area to its further south along the BCP Link Road is suitable for SP/IE use to
address part of the demand for land for Hong Kong’s I&T development.
3.9.3 The identified SP/IE site with an area of about 56 ha (Figure 3.9.1) is located
only about 500m from the southern edge of LT/HYW BCP and near sites of SZ
National Independent Innovation Demonstration Zone (深圳國家自主創新示範
區) in Liantang26. It is in line with the concept of the Eastern Knowledge and
Technology Corridor in East NT proposed under the “Hong Kong 2030+” and
conveniently linked to existing SP and IE in North East NT via LT/HYW BCP
22
To provide land for smart production, high value-added technology industries as well as high value-added
manufacturing processes in supporting the Government’s policy on the development of innovation and
technology industry and “re-industrialisation”.
23
The Link Road will connect the LT/HYW BCP to Fanling Highway at Kau Lung Hang. It will enhance the
connectivity of the Eastern Knowledge and Technology Corridor under the Hong Kong 2030+ and reduce
the commuting time along the Corridor.
24
According to the “SZ National Independent Innovation Demonstration Zone Plan (2015 -2020)” (《深圳國
家 自 主 創 新 示 範 區 發 展 規 劃 綱 要 (2015 – 2020 年 ) 》 ), SZ would turn into the world’s top-notch
technological innovation centre with advanced technology infrastructure. The “Action Plan for
Implementing SZ’s Eastern Development Strategy 2016 – 2020” (《深圳市實施東進戰略行動方案(2016 –
2020 年)》) lately promulgated by the SZ Development and Reform Commission (深圳市發展和改革委員
會) outlines the development of eastern SZ with an aim of becoming a development pole of the city with
outstanding innovation capability and high degree of industrial productions-urban living integration (產城融
合), as well as a core hub of the SZ-Dongguan-Huizhou “3+2” Economic Zone.
25
The NTN is along the Eastern Knowledge and Technology Corridor which comprises six universities (i.e.
the Chinese University of Hong Kong, City University of Hong Kong, Education University of Hong Kong,
Hong Kong Baptist University, Hong Kong Polytechnic University and Hong Kong University of Science
and Technology), industrial and service support centres such as InnoCentre and the Hong Kong Productivity
Council, and high-technology and knowledge-based industries such as data centres, research and
development (R&D) institutes, science park, industrial estates, etc in Kowloon Tong, Tseung Kwan O, Sha
Tin, Tai Po, Kwu Tung North and Lok Ma Chau Loop. The Ma Liu Shui Reclamation together with the Sha
Tin Sewage Treatment Works site to be vacated would offer further potential for development of R&D,
higher education, housing and/or other uses.
26
In the SZ 12th Five-Year Plan, Liantang had been positioned as a centre for internet industries. Parts of the
industrial zones in Liantang are being transformed to develop the Shenzhen Internet Industrial Park (SIIP)
(深圳市互聯網產業園). The SIIP, the Pengji Industrial Zone (鵬基工業區) and the No. 7 Industrial Zone
( 第 七 工 業 區 ) within Liantang, amongst other districts in SZ would form the “Shenzhen National
Independent Innovation Demonstration Zone”.
 66

Link Road to be completed by 2018 and the highway network in Tai Po. It is
large enough to accommodate a SP cum IE development to achieve
agglomeration of innovation, research and development, and production allowing
vertical integration of industries within the I&T ecosystem.
3.9.4 In view of the 56-ha site identified for SP/IE development near LT/HYW BCP,
the land uses of the sites originally planned for SP and IE in the east of the NTN
New Town27 (total land area of about 61 ha) under the NTN Study have been
reviewed to avoid a situation where the NTN New Town is dominated by a single
industry and to achieve an integrated community of new industrial productions
and urban living28.
3.9.5 After the review, sites of about 34 ha could be retained for SP/IE development
and other supporting industries whilst the remaining sites could be considered for
other competing uses such as modern logistics. It is considered that the SP and
IE sites in the NTN New Town with a total area of about 90 ha are appropriate as
far as sustained I&T development and the balanced composition of the New
Town are concerned.
3.9.6 The aforesaid changes in broad land uses would lead to an increase in SP, IE and
modern logistics uses and a reduction in “Mixed Use”, “C”, “GB”, “O” and
“G/IC”. Nevertheless, the overall population and employment levels of the NTN
development under the two scenarios remain unchanged.

27
HYW, TKL and QH PDAs are presented as the NTN New Town in the public engagement for "Hong Kong
2030+" (please refer to paragraph 7.1.2 for details).
28
Residential and community facilities would be provided to support new anchor uses of the Eastern
Knowledge and Technology Corridor.
67

4 Technical Assessments
4.1 Introduction
4.1.1 “Smart Green Resilient” (“S-G-R”) has been proposed as the overarching
approach to the NTN development. This concept of this approach has embedded a
number of future city development concepts including eco-city, low carbon city,
walkable city and wise city concepts. The diagram below illustrates the overall
process and key components of the S-G-R framework for development of NTN.
This framework serves the following purposes:
 identifying not only technical, but also institutional and management
components to steer the future S-G-R development;
 demonstrating individual technical assessments and institutional
components to be seen as part of an integrated strategic approach; and
Diagram 4.1.1 S-G-R Governance Framework

*KPI refers to Key Performance Indicators

4.1.2 In this Study, recommendations are made for way forward of infrastructure
provisions to shape the vision of NTN development. Measures and technologies
 68

are also proposed for smart, green and resilient city for key infrastructure areas.
The recommendations and measures proposed are based on evaluation of existing
conditions and also extensive desktop research and review. Some of them are
supplemented by overseas examples showing that current applications of the
technologies in overseas are available.
4.1.3 Both Scenario I and Scenario II are recommended for further study in the next
stage. As compared to Scenario I, Scenario II has a higher population level and
higher development intensity and is expected to have greater impacts. Scenario II
has therefore been adopted as the worst-case scenario for the technical
assessments under the Study.
4.1.4 Detailed technical assessments integrally ascertain the feasibility of the proposed
measures taking into account the characteristics of the Study Area including
topography, land use, population and existing infrastructure. A number of
technical aspects have been assessed:
 Geotechnical
 Traffic and Transport
 Drainage, Sewerage, Water Supply and Utility
 Air Ventilation
 Socio-economics
 Sustainability
 Green Initiative and Carbon Appraisal Study and “Wise City” Concept
 Environment (Strategic)
 Landscape and Visual
 Broad Cost
4.1.5 The following summary of technical assessments is based on an earlier version of
the CP and illustrative BLCPs for PDAs. Changes to the CP have been made
subsequently, including the expansion of the possible SP and IE development
discussed in Section 3.9. As such, some of the quoted figures/data contained in
this section for Technical Assessment may not entirely tally with the CP
presented in Section 3 which has already incorporated those changes. As the
overall population and employment levels of the NTN development under the two
scenarios remain unchanged, it is considered that those changes to the CP do not
have material impact on the broad technical feasibility of the CP.

4.2 Geotechnical Assessment

Baseline
4.2.1 The superficial geology of the CP comprises Quaternary alluvium and debris flow
deposits. The majority of low-lying portions of the site are underlain by Holocene
alluvial deposits of the Fanling Formation, often overlying Pleistocene terraced
alluvium of the Chek Lap Kok formation. In some areas, the alluvial deposits are
overlain by Hang Hau Formation. Colluvium comprising debris flow deposits of
the Chek Lap Kok formation covers large areas of the lower slopes of the
adjacent higher ground.
69

4.2.2 The solid geology of the Study Area generally comprises metamorphosed lapilli
ash or coarse ash crystal tuff, locally schistose, of the Tai Mo Shan formation of
Upper Jurassic age. The MKT PDA comprises meta-siltstone, meta-sandstone
and phyllite with metasandstone of the MC formation of early Carboniferous age.
4.2.3 The Study Area is within part of the NE-SW orientated Lo Wu-Tuen Mun fault
zone. This fault zone includes the San Tin fault, which is located to the south of
all PDAs. The San Tin fault is a south west to north east trending thrust fault
which dips at a low to moderate angle towards the northwest, forming the
unconformity between the Upper Jurassic volcanics and the older Carboniferous
meta-sediments. The older metasediments are thought to have been thrust over
the volcanic deposits during the Late Cretaceous (Figures 4.2.1 to 4.2.2).
4.2.4 The locations of Enhanced Natural Terrain Landslide Inventory (ENTLI)
landslides within the Study Area are presented on Figures 4.2.3 to 4.2.7. There
are 138 nos. of landslides recorded in the natural hillside.
4.2.5 For the existing registered feature, a preliminary review of the Geotechnical
Engineering Office (GEO) Slope Information System (SIS) records has identified
the presence of over 615 nos. of manmade slope or retaining wall features within
the Study Area (Figures 4.2.8 to 4.2.12).
4.2.6 A search of the records held within the Geotechnical Information Unit of GEO
and previous publications identified over 500 nos. of drillhole records within and
in close vicinity to the Study Area (Figures 4.2.13 to 4.2.17).
Constraints
4.2.7 The initial review of the anticipated final landform of the Study Site has
identified some areas which require cautions for developments and infrastructures.
4.2.8 Areas with anticipated deep weathering - according to the latest 1:100,000
geological map (Sewell et al., 2000), the Study Area is generally traversed by the
San Tin fault and NE to NEE trending faults at central and south portion (Figure
4.2.19). The presence of faults or fault zone may result in deep weathering and
sharp contrast in engineering and hydrogeological properties of the bedrock,
which could be a major concern to engineering projects. A steeply inclined and
irregular rockhead profile makes the construction of end-bearing piles very
difficult. It is also problematic for driven pile construction as piles have to
penetrate very deep to pass through the weak material and may be prone to
deflection along the rockhead surface.
4.2.9 Areas with extensive coverage of soft compressible deposits - highly
compressible and soft sediments are commonly present in the areas of flat-lying
terrain, including organic pond deposits and marine mud in the north-western
portion near the coastal areas, such as LMC PDA (Figure 4.2.18). In addition,
alluvium of high clay/ silt content is generally presented in other Study Area as
indicated by the existing Ground Investigation (GI) information. These materials
may pose settlement problems for shallow founding of the proposed structures. In
addition, excavations in such materials may be problematic due to the low batter
angles generally required and the highly anticipated water inflows.
Comprehensive ground investigations would be required to determine suitable
founding conditions in such areas.
4.2.10 Marble-bearing strata - The 100,000 scale geological map indicates an inferred
subcrop area of Carboniferous metasedimentary rocks including marble present in
 70

the northern portion of the Study Area (Figure 4.2.18). An area of complex
geology due to the presence of marble or marble-bearing strata and karst features
is also known to occur at depth (-200 mPD) based on the 1:20,000 scale
geological cross section. Considerable care will be required during investigation,
design and construction of any facilities within the marble areas. According to
Geotechnical Area Studies Programme (GASP) Report IV (GCO, 1988a), bearing
capacities are reasonable only for low to moderate loads on meta-sediments and
marble without large cavities. Rapid fluctuation of the groundwater table can lead
to the formation of either collapse, sinkholes or gradual settlement in the
overlying superficial deposits if hydraulic continuity exists, as soil is washed into
the void system.
4.2.11 The presence of marble provides engineering challenges for the design and
construction of pile foundation. There are practical difficulties in installing long
piles through difficult ground conditions. Locally steeply dipping rockhead
leading to foundations are time-consuming and costly. Additional ground
investigation works is required to ensure adequate information for the foundation
design. ETWB TC(W) No. 4/2004 should be followed where marble was
identified.
4.2.12 Areas with substantial natural terrain hazards - natural terrain areas are present
generally in the Study Area (Figure 4.2.18). These natural terrain areas may be
subject to landslide and rock/boulder fall hazards, which may present adverse
impact on the proposed development adjacent to the natural hillside. Where
possible, it is preferable to avoid construction of new occupied facilities and
infrastructure in these hillsides, instead opting for the placement of Group 4 or 5
facilities within the 50 m buffer zone adjacent to any high risk natural terrain
areas. According to GEO Report 138, Table 1, Group 4 facility corresponds to
lightly-used open-air recreation area (e.g. district open space, lightly-used
playground, cemetery, and columbarium), non-dangerous goods storage site and
road with low vehicular or pedestrian traffic density. Group 5 facility corresponds
to remote area (e.g. country park, undeveloped green belt, abandoned quarry) and
road with very low vehicular or pedestrian traffic density.
Opportunities – Rock Cavern
4.2.13 Rock cavern suitability maps have been developed to present territory-wide
potential area to utilise rock caverns. The map was developed in order to aid the
selection of potential areas for cavern development during the planning stage.
The map shows areas of high, medium and low cavern suitability depending on a
range of factors including whether the relevant areas have poor geology, are
scheduled or landfill areas and whether it is in close proximity to tunnels and
other underground structures. High suitability areas are those areas that are
considered to be more easily developed with reduced overall construction cost.
Areas which are considered not suitable for cavern development are also shown
on the cavern suitability map. Taking account of the terrain, the cavern suitability
map will be used to identify those locations with the opportunity for cavern
development. Areas of medium to high suitability will be considered suitable for
further consideration in the study. Cavern Suitability Map of the Study Area is
given in Figure 4.2.20.
4.2.14 There are many potential uses for rock cavern and the future development should
consider what facilities are suitable for locating underground. The functional
requirements of cavern shall decide the required size and number of caverns
71

required as well as any additional tunnels or shafts that may be required. It is

feasible to construct some rock caverns at the Study Area for future development
such as Sorting and Recycling Centre, Sewage Treatment Works, Water
Reservoir and etc. Further GI is recommended and a full assessment of the rock
mass using the NGI Q-System (Barton, 1974) should be carried out to determine
the rock quality and determine initial support requirements. For caverns with
spans greater than 16m, verification of rock support should be carried out using
discrete element modelling such as Itasca UDEC or similar.
Site Formation
4.2.15 The site formation in general followed the planned landform under the broad land
use concept plan (Figures 4.2.21 to 4.2.25). The proposed site formation levels
for the Study Site are proposed in accordance with the existing ground level in
order to minimize the cut and fill materials.
4.2.16 The option in using blasting as site formation works will be explored. Blasting
assessment of ground vibration, fly rock and air-overpressure will be required.
The facilities that would be affected by the blasting works shall thus be further
studied in the geotechnical appraisal in the stage of P&E Studies as the
development and infrastructure plans and designs further developed.
4.2.17 In accordance with the available ground investigation information, a layer of
alluvium mainly of silt clay and gravel, with locally presence of fill and
marine/pond deposits are underlain the Study Area. The potential compressible
soil layer is likely to be excavated at the areas of proposed developments
particularly where shallow foundation would be proposed. The soil layer is
unlikely to be reused as construction materials or general fillings and further use
of the soil shall be explored in the stage of P&E studies.
Existing Registered Features
4.2.18 There are over 615 nos. of registered man-made slopes and retaining walls within
the Study Area (Figures 4.2.8 to 4.2.12) and some of them are anticipated to be
removed or trimmed. Nevertheless, the stability of all existing slopes shall be
investigated/checked in the detailed design stage to meet the current safety
standards if such slopes or retaining walls could affect or be affected by the
development or re-development under the project, or if their failure could affect
lives and property within or outside the site under the project according to ETWB
TCW No. 29/2002. It is anticipated that large-scale surface protection works and
local stabilization works may be required.
Proposed Foundation Works
4.2.19 Developments anticipated to be founded on deep foundations including pre-bored
H-piles and bored piles and the potential constraints of marble bearing rock and
karsitic deposits to the developments are to be cautions. For other zones where
high engineering rockhead is anticipated, pad footings with piles are considered a
reasonable option to take compressive and tension loads resulted from different
load combinations.
Proposed Tunnel Works
4.2.20 The option of tunnelling for infrastructures will require geological and
geotechnical assessment. The site that would affect or be affected by tunnel
works shall thus be further studied in the geotechnical appraisal in the stage of
 72

P&E Studies as the development and infrastructure plans and designs further
developed. The contents of ETWB TCW No. 15/2005, which outlines the policy
and procedures for geotechnical control of planning, design and construction for
tunnel works will be followed.
Natural Terrain Hazard Assessment
4.2.21 In accordance with GEO Report No. 138, the natural hillside catchment within
the Study Area and overlooking respective PDAs would fall under “Alert
Criteria”, and a Natural Terrain Hazard Study (NTHS) will be required to study
the hazards and identify any mitigation. The extent of natural hillside potentially
requiring NTHS is indicated in Figures 4.2.21 to 4.2.25.

4.3 Traffic and Transport Impact Assessment

4.3.1 Traffic and Transport Impact Assessment (TTIA) was carried out for the design
year 2041. The 2041 baseline (without NTN Development) traffic and transport
demand forecasts were developed from the Consultant’s in-house Strategic
transport model (STM) which translates land use assumptions, socio-economic
data, transport and policy assumptions into strategic transport demand.
4.3.2 In devising the transport strategies and infrastructure requirements to support the
NTN Development, major considerations have been given to:
 adjusting the employment/population development mix in NTN to
increase self-containment and reduce peak directional traffic;
 increasing the transport network capacity between NTN and the metro
areas;
 reducing traffic demand through more rigorous traffic suppression/
demand management measures;
 ensuring internal and external trips are catered for by a comprehensive,
multi-modal transport system. This will be complemented by high-
density, mixed use development around station areas, green transport
modes including walking, cycling, and public transport.
4.3.3 Two development scenarios were developed for the NTN Development as
discussed earlier in Sections 3. Scenario I will ultimately house about 255,000
population and provide about 215,000 employment places in the 5 PDAs (LMC,
MKT, HYW, TKL and QH); whereas Scenario II will ultimately house about
350,000 population and provide about 215,000 jobs in the 5 PDAs. As Scenario
II represents the more critical scenario for the NTN Development in terms of
transport network performance and infrastructure requirements, the TTIA was
carried out based on this scenario.
Rail Network Review
4.3.4 Railway will serve as the backbone of public transport services in support of the
TOD concept for the NTN development. Potential new railway development
schemes have been studied under the Study. The studied railway schemes were
neither under the committed railway projects by Government nor the proposed
railway schemes under RDS 2014. The design principles are to capture the
opportunities brought by future committed/proposed railway network, in
particular the proposed NOL (as recommended in the RDS-2014) and Shatin to
73

Central Link (SCL) (under construction), while observing the capacity constraints
on the existing ER Line (future North South Corridor) and WR Line (future East
West Corridor). The initial concepts of the transport infrastructure described in
the ensuing paragraphs are assumptions adopted in this traffic and transport
impact assessment.
4.3.5 In the west, to take advantage of the proposed NOL, provision of intermediate
stations along the proposed NOL (subject to further study and land planning) is
proposed to serve the LMC PDA (Figure 4.3.1 refers).
4.3.6 In the east, to enhance the connectivity and capacity of the railway network
serving the eastern PDAs, a possible north-south railway is proposed. (Figure
4.3.1 refers). The possible north-south railway is proposed connecting the eastern
PDAs from HYW with possible intermediate stations at QH, PC, HYW and HLH
to (i) a nearby new town, and (ii) further extension to other new towns and/or
urban area.
4.3.7 Subject to further study, the possible north-south railway is proposed to be
entirely underground. This is to minimise surface disruption to land use for
railway construction and for operation and to eliminate major environmental
issues such as noise, vibration, ecology, trees and heritage loss for the operational
stage.
4.3.8 With the possible railway scheme in place, the loading condition at the most
critical section of West Rail Line would remain generally the same as the Base
Case. The possible north-south railway connecting to other new towns and/or
urban area is recommended for supporting the CP under Scenario II.
4.3.9 The scheme can be implemented in phases to suit the progressive phasing of the
NTN development. Subject to further study of railway planning, the main line
section from HYW to the nearby new town will first be provided in Phase 2 that
will then be extended further southwards connecting to other new towns and/or
urban area in Phase 3 to serve the new developments in HLH area of the TKL
PDA.
Strategic Road Network Review
4.3.10 The strategic highway performance based on the more critical Scenario II has
been assessed. Unlike the employment-focused development under Scenario I,
which is envisaged to provide marginal improvements to the performance of
some of the major existing highways such as Tolo Highway, Tai Lam Tunnel and
Tuen Mun Road (Siu Lam section) serving strategic traffic in the north-south
direction over and would not be worse than the base case without NTN
development, Scenario II would inevitably increase traffic loading on these
highways worsening their operational performance.
4.3.11 Subject to the Government’s holistic review of traffic growth and development
potential from the territory-wide perspective, more stringent traffic demand
management measures (e.g. car free zone or vehicle restrictions, traffic adaptive
control system, integrated intelligent public transport system etc) and/or new
transport initiatives/proposals would need to be further investigated in the future.
Local and District Road Network Review
4.3.12 The proposed local and district road network will provide connectivity both
internally and externally to the PDAs via a combination of upgraded existing
 74

roads, and new single and dual carriageways. All upgraded and new roads will
incorporate the appropriate pedestrian and cycling facilities. The proposed road
network (as shown in Figure 4.3.2) together with necessary improvements at key
local junctions would be capable of handling the traffic generated by the NTN
development without causing insurmountable traffic impact.
4.3.13 The possibility of access connection between the planned QH public housing
development and Po Kak Tsai Road to enhance its connectivity with QH PDA
would be investigated in the stage of P&E Studies.
4.3.14 To provide a continuous and connected cycle network, the upgraded and new
roads are proposed to include a standard cycle track (4.0m wide) running in
parallel with the road. The proposed cycle network is shown in Figure 4.3.3
which will provide cycle linkage within and between PDAs, as well as
connections to the strategic cycle network in the region.
Other Transport and Mobility Strategies
4.3.15 The overarching transport and mobility vision for the NTN is to serve internal
and external trips efficiently and effectively through a comprehensive, multi-
modal transport system, which will be complemented by high-density, mixed use
development around station areas, and policies and infrastructure that are
conducive and favourable to green transport modes including walking, cycling,
public transport, and alternative mobility schemes. Apart from the traffic and
transport schemes proposed in the preceding sections to facilitate efficient traffic
and passenger movements, different transport and mobility strategies have also
been explored under the purview of six key guiding principles (in order of
priority):
 Principle A: Appropriate Land Use and Transit-Oriented Development
(TOD) – Develop mixed use, higher density developments around rail
stations (i.e., Transit-Oriented Development) to reduce auto ownership and
use, shorten average trip lengths, and to encourage reverse commuting trips
to utilize spare system capacity.
 Principle B: Pedestrians First – Prioritise pedestrians in the planning,
design and urban fabric of streets, green areas, and transport infrastructure to
provide a safe, continuous, and convenient walking environment that
facilitates greater public transport use and reduces private vehicle use, and
complements the car free zone concept.
 Principle C: Cycling as a Primary Mode of Transport for Short and
Medium Distance Trips – Provide direct, continuous, and segregated
cycling paths and dedicated parking facilities to encourage cycling (and
greater public transport use), facilitate the car free zone concept, and link to
the existing/planned Strategic Regional Cycling Network.
 Principle D: Convenient, Efficient and Environmentally-Friendly
Transport Options – Provide multiple transport options that are convenient,
efficient, and environmentally-friendly to discourage car ownership and use,
and thereby encourage use of more sustainable and green transport modes.
Rail will continue to serve as the backbone of the network, with walking,
75

cycling, rubber-tire public transport etc. providing the first- and last-
kilometre connection.
 Principle E: Transportation Demand Management (TDM) – Employ a
variety of TDM strategies and measures to encourage alternatives to driving
and private vehicle use, and for better management of parking demand and
supply. This may include financial incentives/disincentives and other policy-
driven measures.
 Principle F: Smart Technologies and Strategies – Deploy emerging smart
technologies and strategies to improve the transport user experience,
enhance operations and efficiency of the multi-modal transport system, and
reduce environmental impacts.
4.3.16 A summary of the strategies explored and their applicability to individual NTN
PDAs is given in Table 4.3.1.
Table 4.3.1 List of Transport and Mobility Strategies and Their Applicability
to the NTN PDAs
Applicability of Strategy to NTN PDAs
No. Strategy LMC MKT HYW TKL QH
Principle A: Appropriate Land Use and Transit-Oriented Development (TOD)
A1 TOD X X X X
A2 Mixed Use X (ST) X X X
A3 Jobs-Housing Balance X (ST) X X X
Principle B: Pedestrians First
B1 Walkable City R R R R
B2 Car Free Zone R
(ST R R R
Only)
B3 Comprehensive Pedestrian
X X X X X
Network
B4 Universal Accessibility X X X X X
Principle C: Cycling as a Primary Mode of Transport for Short and Medium Distance Trips
C1 Comprehensive Cycle Network
X X X X X
and Facilities
C2 Cycle “Shortcuts” X X
C3 Cycle “Superhighways” R R X R
C4 Cycle Parking System X X X X X
C5 Cycle Rental / Sharing X X X X
Principle D: Convenient, Efficient and Environmentally-Friendly Transport (EFT) Options
Comprehensive Public
D1 X X X XX X
Transport Network
Electric and Environmentally
D2 X
Friendly Buses
Enhanced Bus and Bus Priority
D3 X X X X X
Treatments
D4 Bus Rapid Transit (BRT) X
D5 Modern Tram X
D6 Urban Light Transit (ULTra) X
D7 Optimised San Tin PTI X
Bus-Bus Interchange (BBI)
D8 (Note: BBIs located south of X X
noted PDAs)
Principle E: Transportation Demand Management (TDM)
E1a Car Sharing XXX X X XXX XXX
 76

Applicability of Strategy to NTN PDAs

No. Strategy LMC MKT HYW TKL QH
E1a Carpooling / Taxi Pooling X X X X X
E2 Traffic Calming X X X X
E3a Parking Maximums X X X X X
E3b Shared Parking X X X X
E3c Fringe Parking X X X X
E3d Priority Parking X X X X X
Parking Pricing, Control and
E4a X X X X X
Management
Incentives to Change Travel
E4b X X X X X
Behaviour
Telecommuting / Flexible
E4c X X X X X
Working Hours
Public Campaigns (e.g. Car-
E5 X X X X X
Free Day)
Principle F: Smart Technologies and Strategies
Intelligent Transportation X X X X X
F1a
Systems (ITS) and “Big Data”
Full Sensorisation and Traffic
F1b Operations Control Centre X X X X X
(OCC)
Guided Parking and
F1c X X X X X
Information Systems
Transport Planner and Mobility
F1d X X X X X
Apps
Taxi Fleet Administration and
F2 X X X X X
Operations
Electric Vehicle Priority and
F3 X X X X X
Charging Infrastructure
Induction Charging for Electric
F4 RR X X RR RR
Vehicles
Urban Consolidation Centres
F5 X
(UCC)
F6 Smart Underground Parking X X X X X
Notes:
X denotes applicable to the PDA in general
D denotes only in denser residential areas
R denotes implementation at rail stations only
RR denotes induction charging at stations as well
XX denotes more robust system
XXX denotes larger car sharing pods

4.3.17 While some of the above identified strategies (such as those related to land use
and TOD, comprehensive public transport network (with railway as backbone),
etc.) have been incorporated in the CP, others are largely conceptual at this
preliminary stage of study. Specific schemes to support the relevant strategies
will need to be further developed and examined in the stage of P&E Studies. In
particular, the implementation of certain strategies will have to be examined on a
wider regional or territorial basis rather than in the local context of NTN
development areas only.
4.3.18 For the purpose of TTIA, the travel behaviour and transport demands were
assessed based on the “business as usual” model. This provides more
77

conservative outcomes with respect to the transport infrastructure requirements of

the NTN Development.
Conclusion
4.3.19 It is considered that the proposed population and employment under the more
critical CP under Scenario II can be supported by the recommended transport
infrastructure, improvement schemes and/or adoption of appropriate transport
strategies.
4.3.20 The possible north-south railway line, new transport initiatives (such as a possible
north-south highway) and supporting infrastructure will provide easy and
efficient strategic connections from the NTN PDAs to other new towns and/or
urban area of Hong Kong. The possible north-south railway and north-south
highway will have to be further investigated through subsequent more in-depth
studies.
4.3.21 The proposed strategic, district and local road infrastructure and supporting cycle
infrastructure will provide appropriate connections for residents and employees of
NTN to the local area, as well as inter-district trips. With the proposed road
network and necessary junction improvement works in place, no insurmountable
traffic impact is envisaged as a result of the establishment of NTN.
4.3.22 In addition, with a view to achieving a “smart greet resilient” transport system,
various transport and mobility strategies have been identified which are largely
conceptual at this preliminary stage of study. Specific schemes to support the
relevant strategies will need to be further developed and examined in the stage of
P&E Studies. It should also be noted that some of these strategies will have to be
implemented on a wider regional or even territory-wise basis in order to be
effective.

4.4 Drainage, Sewerage, Water Supply and Utility Impact

Assessment
Drainage Impact Assessment
4.4.1 A Drainage Impact Assessment (DIA) was carried out for the CP under Scenario
II to confirm the acceptability of the proposed developments under this Study in
drainage aspect and to formulate the proposed drainage works and a Drainage
Master Layout Plan.
4.4.2 Based on the findings of the DIA, increase in peak runoff intercepted within the
PDAs is anticipated due to the increase in the paved surface. Area with change of
land use and the corresponding increase in peak flow at their individual discharge
points for each PDA is summarized in the Table 4.4.1 below.
 78

Table 4.4.1 Increase in Curve Number (CN) in PDAs and Corresponding

Increase in 1 in 200 year Peak Surface Runoff due to PDAs Development
Peak Flow
Area with Peak Flow After Increase in Peak
Name of Before
Change of Development Flow
PDA Development
Land Use (ha) (m3/s) (m3/s)
(m3/s)

LMC PDA 70.5 31.49 89.41 57.9

MKT PDA 28.5 6.56 24.54 18.0

HYW PDA 106.6 22.23 87.13 64.9

TKL PDA 244.1 91.76 203.92 112.2

QH PDA 46.1 39.13 74.22 35.1

4.4.3 To mitigate the potential drainage impacts arise, it is recommended in the DIA to
provide retention ponds and lakes to attenuate peak surface runoff within the
PDAs. Multiple formation levels and stormwater treatment are proposed to be
considered in these retention tanks / lakes. Preliminary size and location of the
proposed retention tanks / lakes is summarized in Table 4.4.2 and on Figures
4.4.1a to 4.4.1f.
Table 4.4.2 Summary Details of Proposed Retention Ponds and Lakes
Proposed Land use for
Retention Ponds /
the Ponds / Lakes
Name of PDA Lakes Storage Volume (m3)
Locations
Designations

District Open Space

LMC PDA LMC-1 12,640

Green Belt
MKT PDA MKT-1 5,925

Agriculture
HYW PDA TKL-1 34,035

TKL-1 Green Belt 12,605

Open Space
TKL PDA TKL-2 12,605

TKL-3 Green Belt 4,450

District Open Space

QH PDA QH-1 4,620
79

*Implementation of these proposed retention ponds and lakes should be carried in the stage of
P&E Studies.
4.4.4 The following existing main drainage systems potentially conflict with the PDAs
have been identified in the DIA and Table 4.4.3 below summarized the proposed
treatment to these existing drainage systems.
Table 4.4.3 Proposed Treatment of Existing Drainage System Potentially in Conflict with
the Development in Various PDAs
Existing Drainage System
Name of PDA Potentially in Conflict with the Proposed Treatment
Development
(a) Upstream section of San Tin
Channel proposed to be retained
Eastern Channel

(b) Existing channel near Ki Lun

Channel proposed to be retained
LMC PDA Tsuen
Channel proposed to be retained.
(c) Existing channels and streams Upstream section of stream (c) to be
at Shek Wu Wai upgraded to provide 200 year flood
protection
(d) Existing stream near Sha Ling
To be diverted as pipes / culvert along
MKT PDA Livestock Waste Composting
upgraded road
Plant
To be diverted as pipes / culvert along
(e) Natural stream upstream of proposed road. Upstream section of
Ping Yuen River stream (e) to be upgraded to provide 2-
5 year flood protection.
HYW PDA (f) Natural stream and channel Streams and channel proposed to be
near Tsung Yuen Ha retained

(g) Natural stream near Shui Ngau

To be diverted as pipe / culvert
Tso
(e) Natural stream upstream of
Ping Yuen River
(h) Ping Yuen River
(downstream)
TKL PDA
(i) Ping Yuen River (upstream)
(j) Channel upstream of Ping
Yuen River (Channel ref.
TKL05 under the DMP
Review)
To be diverted as pipes / culvert along
proposed road. Upstream section of
stream (e) to be upgraded to provide 2-
5 year flood protection.
To be retained
To be retained. The most upstream
section would be diverted as pipe /
culvert. A section of stream (i) to be
upgraded to provide 50 year flood
protection.
To be retained. Channel (j) to be
upgraded to provide 2-5 year flood
protection.
 80

Existing Drainage System

Name of PDA Potentially in Conflict with the
Development
(k) Stream near Shui Hau (Stream
ref. TKL04 under the DMP
Review)
(l) Channel upstream of TKL05
(Channel ref. TKL07 under
the DMP Review)
(m) Channel upstream of TKL05
(Channel ref. TKL02)
(n) Ng Tung River
Proposed Treatment
To be retained. Part of the stream
would be diverted as cross road pipe /
culvert. Channel (k) to be upgraded to
provide 2-5 year flood protection.
To be retained. Some upstream
sections would be diverted as pipe /
culvert
To be retained
To be retained. Part of the stream
would be diverted as cross road pipe /
culvert

(o) Tan Shan River To be retained

(p) Kwan Tei River To be retained

(q) Existing 525mm dia. drainage

To be retained
pipe along Ping Che Road

(r) Tan Shan River To be retained

QH PDA (s) Kwan Tei River To be retained

(t) Existing 600UC along Sha
To be replaced by proposed road drain
Tau Kok Road

4.4.5 A broad review of the existing engineered drainage channels and nullahs within
the Study Area has also been conducted under the DIA. Table 4.4.4 below
summarized the proposed revitalization and rehabilitation works to these existing
drainage channels / nullahs.
Table 4.4.4 Existing Drainage Channels and Nullahs to be Revitalised and
Rehabilitated
Existing Drainage System Potentially in Conflict with the
Name of PDA
Development
- San Tin Eastern Channel (feasibility of revitalising the
LMC PDA channel is currently being studied by the Drainage Services
Department (DSD))
- Ping Yuen River (feasibility of revitalising the channel is
currently being studied by DSD)
- Channel (l)
TKL PDA - Channel (m)
- Ng Tung River
- Tan Shan River
- Kwan Tei River
81

Existing Drainage System Potentially in Conflict with the

Name of PDA
Development
- Tan Shan River
QH PDA
- Kwan Tei River

Sewerage Impact Assessment

4.4.6 A Sewerage Impact Assessment (SIA) was carried out for the CP under Scenario
II to confirm the acceptability of the Developments under this Study in sewerage
aspect and to delineate a recommended sewerage system.
4.4.7 The Table 4.4.5 below summarized the development details and the additional
sewage generated within the proposed PDAs.
Table 4.4.5 Additional Sewage Generation within PDAs
Population Total Sewage Generated
Name of PDA
Residential Employment ADWF (m3/day)

LMC PDA 55,392 80,286 38,043

MKT PDA 0 3,936 2,519

HYW PDA 8,887 41,222 15,993

TKL PDA 189,542 70,651 60,408

QH PDA 95,845 18,632 23,883

4.4.8 To deal with the additional sewage generated within the LMC PDA, two options
have been recommended in the SIA for consideration at later stage of the Project.
Under Option 1, 16,000m3/day sewage is recommended to be handled by the
Yuen Long Sewage Treatment Works (STW) and the remaining some
22,100m3/day sewage would be treated in the new proposed STW (designated as
“LMC STW”) on Figure 4.4.3. Under Option 2, a new STW of design capacity
of 38,100m3/day is proposed to handle all additional sewage generated within the
LMC PDA.
4.4.9 For HYW PDA, TKL PDA and QH PDA, since there is no space in the current /
expanded Shek Wu Hui STW for further expansion, it is recommended to
construct a new STW (designated as “PC/TKL STW”) on Figure 4.4.3 to handle
the additional sewage generated within the 3 PDAs.
4.4.10 In the SIA, it is also recommended that the MKT PDA would be handled by
existing Shek Wu Hui STW. Diversion of flow from existing NENT sewerage
system, which collects sewage flows from the existing village areas in PC and
TKL as well as the leachate flows from the existing and planned expansion of the
NENT Landfill, and from Shek Wu Hui STW to the new PC/TKL STW is
proposed to free up spare capacity at Shek Wu Hui STW for the development at
MKT PDA.
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4.4.11 In order to comply with the “No Net Increase in Pollution Loading” Requirement
of the Deep Bay Water Control Zone, three options have been considered:-
i. Option 1 – Reuse of treated sewage effluent (TSE) within the PDAs and
other existing urban areas / proposed developments;
ii. Option 2 – Export of the TSE outside of the Deep Bay Water Control
Zone; and,
iii. Option 3 – Hybrid solution of Option 1 and Option 2.
Water Supply Impact Assessment
4.4.12 A Water Supply Impact Assessment (WIA) was carried out for the CP under
Scenario II to confirm the acceptability of the proposed developments under this
Study in water supply aspect and to recommend water supply systems.
4.4.13 The Table 4.4.6 below and summarized the development details and fresh and
flushing water demand within the proposed PDAs.
Table 4.4.6 Water Demand within PDAs
Total Demand
Population
Name of PDA (m3/day)
Residential Employment Fresh Water Flushing Water

LMC PDA 55,392 80,286 32,349 13,512

MKT PDA 0 3,936 630 472

HYW PDA 8,887 41,222 8,995 5,569

TKL PDA 189,542 70,651 65,725 21,746

QH PDA 95,845 18,632 29,258 8,945

4.4.14 To provide fresh water supply for the NTN Development, it is recommended to
consider the additional fresh water demand from the NTN development for future
expansion of Tai Po Water Treatment Works (WTW). In addition, uprating of
existing pumping station or new pumping station will also be required to feed the
treated water to the proposed service reservoirs. Two new fresh water service
reservoirs (FWSRs), one in PC (designated as “PC/TKL FWSR”) and another in
Ngau Tam Mei (designated as “NTM FWSR”) are recommended in the WIA to
feed the proposed PDAs (as shown in Figure 4.4.2). The PC/TKL FWSR would
feed QH PDA, TKL PDA and HYW PDA, and also make provision of storage for
supply to MKT PDA through adjustment of supply zone with Table Hill and
Tong Hang FWSR. Its proposed fresh water demand from the above PDAs is
104,608 m3 and thus requires a storage capacity of 104,700 m3. Another NTM
FWSR is proposed to provide fresh water supply for the proposed LMC PDA.
The fresh water demand from LMC PDA is 32,349 m3 which will require a
storage capacity of 32,400 m3 to serve primary and secondary function.
83

4.4.15 Apart from FWSRs, two sites are also identified for new flushing water storage
reservoirs (FLWSR) in PC (designated as “PC FLWSR”) and in NTM
(designated as “NTM FLWSR”) which are indicated in Figure 4.4.4. In this stage,
it was proposed to supply the FLWSRs with TSE generated from the existing and
/ or proposed STWs. Apart from the new FWSRs and FLWSRs, associated trunk
and distribution mains will also be required. Since the additional water demand is
recommended to be taken up by the expansion of Tai Po WTW, a link should be
provided for linking up the trunk mains of Tai Po WTW, Sheung Shui WTW and
NTM WTW so that the additional water demand arising from LMC PDA could
be provided by Tai Po/Sheung Shui WTW.
Utility Impact Assessment
Existing and Planned Power Transmission and Distribution System
4.4.16 In the Study Area, there is only one electricity power service provider, the CLP
Power Hong Kong Limited (CLPP). In general, most of the existing distribution
cables are laid underground along public roads within the NTN. Overhead high
voltage transmission powerline supported on pylons can also be found in hilly
terrain and rural areas.
4.4.17 The clearance requirements for the 400kV and 132kV overhead power cables
within the Study Area are considered to be constraints to the boundary of
proposed land use developments. CLPP, Fire Services Department (FSD) and
Electrical and Mechanical Services Department (EMSD) should be consulted if
there are any proposed structures encroaching onto this preferred working
corridor or any reduction of existing ground clearance of the overhead lines.
4.4.18 New 132kV sub-station to the network may be required if the loading
requirement on these land use development exceeded the planned system capacity.
4.4.19 The existing and planned power transmission and distribution cable system are
properties of the CLPP. System capacity and its potential for expansion would
require the CLPP to review. It is necessary to present the land use plan and
associated infrastructure proposal to CLPP for discussions of future power supply
network strategies and planning.
Gas Supply Network
4.4.20 At the moment there is only one town gas supply company, the Hong Kong and
China Gas Company Limited (HKCG) is supplying gas via pipeline system.
4.4.21 The need of town gas supply by pipeline would be up to the nature and density of
land use. For PDAs with sufficient number of gas users, it would become a good
justification for HKCG to lay mains and pipeline to a new area. For extension of
gas supply system, pipes can be branched off from the existing mains and be laid
along existing or future distributor roads in the PDAs.
Telecommunication Network
4.4.22 Telecommunication services are essential for the developments in PDAs. The
mobile network operators will need to reserve land space within the development
and along public road for their future installation of base stations of mobile
services in the areas that are outside the existing coverage.
Street Lighting
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4.4.23 Street lightings are required along all public roads including highways, distributor
roads, local roads, cycle tracks and pedestrian walkways. These lights shall be
powered by low voltage cable from the CLPP network. The demand of street
lighting provision and associated facilities will be considered in the technical
assessment in the stage of P&E Studies when necessary.

4.5 Air Ventilation Assessment

LMC PDA (Refer to Figure 4.5.1)
4.5.1 Two NE-SW running road networks, possible railway and open space would
form as the major breezeways across the LMC PDA that would facilitate
penetration of both annual and summer prevailing winds through the PDA.
4.5.2 The green belt and open space at the western part of LMC PDA would allow
N/NNE wind ventilating into the hinterland of the PDA.
4.5.3 The Logistics Industries and Enterprise Park with plot ratio of 3 at the middle part
of the PDA would slightly shield the village cluster at its south of PDA under
N/NNE wind. Localized air paths align with N/NNE to serve the villages at the
leeward side is therefore suggested. Particularly, secondary breezeway across
land lots for the Logistics Industries use align with the open space assigned along
N-ESE direction is suggested.
4.5.4 In addition, the Commercial and Residential areas with plot ratio ranged from 5
to 6 adjacent to the high-rise Mixed Use area would shield the approaching winds
towards the eastern and western residential and village areas under ENE/E and
SW/WSW winds, respectively. Although the District Open Space and road
network would form as breezeways to alleviate the wind performance, localized
air paths and street alignment in ENE-WSW direction within these high-rise areas
are suggested to further minimize the adverse ventilation impact.
4.5.5 In LMC PDA, the Green Belt and Agricultural areas at the central area would
allow incoming wind to ventilate the area. In order to facilitate better wind
penetration into the central area under SW/WSW wind, localized air paths and
street arrangement align with SW/WSW direction is recommended to the
Residential areas at the most western part of LMC PDA.
4.5.6 The Commercial (Cross Boundary Retail) with plot ratio of 4 at the northern part
of LMC PDA would potentially cast wind shadow to the existing villages to its
immediate southwest and northeast under both annual and summer wind
directions, respectively. To minimize the impact, localized air paths align with
NE-SW wind directions are suggested across the Commercial Cross Boundary
Retail area to enhance the wind penetration.
4.5.7 The Mixed Use areas with plot ratio of 6 at the southern part of the PDA would
potentially create a wind shadow over the leeward side of its own site and
adjacent land lots under all studied winds. Hence, it is recommended that this
Mixed Use areas in LMC PDA to adopt Sustainable Building Designs (PNAP
APP-152) to enhance the wind performance under all studied winds.
MKT PDA (Refer to Figure 4.5.2)
85

4.5.8 The NE-SW running road network of MKT PDA would be the major breezeway
that would facilitate wind penetration towards the adjacent NDAs (i.e. KTN and
FLN NDA) and across the PDA under ENE/E and SW/WSW winds.
4.5.9 However, with presence of Agri-Logistics/ Light Industry with plot ratio of 3 in
MKT PDA, it would slightly affect the wind environment of the most northern
area of FLN NDA and villages at the leeward side under N/NNE and S/SSW
wind directions, respectively. Hence, localized air paths align with N-S direction
at the southern side of the PDA is recommended for better wind penetration
towards leeward side.
HYW PDA (Refer to Figure 4.5.3)
4.5.10 With presence of open spaces at the northern side, the land lots for Tourism/
Leisure with PR of 0.8 and villages zone at the northern part would enjoy good
wind availability under N/NNE and ENE/E prevailing winds.
4.5.11 The green belt and agriculture of HWY PDA would facilitate wind penetration,
especially for wind coming from N-E quadrant.
4.5.12 The Commercial (Cross Boundary Retail) and Mixed Use with plot ratio of 7.5 in
the western part of PDA would potentially cast wind shadow over the villages
and existing settlements under N/NNE wind directions. The major road network
in between the commercial land lots would act as secondary breezeways, which
extend the breezeway to its eastern side. The secondary breezeway would slightly
alleviate the wind impact at the leeward side.
4.5.13 The Commercial (Cross Boundary Retail) and Mixed Use with plot ratio of 7.5 at
the western part of HYW PDA would potentially shield the adjacent villages
under all studied wind direction. To minimize the impact, localized air paths and
street alignment in prevailing wind directions are suggested in the commercial
area for better wind penetration. It is also recommended the Mixed Use and
Commercial Cross Boundary Retail areas to adopt Sustainable Building Designs
(PNAP APP-152) to enhance the wind permeability.
TKL PDA (Refer to Figure 4.5.4)
4.5.14 In the presence of extensive green belt, agriculture and open space at the northern
part of TKL PDA would allow incoming wind to ventilate the PDA easily. The
high-rise residential and commercial area at the most western part would be
easily ventilated under annual wind condition in the absence of infrastructures at
its windward side. The village clusters and low-rise residential area at the central
area of the PDA would freely enjoy both annual and summer winds.
4.5.15 The green belt and road network at the eastern part of the PDA would act as wind
entrance that would allow ENE/E wind to ventilate the PDA. Considering the
extensive area of the Science Park, a wind corridor running in NE-SW direction
within Science Park, in form of green belt, open space and road network, would
be suggested to enhance wind environment of existing villages at the leeward side.
4.5.16 At the most southern area of the PDA, the green belt and agriculture running in
NE-SW direction would serve as a major breezeway to ventilate the southern
developments under ENE/E and SW/WSW directions.
 86

4.5.17 At the most western area of the PDA, the open space would form the breezeways
to allow ENE/E and SW/WSW winds to penetrate across the western area of
PDA.
4.5.18 The stepping building height arrangement would also favour local wind
ventilation under N/NNE and S/SSW winds. These would slightly alleviate the
potential shielding effect caused by the high-rise residential and commercial area
in that part of PDA.
4.5.19 The Logistic Industries at the most northern part of TKL PDA would potentially
shield the SW/WSW approaching wind towards villages to its east. To enhance
the wind permeability of Logistic Industries, localized air paths align with
SW/WSW wind direction are recommended.
4.5.20 The G/IC area at central of the far western part of TKL PDA would be potentially
suffered from relatively calm wind as it is surrounded by land lots with higher
plot ratio. Although the presence of green space areas may help to facilitate wind
penetration into the inner area and improve the wind environment, breezeways or
localized air paths in form of open space, road network or Non Building Area
(NBA) connecting to green area (indicated by black dotted arrow) are
recommended to facilitate wind penetration.
4.5.21 The high-rise Residential areas with plot ratio ranged from 5 to 7.5 at far western
part of TKL PDA would also shield the approaching wind under all studied area.
Street alignment and building separation in parallel with major breezeways or
localized air paths are also suggested for the far western part of TKL PDA to
enhance the wind permeability. The Residential areas with plot ratio of 7.5 at the
central part are also recommended to adopt Sustainable Building Designs (PNAP
APP-152) to enhance the wind performance.
4.5.22 The open space adjacent to high-rise commercial area at the lower middle part of
the PDA would facilitate wind penetration and slightly improve the wind
environment of the village clusters at the leeward side under S/SSW wind.
4.5.23 The high-rise Commercial, Mixed Use and Residential areas at lower middle part
of TKL PDA would potentially cast a wind shadow over the adjacent village,
existing settlement upgraded and G/IC areas at leeward side including in its own
site under all studied winds. In order to minimize the impact, setback from the
road and open space of the future development together with adoption of
localized air paths are recommended during detailed building layout design stage
to enhance wind penetration across middle part of this PDA area.
4.5.24 In addition, the Mixed Use area with plot ratio of 7.5 and Residential area with
plot ratio of 7.5 at this lower middle part of TKL PDA are recommended to adopt
Sustainable Building Designs (PNAP APP-152) to enhance the wind permeability
under all studied winds.
QH PDA (Refer to Figure 4.5.5)
4.5.25 The major road (i.e. Sha Tau Kok Road (Lung Yeuk Tau)) at the co-boundary of
TKL PDA and QH PDA would serve as a major breezeway to ventilate across the
PDAs and its surrounding areas under ENE/E and SW/WSW winds.
4.5.26 In addition, although the presence of existing villages, the villages are low-rise in
natural that the open space and agriculture at the middle part of the QH PDA
87

would facilitate wind penetration to serve the adjacent village clusters to the east
and west of QH PDA and within the PDA under ENE/E and SW/WSW winds.
4.5.27 At the northern part of QH PDA, the land areas proposed for residential use with
plot ratio of 7.5 and Commercial use with plot ratio of 6.5 would likely cast wind
shadow towards planned development at QH at its leeward side under N/NNE
and ENE/E wind, respectively. Localized air paths and adoption of Sustainable
Building Designs (PNAP APP-152) are recommended during detailed building
layout design stage to enhance wind penetration.
4.5.28 Moreover, the residential use with plot ratio of 7.5 would also likely shield the
incoming wind across the QH PDA towards villages to its west and east under
ENE/E direction and SW/WSW direction, respectively. Although the District
Open Space at the middle of this residential area would improve ENE/E and
SW/WSW wind penetration, street alignment align with ENE-WSW directions is
also recommended for this residential land lot to enhance wind permeability.
4.5.29 The residential areas with plot ratio of 5.5 and 6 at the most southern part would
potentially shield the planned development at QH, localized air paths in
alignment with S/SSW direction are recommended to serve the planned
development at QH.
4.5.30 The residential area with plot ratio of 6 located at the southeastern part of the
PDA would potentially shield the approaching wind towards planned housing
sites at QH under ENE/E wind direction. Localized air path in form of open space
or road network to serve planned housing sites at QH is suggested to encourage
wind penetration.

4.6 Socio-Economic Impact Assessment

4.6.1 Scenario II inherited the intention for creating a “Productive Metropolis” in NTN
in promoting strong economic linkages with the PRD offsetting the strength of
agglomeration effects that have allowed high value service industries such as
finance and professional services, to remain and flourish in the urban core despite
high location costs. Sufficient scale is required to allow these industries to
generate their own agglomeration effects in NTN.
4.6.2 CP under Scenario II creates two major commercial agglomerations, LMC and
PC (encompassing the HYW and TKL). A total of approximately 6 million m2 of
employment-supporting development is planned, with overall Gross Floor Area
(GFA) distribution detailed in Table 4.6.1.
Table 4.6.1 Overall Employment –supporting GFA distribution in Scenario
II
2
GFA in ’000s m West NTN East NTN Total GFA
Specialised retail 666 664 1,330
Local Retail 72 383 455
Tourism/Leisure 0 60 60
Office + Mixed Use + new
986 860 1,846
enterprise area
Agri-logistics 0 590 590
Science Park 0 396 396
 88

Industrial Estate 0 948 948

Logistics 176 258 434
Total GFA 1,901 4,159 6,060

West NTN (LMC PDA)

4.6.3 The proposed development at the West NTN under the CP will be tied in with the
development programme of the proposed NOL, with two possible railway
stations at San Tin and Chau Tau. Employment-supporting planning for West
NTN under the CP is 666,000 m2 of retailing space has designated at the possible
station in Chau Tau. A new public transit interchange has been proposed for the
possible station in Chau Tau, but an alternative plan to incorporate it into the BCP
itself would both improve circulation and remove the need for the existing shuttle
bus. The LMC cross-boundary retail hub will readily accommodate the 33,000
retail employees forecast in this location: typically business use-related jobs need
20-25 m2 per employee but the higher GFA allocated at this site reflects that
some potential format (hypermarket/bulk retailers) are not labour intensive
retailing formats. Alternatively, the proposed GFA assigned to cross-boundary
retail hub could flexibly be allocated to other uses such as hotel, offices that
would also serve the tourist trade or other needs in the future.
4.6.4 A further about 758,000 m2 of office, retail and hotel space is planned around the
possible station in San Tin to create the commercial core of the west side of the
Study Area. The area is thus envisioned to house a range of financial and
professional services that cater to the non-financial corporate headquarter base in
Futian.
4.6.5 Located in a strategic location to the south of San Tin Highway is a community
enterprise hub of about 228,000 m2, which is envisioned to mix commercial space
for new businesses, together with pop-up retail and food space. It is envisioned
that this development will provide both work space and the type of support and
networking services more typically associated with incubators and innovation
centres. This facility would be targeted at a broader range of industries, and cater
for the needs of the local population. Social enterprises could be a particular
focus of this space.
4.6.6 These other commercial developments in LMC (including office, Mixed Use and
new enterprise park) has been planned a combined GFA of about 986,000 m2.
Based on working density of 20 m2 per employee for office and Mixed Use space
and 50 m2 per employee for Enterprise Park, employment estimated for these
commercial areas would be approximately 42,500.
4.6.7 The site may also have some symbiosis with neighbouring sites, where a further
176,000 m2 of space has been allocated for logistics industry to meet the industry
demand. Other local growth poles include the LMC Loop research hub, which
could drive the development of education-related or research commercialisation
services.
4.6.8 Based on the assumed ratio of 0.065 for potential local retail employment to
planned population, it is estimated local retail could create 72,000 m2 of space
and another 3,600 jobs.
89

4.6.9 With estimated logistics employees of 900 based on assumed worker density of
200 m2 per worker, the total employment generated at LMC would be
approximately 80,000.
East NTN (MKT, HYW, TKL and QH PDAs)
4.6.10 Similar to the LMC cross-boundary retail hub, the 664,000 m2 facility could
support about 33,000 jobs if staffing ratios are line with typical retail
establishments in Hong Kong.
4.6.11 Other office-based commercial developments in PC hub (including QH PDA) has
been planned a combined GFA of 860,000 m2. Based on similar working density
of 20 m2 per employee, employment estimated for these commercial areas would
be approximately 43,000.
4.6.12 The Science Park at 396,000 m2 could accommodate some the innovation jobs
and the environmental and testing/certification jobs. The HKPSG guidelines state
15m2 per employee in Science Parks, estimating some 26,000 jobs could be
created at the science park area.
4.6.13 With Industrial Estates space of 948,000m2 planned and assuming 150m2 per
employee for space intensive jobs, it is estimated to accommodate around 6,300
employees.
4.6.14 The 590,000m2 of agri-logistics spaced allocated in MKT can be supported up to
4,000 jobs, and potentially 1,300 jobs for logistics, based on worker density of
150-200m2 per worker. A further 258,000 m2 of space has been allocated for
logistics industry to meet the industry demand, generating about 1,300 jobs.
There are also 1,200 jobs created for tourism and leisure.
4.6.15 Together with 383,000m2 of space for local retail, it is estimated to create 19,000
population-supporting employments. Thus, the total employment generated at
East NTN would be approximately 135,000.
4.6.16 The employment distribution in NTN under Scenario II is included below:
Table 4.6.2: Employment distribution in NTN under Scenario II

PDA Employment (about)

West NTN Phase 1 Phase 2 Phase 3
LMC PDA 80,286 80,286 80,286
Sub Total 80,286 80,286 80,286

East NTN Phase 1 Phase 2 Phase 3

MKT PDA 3,936 3,936 3,936
HYW PDA 5,076 41,222 41,222
TKL PDA 30,121 64,503 70,651
QH PDA 0 18,632 18,632
Sub Total 39,133 128,293 134,441

TOTAL 119,419 208,579 214,727

(Estimates (119,000) (209,000) (215,000)
in Nov 2015)
Post-Development Impact
 90

4.6.17 CP under Scenario II has designated a total of about 280 ha for developing new
residential units and about 180 ha for villages and “Existing Settlements”. With
planned residential units to cater for additional population of 350,000, it is
expected to help mitigate the part of the shortage in housing supply. There would
be also potential upgrades in terms of the productivity of business activities given
the existing brownfield operation does not represent an efficient utilization of
land.
4.6.18 The five PDAs involve about 720 ha development area, it is estimated that more
than 50% is under private ownership. Given that the CP only shows broad land
use concepts and detailed survey of existing land uses is yet to be conducted, the
impacts on land uses will be subject to further investigation in the stage of P&E
Studies.

4.7 Sustainability Assessment

4.7.1 A Sustainability Assessment (SA) was undertaken for the proposed development
under the CP based on eight guiding principles and using the Computer-Aided
Sustainability Evaluation Tool (CASET) Version 4.0.
4.7.2 Two scenarios have been formulated to compare the environmental, social and
economic impacts without and with the NTN Development (i.e. Scenario 1 and
Scenario 2 respectively). Key features of the scenarios are summarised as follows:
 Scenario 1 (Without the NTN Development) – This is the base case or
the status quo (i.e., without the NTN development). Any change to this
“do-nothing” scenario as to the introduction of the NTN Development
will be discussed in the next scenario.
 Scenario 2 (With the NTN Development) - In this scenario, NTN will
be developed in accordance with the CP under Scenario II with its
strategic infrastructure requirements.
4.7.3 The eight guiding principles are well established for Sustainability Assessment
(SA) by the Sustainable Development Unit including Natural Resources,
Biodiversity, Leisure and Cultural Vibrancy, Environmental Quality, Society and
Social Infrastructure, Health and Hygiene, Economy and Mobility.
4.7.4 Using the CASET, a series of indicators that would be affected by the proposed
development was generated and categorised into environmental, economic and
social indicators. A list of Sustainable Development strategy indicators was also
generated. The findings of the CASET, based on two scenarios considered, are
provided below in Table 4.7.1.
Table 4.7.1 Summary of Environmental and Economic Indicators

Scenario 1 Scenario 2
Indicators (Without the NTN (With the NTN
Development) Development)

Carbon dioxide emitted per year  

Construction waste  
Cost-benefit  
91

Scenario 1 Scenario 2
Indicators (Without the NTN (With the NTN
Development) Development)

Criteria air pollutants  

Education Expenditure  
Energy consumption  
Energy consumption per capita  
Excessive noise  
Fixed capital  
Freight costs  
Freshwater supplied and
consumed  

Income differential  
Innovation  
Job Creation/ Loss  
Landfill capacity  
Local freshwater  
Managed terrestrial habitat  
Marine water quality  
Municipal solid waste  
Open space shortfall  
River water quality  
Significant landscape features
(area)  

Significant landscape features  

(point)
Terrestrial eco-value  
Toxic air pollutants  
Travel distance  
Travel speed  

Table 4.7.2 Summary of Social Checklist Questions

Scenario 1 Scenario 2
Social Checklist Questions
(Without Project) (With Project)

Safety Net  
Living Space  
Adequate Housing  
 92

Scenario 1 Scenario 2
Social Checklist Questions
(Without Project) (With Project)

Physical/ mental health  

Health of vulnerable groups  
To be discussed in the next
Leisure and cultural facilities  section

Leisure and cultural activities  To be discussed in the next

section
Archaeological and historical site  
Housing waiting time  
Private rent  

Waste Reduction and Recycling  To be discussed in the next

section
Renewable Energy  
Urban Living Space  

Legends
Annotates no change to the current baseline situation


Very Moderate
Small Moderate Large Very Large
Small to Large

Improvement      

Deterioration      

4.7.5 On the negative side, there will be a small to very small deterioration of condition
with respect to construction waste, criteria air pollutants, excessive noise, landfill
capacity, marine water quality, river water quality, significant landscape features
(area), significant landscape features (point), terrestrial eco-value, and
archaeological and historical site due to the proposed development. These
changes are considered to be extremely small as compared with the Hong Kong
territory-wide values. Moderate deterioration is anticipated for carbon dioxide
emitted per year.
4.7.6 On the positive side, the proposed development is expected to extend NTN into a
district which can meet housing, social, economic, environmental and local needs.
The development will bring about value-added contribution to GDP and
employment creation to the economy. The development will also improve fixed
capital, freight costs, provision of open space, travel speed and renewable energy
generation.

4.8 Green Initiative, Carbon Appraisal and “Wise City”

Concept
Sustainablility Framework for NTN
93

4.8.1 The sustainability framework for NTN aims to highlight the opportunities in
different areas in achieving the sustainable principles. These areas cover a
number of technical areas where measures can be implemented to achieve S-G-R
development of NTN and relevant sustainable principles.
4.8.2 The sustainablility framework for NTN comprises the following areas in which
strategies are formulated: Energy & Building, Transport, Water, Drainage, Waste
and City Systems Integration. For each aspect, a number of measures are
proposed for achieving the overall vision of NTN. Some examples of the
proposed measures under each specific area are illustrated below. The details are
further elaborated in subsequent sections.
4.8.3 The process in arriving different specific practices within the above areas started
in the beginning of the study when the infrastructure provisions are recommended
to achieve the vision of NTN development. More specific measures and
technologies are proposed for smart, green and resilient city for key infrastructure
areas, where baseline infrastructure assessment and feasibility of these proposed
measures in the PDAs are investigated and summarized below.
Energy & Building Transport Water
 Renewables (e.g. solar,  Transport vehicles (e.g.  Water supply
wind, etc.) EV, biodiesel vehicles) technologies
 Tri-generation  Traffic Demand Measures  Rainwater harvesting
 District Cooling (e.g. Car sharing, taxi  Grey water recycling
 Smart grid pooling)
 Building technologies ,  ICT management for
automation and energy transport management
systems
 Energy storage systems
Drainage Waste City Systems Integration
 Sustainable urban  Automatic waste collection  Real-time infrastructure
drainage system (SuDS) system management
 Storm water treatment  Organic waste treatment  Co-treatment and co-
system  Waste-to-energy plant location of infrastructure
 Co-treatment of sewage provisions
sludge and Municipal Solid  Optimization between
Waste (MSW) centralized and
decentralized systems
4.8.4 Various green initiatives under the different themes outlined in the previous
section are proposed for the NTN development. For Municipal Solid Waste and
sludge arising forecast within NTN, please refer to Appendix C.
Site Planning & Urban Design
Creating Harmony between Development and the Surrounding Context
4.8.5 View corridors and breezeways are proposed to improve air circulation as well as
to provide major view corridors that formalize the relationship between the
vegetated mountain backdrop of the NTN and the new urban cores. They mostly
replicate the visual corridors already identified in the NTN that mark the
relationship with the surrounding natural environment.
 94

4.8.6 Visual relationships are preserved by configuring greenways and major roads
within developments to create a series of visual relationships that frame
significant landscape markers in the vicinity of the new urban cores. These
mostly include mountain peaks and ridgelines towards which the routes are
axially arranged, enhancing their monumental significance and lending a clear
identity to the neighbourhoods they traverse.
Protecting Established Wildlife Habitats
4.8.7 Existing streams are a valuable landscape resource which could be preserved and
integrated with the adjoining urban development and the existing village
settlements. The concept of ecological stream is proposed in NTN, which
involves creation of riparian buffer zones along the banks of the preserved
streams. Apart from streams, the existing watercourse will be preserved to
provide natural habitat for the wildlife. Boulders, riparian vegetation and niches
with varied water depths are to be introduced to promote biodiversity and to
achieve a naturalistic look.
Preservation of Significant Landscape Features
4.8.8 Continuous landscape systems that envelop various natural features are all
grouped into linear spatial ribbons that are intended to maintain the existing open
space continuity throughout the region. These systems are coordinated with the
streetscapes and open space system in NTN with linkages which take the form of
green corridors and establish a continuous and robust landscape framework in
which ecological values are preserved.
4.8.9 In particular, Fung Shui woodlands will be preserved and incorporated with the
network of open spaces. Eco-farming will be encouraged in the agricultural plots
to promote biodiversity.
Transport
Green Transport Analysis
4.8.10 Provision of a comprehensive environmentally-friendly transport (EFT) system is
proposed for NTN which serves as a layered network, integrated at the local level,
as well as the regional level, aiming to reduce the desire to drive for both internal
circulation (i.e., short trips) and external access (i.e., long trips).
4.8.11 Various types of public transport modes and services will provide the mobility
backbone to/from NTN and within the PDAs, which are classified as individual-
based, road-based as well as rail-based systems.
EFT Systems Mode/ service
Individual-based  Comprehensive Pedestrian Network
 Travellator
 Cycle Tracks
 Cycle Parking Facilities
 Electric Cars
Road-based  Electric and Environ-mentally Friendly Buses (for
Local and Express Buses)
 Enhanced Bus and Bus Priority Treatments A
 Bus Rapid Transit (BRT) A
Rail-based  Heavy Rail (MTR)
95

 Modern Tram / LRT

 ULtra
Note: A The key issues with both Enhanced Bus and BRT are: (i) the need for strict enforcement
of traffic rules to keep vehicles from blocking bus lanes or stations as well as from entering and
operating in the bus lanes; (ii) capital cost to implement the enhancements; and (iii) willingness
of the government and the public to “allocate” road space for bus persons and thereby reduce
vehicle capacity. Coordinated signal systems will be needed to ensure smooth traffic flow for
both buses and general traffic.

High-Level Assessment of EFT Options

4.8.12 A synopsis of the potential role and applicability of each EFT within the context
of NTN is presented in the Table 4.8.1 below. Criteria for road-based and rail-
based assessment include (1) capacity, (2) speed/ reliability, (3) flexibility, (4)
accessibility, (5) cost, (6) footprint, (7) ease of implementation and (8) carbon
reduction potential. Pedestrian/cycle based systems will be assessed against those
criteria where they are applicable. The table below presents a high-level
qualitative assessment of the relevance and potential role of different EFT options
for NTN.
Transport Demand Management Measures
4.8.13 Transportation Demand Management (TDM) is a suite of strategies and policies
that is intended to reduce auto share and vehicle ownership, while at the same
time encourage alternate travel patterns and behaviour with sustainable, green
transport modes. TDM has clear and proven benefits in reducing auto trips and
vehicle emissions, and increasing walk, cycle and public transport use. Proposed
TDM measures are generally applicable for all NTN PDAs and include the
following.
Potential TDM Measures
 Car Sharing  Traffic Calming
 Carpooling/ ridesharing/ taxi  Parking Measures
pooling  Financial Incentives/ Disincentives
ICT Management for Transport Management
4.8.14 Ever-evolving technologies allow transport operators to track vehicles,
infrastructure, and drivers in real-time. This allows operators to make more
informed operating decisions as well as to better understand performance trends
and identify corrective measures to take to improve performance and minimize
delays. The goal of such systems is to improve the competitiveness and reliability
of public transport systems.
4.8.15 From a passenger perspective, real-time knowledge of vehicle location can be
used to provide estimated arrival time to mobile phones or to LCD signs at the
public transport stops. From an operating perspective, knowledge of vehicle
location as well as ambient traffic conditions can allow operators to make real-
time decisions on routing to avoid delay.
4.8.16 From a vehicle fleet management perspective, full sensorisation of the vehicle
fleet can help to minimize vehicle breakdowns and to undertake preventive
maintenance. Inefficient performance could be quickly identified and such parts
could be replaced. Driver performance could also be monitored throughout all
phases to improve driving behaviour and reduce inefficient driving.
 96

4.8.17 There are certain fixed costs associated with such systems. Initial outlay costs
may be moderate especially to equip an entire fleet with such sensors, although
the benefits would be clearly reflected in reduction of lost time due to
maintenance or delay.
 97
Table 4.8.1 High Level Assessment of EFT Options
Speed / Carbon Reduction Ease of
Mode/ Service Capacity Flexibility Accessibility Cost Footprint Applicability for NTN Role in NTN
Reliability Potential Implementation
Individual-based EFT Options (Mode/Service Evaluated Against Other Individual EFT Options Only)
 Applicability: A
comprehensive
pedestrian network is
All trips begin or end
essential to cater for
with a walking trip,
Comprehensive The most Easiest and short-trips and Serves as principal local
therefore a
Pedestrian - - accessible mode Relatively low cost - cheapest to minimize driving. It is connection system within
comprehensive
Network of all expand important to have such NTN
network encourages
networks around
greater walking
railway stations, as well
as at major residential
and employment hubs.
 Applicability:
Travellators should not
be implemented
everywhere. They may
Expansion be warranted at specific
Travellators Minimal Minimal as Provide on selected corridor
requires Access is limited Higher capital and locations where the
can reduce the footprint, travellators are meant Requires right-of- for local connections where
Travellators - adequate right- to locations with O&M costs than a walking distance is
effective although 2.0m for short-distance way and funding walking distance exceeds
of-way and travellators sidewalk longer than normal.
walking time width required walk trips typical distance
funding They are most
applicable in the local
context, for instance
linking a railway station
to a nearby mall.
 Applicability: Cycle
tracks should be
provided to/from rail
stations and
Provide for local access
Expansion Depends on type Minimal as it residential/employment
Depending on level between rail stations and
requires Access is limited of cycle track depends on the More difficult to nodes for localized
Allows for the of segregation residential / employment
Cycle Track - adequate right- to locations with and level of volume of new implement due to access. In rural
fastest journey required, costs can nodes; also provide for
of-way and cycle tracks segregation cyclists using the land availability contexts, cycle tracks
be quite substantial secondary access to other
funding required facility may also be used to
PDAs, mainly for recreation
connect PDAs. High
degree of segregation
will be more costly and
difficult to implement.
 98

Speed / Carbon Reduction Ease of

Mode/ Service Capacity Flexibility Accessibility Cost Footprint Applicability for NTN Role in NTN
Reliability Potential Implementation
 Applicability:
Appropriate cycle
parking should be
Large footprint Minimal, although provided at rail stations
Access is limited Cost varies if at-grade; well placed cycle More difficult to and Provide at rail stations and
Cycle Parking - - - to locations with depending on size minimal parking can implement due to residential/employment key residential / employment
travellators and technology footprint if encourage greater use land availability nodes. Potential to nodes
under-ground of bikes provide additional cycle
amenities at parking
facilities to encourage
use.
 Applicability: Electric
vehicles should replace
all combustion within
NTN. This will have
beneficial impacts on
the environment. The
government must take
the lead in pushing this
Subject to Cost born by car High potential to Main issue is initiative by providing
Adopt within NTN,
traffic owners; reduce emissions for whether local charging facilities.
Most accessible Minimal including appropriate
Small vehicle congestion, Most flexible as infrastructure costs those that drive, authority provides  Other Comments: The
mode as it footprint for charging infrastructure at
Electric Cars size limits battery charge drivers can to government may although more cars sufficient and role of electric cars
enables door-to- charging rail stations, retail and
capacity and availability choose routing be substantial to on the road may accessible must be carefully
door service facilities residential areas, as well as
of charging provide charging result in higher charging managed – the principal commercial developments
infrastructure infrastructure congestion infrastructure mobility policy should
still revolve around
public transport.
Proliferation of electric
cars may result in more
congestion and road
delay (and thus
emissions from non-
electric vehicles)
Road-based EFT Options (Mode/Service Evaluated Against Other Road and Rail EFT Options)
Electric and Lower capacity Subject to Highest level of Lowest cost Smallest New vehicles will be Relatively easy to  Applicability: All bus-
Network easily
Environ- compared to mixed traffic access with the option, operating footprint as no low carbon, but will implement based systems should Adopt on all routes for both
modified to meet
mentally other ETF and pedestrian shortest distance on existing roads new not generate compared to other adopt electric and local and regional travel
market demands
Friendly Buses modes conflict between stations with minimal infrastructure significant mode shift ETF, although environmentally
 99
Speed / Carbon Reduction Ease of
Mode/ Service Capacity Flexibility Accessibility Cost Footprint Applicability for NTN Role in NTN
Reliability Potential Implementation
additional infra- funding for new friendly vehicles to
structure vehicles needed achieve low emission
vision. Most applicable
for shuttle routes
providing local
circulation (within
PDAs and to/from rail
stations).
 Other Comments:
Induction charging
technologies are
evolving and should be
considered, although
fixed capital costs
would increase
 Applicability: Most
applicable for short-
Coordination with medium distance trips
Low-moderate
Faster bus travel traffic authorities along corridors that are
Moderate-high costs for bus
Enhanced Bus Lower capacity Subject to Buses will only Smallest times will improve and road users not dense enough for
level of access priority Adopt on selected corridors
and Bus compared to mixed traffic enjoy bus footprint as no competitive-ness of needed; minor BRT (within PDAs,
with relatively improvements that are not wide or dense
Priority other ETF and pedestrian priority along new public transport and infrastructure and to/from PDAs and
short distance including bus enough for BRT
Treatments modes conflict select corridors infrastructure generate some mode system to/from rail stations).
between stations signal priority and
shift enhancement  Other Comments:
lanes
required Ideal to provide bus
signal priority and bus
lanes where warranted
 Applicability: Most
applicable on denser
corridors where heavy
High end Higher degree Reallocation of traffic congestion
Moderate potential to
systems can of separation Moderate level Moderate infra- Moderate traffic lanes for delays buses.
Feeder network reduce carbon due to
provide allows more of accessibility structure footprint due to bus purposes Applicable for medium-
Bus Rapid can be modified speed relative to Operate as local/regional
capacity reliable as stations improvements the need for required, which distance trips. Can
Transit (BRT) to respond to mixed flow traffic, connector between PDAs
similar to low journeys than spaced every ½- required on stations and may generate serve as main linkage
market generating some
performing conventional 1.0 kilometre existing roads right-of-way community between PDAs and
modal shift
MTR bus opposition to/from heavy rail
stations (to/from PDAs
and to/from rail
stations).
 100

Speed / Carbon Reduction Ease of

Mode/ Service Capacity Flexibility Accessibility Cost Footprint Applicability for NTN Role in NTN
Reliability Potential Implementation
 Other Comments:
Width of roadway and
existing development
may constrain potential
to implement BRT.
Rail-based EFT Options (Mode/Service Evaluated Against Other Road and Rail EFT Options)
Heavy Rail  Applicability: Due to
(MTR) higher cost and
capacity, heavy rail
Able to vary car should continue to
length and serve as the main
Fastest and
headway, but Highest cost due to Greatest potential to Most difficult to regional EFT
most reliable
Highest not alignment to Lowest level of vehicles, fully Requires largest reduce carbon due to implement due to connecting NTN with
mode due to Continue to serve as major
carrying respond to accessibility due segregated right- footprint for speed and carrying cost, geometric, urban areas in the SAR
complete regional transport linkage
capacity of all market; once the to distance of-way, track, stations, yard, capacity, generating environmental, (to/from PDAs and
segregation system
EFT modes track is laid, between stops tunnel, viaducts and right-of-way highest potential and community urban areas)
from surface
difficult to and stations mode shift issues  Other Comments:
traffic
modify the Heavy rail stations
network quickly should have well
integrated feeder
systems including BRT
and Modern Tram
 Applicability: Similar
to BRT, most
applicable on denser
corridors where heavy
Rail-based Able to vary car
traffic congestion
system, still length and
High cost due to delays buses.
subject to headway, but Moderate potential to Reallocation of
Moderate level vehicles, track and Moderate Applicable for medium-
mixed flow not alignment to reduce carbon due to traffic lanes for
Moderate of accessibility stations, but on- footprint distance trips. Can
conflict at respond to speed relative to modern tram may Operate as local/regional
Modern Tram carrying as stations street operations required for serve as main linkage
intersections market; once the mixed flow traffic, generate connector between PDAs
capacity spaced every ½- reduces overall stations, yard between PDAs and
and on streets, track is laid, generating some community
1.0 kilometre costs compared to and right-of-way to/from heavy rail
depending on difficult to modal shift opposition
heavy rail stations (within PDAs
type of modify the
and to/from PDAs and
segregation network quickly
rail stations)
 Other Comments:
Width of roadway and
existing development
 101
Speed / Carbon Reduction Ease of
Mode/ Service Capacity Flexibility Accessibility Cost Footprint Applicability for NTN Role in NTN
Reliability Potential Implementation
may constrain potential
to implement Modern
Tram. Providing better
access can reduce
operating speed.
 Applicability: Most
applicable in a campus
and localised area
around a major transit
station or employment
node. Only applicable
High level of for very localized trips
Able to vary car door-to-door due to complexity of
Minimal physical
length and access for point- High cost due to the system and cost
footprint will
Operates in headway, but to-point system, fully Moderate (within PDAs and
minimize
Low carrying own dedicated not alignment to travellers as well segregated right- footprint to/from rail stations)
Limited carrying community Provide local connectivity
capacity right-of-way, respond to as virtually on- of-way, track and required due to  Other Comments:
ULTra capacity limits carbon opposition; role around rail stations or
compared to but cannot market; once the demand service; stations; cost smaller vehicle, ULTra provides an
reduction potential however system within defined district
tram or BRT reach same track is laid, low level of depends on how station and exceptional level of
technology is still
speeds as MTR difficult to access for those complicated and viaduct personalised transport,
maturing and
modify the traveling to/from extensive system is however, the
evolving
network quickly places not technology is still
directly served evolving. Most systems
have a limited number
of stop choices due to
complexity of tracks
and systems. London
Heathrow’s ULTra only
has 2 stations.
 102

Drainage, Sewerage and Water Resources

Sustainable Planning and Drainage Schemes to Reduce Surface Runoff
4.8.18 Comparing with the existing land use and the land use stipulated in the outline
zone plan / development plan, the development in various PDAs will increase
impermeable surface, thereby increasing peak runoff generation. Measures are
proposed to reduce surface runoff.
Urban Planning Incorporating Water Sensitive Urban Design Concept
4.8.19 To mimic the pre-development conditions as much as possible, the conceptual
urban planning of the various PDAs should carefully balance the areas proposed
for development vs. non-development area. More green spaces shall be provided.
For the non-development areas, it is recommended that a minimum percentage of
non-paved or landscape areas are specified. These non-paved / landscape areas
can facilitate infiltration and will reduce surface runoff.
Application of Green Infrastructure and Drainage Systems
4.8.20 The proposed PDAs fall within areas with limited existing drainage systems. To
convey the surface runoff intercepted within the PDAs to the downstream water
bodies, new drainage systems, including gullies, drain pipes, manholes, culverts,
open channels, detention / retention facilities, etc., are required. In addition, it is
recommended that various Sustainable Urban Drainage System (SuDS) can be
further considered for the NTN drainage systems.
4.8.21 Some possible applications within the proposed LMC PDA, MKT PDA, TKL
PDA, HYW PDA, QH PDA are as follows:
• Provision of swales, infiltration basins, filter strips, infiltration trenches and
filter drains
• Provision of detention / retention ponds and / or underground storage
• Adoption of storm water treatment system
• Proposed road network of PDAs: implementation of various street-level
SuDS measures to promote surface runoff infiltration, including: vegetated
swales, infiltration trenches and chambers, bio-retention planter, stormwater
tree planters
• Road pavement for secondary roads in PDAs: for those secondary roads
with less traffic, consideration can be given to use porous pavement in lieu
of the conventional concrete or bituminous pavement, such that some runoff
can infiltrate through the pavement, which will reduce the discharge into
the drainage system.
• Building green roof. For Government buildings within the PDA, the
relevant Government departments for design and construction of these
buildings should consider the use of green roof. For private developments
within the PDA, consideration can be given to enforce the green roof via
the enforcement from the Building Ordinance and/or the drainage impact
assessment process.
4.8.22 The potential application and relative performance of the various SuDS measures
at footpath, carriageway and open space are summarized in the table blow.
 103 Final Report – on Concept Plan for NTN
`

Table 4.8.2 Design Applications for Sustainable Urban Drainage Systems

Scope of Application Performance

Category Public Effective Effective

Pedestrian Central Parking Effective Easy for
Roads Green for water for Water
Sidewalk Island Lot Land use Maintainance
Space purification Storage
Filter strips NA NA NA NA
Swales NA NA NA
Porous
NA NA
Pavers
Infiltration
NA NA NA
devices
Perforated
NA NA
pipes
Filter drains NA NA NA NA
Bioretention
NA NA NA Sizeable
Cells
Tree box
NA NA NA
filters
Legend
High/ Not
Moderate  Low NA
Applicable  Applicable

Integrated Usage of Flood Storage with Other Development

4.8.23 To mitigate the potential drainage impacts from PDA development, detention
lakes have preliminarily been proposed. Other usage of detention lakes in various
PDAs are summarised below.

Table 4.8.3 Applications of Flood Storage in PDAs

PDA Other Usage of the Detention Lake*
LMC PDA  Amenity water ponds and lake creation in
greenbelt, with water streams connected
between detention lakes and current water
streams
MKT PDA  Fire and flushing water storage tank for agri-
logistic / light industry
TKL, HYW and QH PDA  Amenity water ponds and lake creation in parks
with other amenities such as cycle trails and
skating area integrated into the local water canal
system
 Lake integrated with native vegetation and
shrubs more appropriate for wetland conditions
to enhance biodiversity
* Implementation of these proposed retention ponds and lakes should be carried in the
stage of P&E Studies.
Opportunities and Working Schemes for Applying Water Conservation and
Recycling Principles in the Developments and Infrastructure
 104

4.8.24 Three possible sources of recycled water that could be used as non-potable water
to reduce fresh water consumption are (1) Rainwater harvesting, (2) Greywater
harvesting; and (3) Treated Sewage Effluent (TSE).
Rainwater Harvesting
4.8.25 For building level, it is estimated that 70% of the rooftop area in NTN
development can be accounted for the feasibility calculation for high-rise
development in Hong Kong.
4.8.26 If 100% buildings in NTN development are of concrete roof with efficiency
factor for rainwater collection is 0.8 and all of them would install rainwater
harvesting system on their rooftop, it is anticipated that the rainwater collected is
able to provide around 10% of the total water demand for flushing.
Greywater Recycling
4.8.27 It is assumed that the greywater which can be recovered is equivalent to around
30% of the freshwater being used, the greywater collected daily equals to 85% of
the flushing water use in NTN.
4.8.28 As far as initial and operational cost is concerned, it should be noted that it will
be more expensive comparing to rain water harvesting. Also, it is likely that the
supply of rain water collection and TSE is sufficient to cater for the non-potable
water demand of the NTN development. Therefore, it is recommended that
greywater recycling should be adopted as a supplement to rainwater and TSE
supply as appropriate.
Recycling of Treated Sewage Effluent
4.8.29 To treat and disposal the sewage generated from the various PDAs, two sewage
treatment works (STWs) are currently proposed. This includes:
• A proposed STW to serve HYW / TKL / QH PDAs.
• A proposed STW to serve LMC PDA.
4.8.30 To achieve the requirement of “No net increase in pollutant loading” requirement
of the Deep Bay Water Control Zone and to provide flushing water supply for the
various PDAs, sewage collected from the two proposed STWs will be treated to a
standard suitable for recycling for toilet flushing use.
4.8.31 As there is a credit limit of pollution load to Deep Bay, TSE should be used as a
primary source for flushing and non-potable water use for NTN.
4.8.32 As far as the whole Deep Bay catchment area is concern, by assuming 90%
recovery of TSE from sewage, a total of 244,500 m3/day effluent has to be reused
within NTN, and within and outside the Deep Bay Catchment. The details of the
preliminary effluent reuse strategy are summarized as below.
105 Final Report – on Concept Plan for NTN
`

Diagram 4.8.1 Overall effluent reuse strategy of Deep Bay catchment

4.8.33 Figure 4.8.1 illustrates an integration between SuDS and Water Recycling
strategy of NTN.
Water Conservation Schemes in PDAs
4.8.34 At building level, water efficiency devices and appliances should be included in
the building design while satisfying the requirements of local and / or
international codes or standards:
 Low volume/ dual flush water closets;
 Low flow urinal with sensor control;
 Automatic control of taps and toilet flushing faucets with infrared sensor; and
 Water efficient irrigation system.
 Metering and introducing innovative tariffs for potable water use to encourage
occupants to use water more efficiently
4.8.35 For landscape irrigation, use of efficient irrigation practices in green space and
landscaping areas of the PDA areas, i.e. drip irrigation coupled with soil moisture
sensors, instead of irrigation by standpipe and hose should be considered in future
landscape design.
4.8.36 Smart metering system should be considered as part of the water efficiency
solution through implementation of district metering and pressure management:
for the proposed fresh and flushing water distribution network in the various
PDAs, design the supply system to partition the supply zones into smaller
hydraulically discrete areas defined as district metering areas (DMAs). This will
be formed by designing district boundary valves at strategic locations.
4.8.37 Flow meters will be installed at the water inlet mains to monitor the quantity and
flow pattern of water supplying the areas. For those DMAs that have scope for
pressure reduction, i.e. supply zones that are located closer to the proposed
service reservoirs in the HYW / TKL / QH PDA and LMC PDA, design the
installation of pressure reducing valves at the inlet mains, such that the area also
become a pressure management area (PMA).
 106

Waste & Materials

Current Waste Management Infrastructure in NTN
4.8.38 Currently, NENT Landfill is the only final destination disposal outlet for North
District, Tai Po, Shatin district, and Shatin Refuse Transfer Station (RTS). With
funding approval of the Legislative Council on the South East NT Landfill
Extension and the NENT Landfill Extension in December 2014, it is anticipated
that the landfills could cope with the disposal need for the territories up to late
2020s. The expected operation life of the NENT Landfill Extension cannot be
ascertained at this stage, and it would depend on various factors including the
effort and effectiveness of the waste reduction initiatives and the provision of
other waste treatment facilities in the future.
Future Waste Strategies for NTN and Next Step
4.8.39 The overall waste management strategy of NTN from waste collection, sorting
and waste treatment is shown in the diagram below. Overall strategies include:
• Strategy 1: Integrated Facilities for Waste Collection, Sorting and Materials
Recovery
• Strategy 2: Automatic Refuse Collection System (ARCS) for waste
collection in dense commercial and public residential areas
• Strategy 3: Centralized and Decentralized Organic Waste Treatment
• Strategy 4: Deploy Waste-to-Energy Infrastructure Provision in Cavern to
Serve NTN and North District
• Strategy 5: Co-treatment and Co-location of Waste and other Infrastructure
Diagram 4.8.2 Overall integrated waste management flow for NTN
107 Final Report – on Concept Plan for NTN
`

4.8.40 Waste measures proposed with their technical and planning feasibility are listed
in the Table below.
 108
Table 4.8.4 Summary of Feasibility of Waste Measures in PDA
Related Strategies /
Category Main Advantages Main Constraints Stage of Application Technical Feasibility Planning Feasibility
Waste Measures
Waste S2 Automatic Refuse - No need for waste - High cost for initial Commercialized - Proven Technology & - Environmentally
Collection Collection System storage or packer traffic installation Well Commercialized friendly and with
& Sorting (ARCS) due to automated - High operation and - Many cases have positive contribution to
collection maintenance cost already been in Hong the environment
- More hygienic for users - Potential misuse of the Kong29
and waste management system - Subject to further
workers investigation on whether
current limitations can be
overcome and the cost-
effectiveness on its
design and maintenance
S1 Iceberg & Eco- - Reduce the frequency - Higher cost than Commercialized - Trucks and the whole - Need underground
Island collection for waste collection conventional waste system of waste space to accommodate
- Larger waste storage collection system collection system needs the system
capacity to be planned together
S1 Automatic waste - Improve the efficiency - High cost Early Commercialized - Limited range of the - Key role and functions
sorting and for the sorting - Currently still limited sorting material & to be defined in addition
Material Recovery - Increase the possibility to a small range of limited accuracy & not to the existing Eco-Park
Facility (MRF) for reuse and recycling, materials widely applied - Not In My Back Yard
thus reduce the reliance - Insufficient accuracy of - Some expected (NIMBY) Problem
for incineration and the automatic sorting solvable technical
landfill process barriers

Waste S4 Waste-to-energy Incineration - May cause airborne Demonstrated/ Early - Proven Technology & - NIMBY Problem
Treatment via thermal - Relatively less contamination Commercialized Well Commercialized - Need to deal with the
treatment expensive for initial - May produce - The technology has pollutant produced from
(incineration / construction compared incineration by-products, been applied in Hong the incineration
pyrolysis / with pyrolysis and which would typically be Kong
gasification) gasification stabilized prior to
- Mature technology with disposal
many applications
around the world

29
ARCS implemented in Hong Kong has been refrained from public housing estates.
109
`
Related Strategies /
Category Main Advantages
Waste Measures
Pyrolysis
- Convert trash into
valuable new products
- Higher performance
than traditional
incineration at any scale
Gasification
- Organic waste
conversion rate exceeds
99%
- Produce synthetic gas
for fuel production
- The process is
ecologically clean
S3 Organic waste to - Low lost with simple
quality agricultural equipment
grade fertiliser via - Reduce the volume of
composting the waste, thus reduce
landfill space
requirement.
- Compost, when added
to soil, provides organic
matter, reduces potential
for soil erosion, and
reduces fertilizer
requirements.
S3 Organic waste to - Convert waste to
biogas (methane) energy (biogas), thus
via biological reduces the need for
treatment landfill and cut the use of
(anaerobic fossil fuel
digestion) - Large scale application
Final Report – on Concept Plan for NTN
Main Constraints Stage of Application Technical Feasibility Planning Feasibility
- The pyrolysis Commercialized - Technologies are - NIMBY problem
performance is related to currently unproven on a
the quality of feedstock commercial scale, and
input overseas experience is
- Requires pre-treatment patchy
of the waste feedstock
- Large initial investment Technology R&D / Early - Some projects are not - NIMBY problem
costs relative to landfill Commercialized proven on a commercial
- May release and form scale
toxicants during the - Many new technologies
process under research such as
- Requires pre-treatment plasma
of the waste feedstock
- Loss of ammonia Commercialized - Proven Technology & - Impact on odour
- Long time involved Well Commercialized
- Footprint requirement
- Odour control
- Limited demand
- Safety issue Commercialized - Proven Technology - NIMBY problem
- Plant area and
complexity
 110
Related Strategies /
Category Main Advantages Main Constraints Stage of Application Technical Feasibility Planning Feasibility
Waste Measures
S3 Waste / used oil to - Less carbon intensive - High cost Early Commercialized - Proven Technology - NIMBY problem
biodiesel for than fossil fuels - Need facilities for fuel Commercial project in
transport vehicle - Rapidly biodegradable mixing and dispensing Hong Kong TKO
via chemical and completely non-toxic - Regulatory limitations
treatment - Higher flash point than
(transesterification) fossil diesel and so is
safer in the event of a
crash.
- Capacity for local
biodiesel production
exists
S5 Co-Treatment of - Save plant space by - Large capital cost Technology R&D / Early - Need to optimize the - NIMBY problem
Sewage Sludge and integrating NIMBY - Design complexity Commercialized combustion performance
MSW facilities of various types of
- Optimize resources use wastes with different
energy and moisture
content
S5 Co-Treatment of - Save plant space by - Optimized mixed of Technology R&D / Early - Need to optimize the - NIMBY problem
Sewage Sludge and integrating NIMBY sewage sludge and food Commercialized combustion performance
food waste facilities waste in HK’s context of with different energy
- Optimize resources use - Integrative design of and moisture content
STW

LEGEND: High Mid-High Low-Mid Low

111
`
Technology Options
Automatic Refuse Collection
System (ARCS)
Waste Collection & Sorting
Iceberg & Eco-Island collection
Automatic waste sorting
through RTS & MRF
Waste-to-energy (WtE) via
thermal treatment
Organic Waste to Quality
Agricultural Grade Fertiliser
via Composting
Organic waste to biogas
(methane) via biological
treatment (anaerobic digestion)
Waste / used oil to biodiesel for
transport vehicle via chemical
Waste Treatment
treatment (transesterification)
Smart waste management
system
Co-Treatment
Final Report – on Concept Plan for NTN
Table 4.8.5 Summary of Application of Waste Measures in PDA
LMC MKT HYW TKL QH
- individual systems are - Individual systems - Individual systems - Individual systems - Individual systems
recommended to are recommended to are recommended to are recommended to are suggested to serve
separately serve the separately serve the separately serve separately serve the the dense commercial
enterprise park, agri-logistics, or light commercial, tourism science park, and residential areas
commercial area & industry area area, and industrial commercial area,
mixed use areas at the estate industrial estate and
station area, and northern public high density
commercial area residential clusters
- Provide to remote - Provide for each land - Provide to remote - Provide to remote - Provide to remote
village settlement areas, lot, and collected to village settlement village settlement village settlement
or open space ARCS areas, or open space areas, or open space areas, or open space
- Mixed waste from LMC and MKT PDAs to be sent to the Integrated RTS, Sorting & MRF Facilities at southern LMC PDA for
further sorting
- Mixed waste from TKL, HYW and QH PDAs to be sent to the Sorting & MRF in PC for further sorting
- WtE plant to be recommended in the cavern of PC area to serve both NTN and MSW of future New Territories
- Non-recyclables are sent from the Integrated RTS, Sorting & MRF Facilities to the Waste-to-Energy Plant (or Combined
Cooling, Heating and Power (CCHP) plants) for treatment
- Organic Waste (Commercial and Industrial (C&I) and domestic Food waste) of urban areas to be sent to planned Organic Waste
Treatment Facilities (OWTF) II (300 tpd) in Sha Ling or to be co-digested with sewage sludge by using anaerobic digestion in
STWs
- In-vessel composting serves remote village settlement areas
- Production of biogas for onsite or external use
- Convert waste oil to biofuel locally (e.g. industrial estate)or external site (Tseung Kwan O)
- Provide biofuel for transport and tri-generation
- Installation of metering infrastructure, IT facilities and cablings from plants, trucks and related waste facilities
- Co-incineration of sewage sludge and MSW is not likely but plant co-location by sharing facilities (e.g. chimney) and some
process (e.g. air filtration, heat recovery) are more feasible
- Co-treatment / Co-digestion of sewage sludge and food waste is feasible to be incorporated into future STW
 112

Energy
Renewable Energy (Building Level)
4.8.41 Various renewable energy applications have been discussed. It is estimated the
proposed renewable energy applications in NTN including photovoltaics (PV),
building-integrated photovoltaics (BIPV), solar thermal, wind turbine, PV
integration, fuel cell and bio fuel. While the renewable application for all
developments are listed in the table below:
Table 4.8.6 Summary for renewable application for all developments
Development RE Option
Area
 PV Area
LMC PDA  Solar Thermal Area
 Nos. of Combined wind & solar street lamp
 PV
 Solar Thermal
MKT PDA  Combined wind & solar street lamp
 Fuel Cell
TKL PDA  PV
 Solar Thermal
HYW PDA  Combined wind & solar street lamp
 Bio-Facade
 PV
QH PDA  Solar Thermal
 Combined wind & solar street lamp

District Energy
4.8.42 District cooling system will be appropriate for a mix of commercial building
operation, such as commercial development, industry area, educational and
healthcare facilities. From the land use design, LMC, MKT and HYW/TKL are of
centralised commercial / industrial area and are commercially dominant
development. Broad financial analysis was performed to evaluate the financial
feasibility of the implementation of the DCS in LMC, MKT in HYW, and
DCS/tri-generation system in TKL, and to derive the best institutional
arrangement.
4.8.43 Based on the discount rate assumed to be the 6%, which is the rate used in
estimating the financial performance of the DCS system in West Kowloon
Cultural District, the financial analysis of the DCS are shown in the table below.
Table 4.8.7 Financial Analysis of DCS
LMC MKT HYW & TKL
Discounted payback (yrs.) 15 24 16
Capital costs (HKD million) 2,179 1,088 4,634

4.8.44 Procurement options that could be considered include inviting the private sector
to implement the projects under models such as Design and Build, Operate and
Maintain, and Design Build Operate and Maintain contracts.
113 Final Report – on Concept Plan for NTN

Latest Technologies & Smart Grid

4.8.45 It is highly recommended that the entire NTN development to adopt the Smart
Grid infrastructure in order for the new development in Hong Kong to stay
competitive in terms of the electricity infrastructure. In order to fully realize the
benefits of smart grid, upgrading the existing infrastructure with new
technologies must be implemented in the district level.
4.8.46 Total Operation Centre (TOC), Fault Detection, Isolation and Restoration (FDIR),
Active Volt-Var Control (AVVC) and Substation and Feeder Monitoring (SFM)
are infrastructure and technologies essential for the deployment of smart grid. As
the deployment of smart grid involves a district-wide upgrade in the existing
utilities infrastructure and “computerization” of the whole district network, an
action plan is needed to align the government and stakeholders to implement this
massive integration of technologies and city infrastructure.
Energy Efficient Measures for Building Level
4.8.47 The following strategies will be employed in the design and operation of
buildings and infrastructure in order to reduce energy demand.
 Minimize energy demand by incorporating energy efficient design and
appliances into all buildings
 Site, orient and configure buildings to optimize daylighting, natural ventilation
and views, design facades and roofs to respond to the sun and consider
shading devices.
Green Building Guidelines
4.8.48 To ensure the green buildings/infrastructures adoption in the development, a
document should be separately developed as a specification and guidance on
implementation of identified sustainable strategies at master planning stage,
building design, construction and operation stages of the NTN.
4.8.49 One of the approaches to foster the implementation of the green building and
sustainable design initiatives discussed above is to encourage the building
developers design, construct and operate their buildings under a green building
framework, such as BEAM Plus.
4.8.50 In order to implement the green building guidelines, considerations shall be made
to impose requirements in the land lease of the land lots for development by
private developers and in the Planning Brief for those by government departments.
For private land lot, discussion and agreement shall be sought with relevant
departments and bureaux including Lands Department (LandsD), Environment
Bureau (ENB), etc. for any possible initiatives for incorporation of the proposed
green building features (e.g. further GFA concession in the land lease).
Preliminary Carbon Appraisal
Business-as-Usual Case
4.8.51 Calculation of baseline carbon emissions is done by accounting for emissions that
are within the project boundary, and/or caused by the development demands
(such as the generation of electricity consumed at the development). Four
different areas of carbon emissions were considered as main carbon sources
which include:
 114

 Building Energy;
 Fresh and Sea Water;
 Sewage; and
 Transport.
Carbon Reduction Scenarios
4.8.52 Two carbon saving scenarios for NTN developments are assessed: Prevailing
Best Practice Scenario and Low-Carbon Scenario. Under these two scenarios, one
or more of the following carbon reduction strategies would be applied. Energy
efficient measures adopted by these two cases are summarized in Appendix B.
Prevailing Best Low-Carbon
Practice Scenario Scenario
Energy efficient measures in  
building level
Renewable energy application 
District Cooling System 
4.8.53 Four DCS are proposed to be installed in LMC(N), LMC(S), MKT and
HYW+TKL to provide a more energy-efficient cooling system. It has a potential
saving of around 20% and 35% energy consumption when compared to water-
cooled and air-cooled air-conditioning systems respectively.
4.8.54 With different combination of these three carbon reduction strategies, it is
estimated that Prevailing Best Practice Scenario would save around 20%, while
Low-carbon Scenario would save around 46% of the carbon emission when
comparing to the carbon emission for NTN (Scenario II).
Infrastructure proposed in Caverns
4.8.55 Various key infrastructure and facilities have been proposed in previous sections
in this Chapter (e.g. waste-to-energy plant, etc.). These infrastructures are
proposed to be located within caverns out of the Study Area. Their proposed
location and estimated footprint are shown in Figure 4.8.2 and Table 4.8.8. In
this table, the percentage of the site area to be allocated within caverns is
preliminary estimates which should be subject to future feasibility study and
design stage. Issues need to be resolved for co-locating infrastructures includes
structural, safety and hazard considerations.
Table 4.8.8 Estimated footprint of various infrastructure within caverns
Assumed Percentage
Proposed Total Estimated
No. Infrastructure Provisions of Site Area within
Location Site Area
Cavern (Note 1)

1 WtE Plant (Include incinerators for 18ha (Note 2)

MSW and sludge respectively)
20% (3.6ha)
Ping-Che
3 Local Sorting & Recycling Centre (Shui Ngau 1.5ha (Note 4) 50% (0.75ha)
Tso)
10 STW 5ha 50% (2.5ha)
[In Cavern]
50% (1ha)
13 Tri-generation & District Cooling 2ha
Plant
115 Final Report – on Concept Plan for NTN

5 Fresh Water Reservoir Ping-Che 8400m2, 7 meters

(Cheung (depth) 100% (8400 m2)
Shan)
2400m2, 5 meters 100% (2400 m2)
7 Flushing Water Reservoir [In Cavern] (depth)

6 Fresh Water Reservoir 6700m2, 7 meters

(depth)

2
100% (6700 m2)
8 Flushing Water Reservoir Ngau Tam 2300m , 5 meters
Mei (note 3) (depth) 100% (2300 m2)
50% (0.75ha)
RTS & Local Sorting & Recycling [In Cavern]
3 Centre 1.5ha (Note 4) 50% (2ha)

11 STW 4ha

Plan under
4 OWTF (II) Sha Ling EPD’s project NA

LMC PDA
12-1 District Cooling Plant (South) 1ha NA

LMC PDA
12-2 District Cooling Plant (North) 1ha NA

12-3 District Cooling Plant MKT 1ha NA

12-4 District Cooling Plant HYW 1ha NA

(North)

Note 1. Only non-explosive facilities are suggested locating within cavern. All potential explosive facilities
such as anaerobic digester, chimney, stack, combustion chamber etc. are suggested locating right outside cavern.
The exact allocation between cavern and outside cavern site areas would be subject to subsequent feasibility
study and design.
Note 2. The footprints of all plants are preliminary estimation based on other existing projects with similar size
and capacity. For instance, the estimation of the WtE plant site area (18ha) is slightly larger than the size of
IWMF size area in Shek Kwu Chau (15.9ha) as it needs to deal with both MSW (in similar order of magnitude
of Shek Kwu Chau) and sludge in the plant planning. Nevertheless, site area of each plant would be subject to
adjustment in detailed design & engineering stage.
Note 3. RTS & Local Sorting & Recycling Centre and STW should be located in separate caverns to avoid
contamination of the fresh water and flushing water reservoirs in Ngau Tam Mei.
Note 4. 1.5ha is only for conventional RTS, if MRF is to be incorporated, a larger footprint will be required, of
which the exact amount of land required will depend on the capacity of the facility which will be determined in
the detailed design stage.

4.9 Strategic Environmental Assessment

Ecology
LMC PDA
4.9.1 Most of the LMC PDA is occupied by developed areas, such as villages,
infrastructural facilities, roads and open storage, which are artificial and disturbed
habitats. Quite an extensive area of active and inactive agricultural land and
ponds was present to the northeast of Shek Wu Wai San Tsuen. Though some of
 116

these agricultural lands have been heavily managed for farming, the remaining
inactive or wet agricultural land is of some ecological value in supporting
amphibians. Only a few floral and faunal species of conservation concern were
present within the PDA, and these were recorded in low numbers.
4.9.2 Certain areas near to the PDA are considered to be of potential ecological concern;
these include agricultural land at Chau Tau, LMC and Ma Tso Lung,
watercourses at Ping Hang and Ma Tso Lung, grassland and secondary woodland
near Ngau Tam Mei, as well as the fishpond habitats in the Wetland Conservation
Area (WCA). Nevertheless, it is anticipated that the proposed development
footprint will not affect these areas as they are located far away from the LMC
PDA. The habitat map of LMC PDA is shown in Figure 4.9.1.
4.9.3 Significant direct ecological impacts are not expected as most of the ecologically
sensitive habitats within the PDA will be avoided through zoning as agricultural
land and Green Belt, as well as through provision of buffer areas in riparian zones
in the CP. Indirect impacts would be mitigated via building design and set-back
(in the vicinity of the WCA and STEMDC) such that building height close to the
WCA will be adhere to the current 3-storey norm in the area, enhancement of
screen planting, careful design of road/footpaths and cycle tracks (including
lighting) and careful design of development layout.
MKT PDA
4.9.4 MKT PDA is comparatively small, and mainly comprises developed areas
(including villages, open storage and road infrastructure). Semi-natural habitats of
potential ecological importance include, to the southwest of Sandy Ridge, a
mosaic of agricultural land, ponds and watercourses that provide suitable habitat
for amphibians and wetland birds. A mixture of active and inactive agricultural
fields is present, with other low-lying inactive agricultural land elsewhere in the
PDA. Ponds in this area are mostly overgrown by grassy vegetation. No floral
species of conservation importance and few faunal species of conservation
importance are present in the agricultural land and watercourses within the PDA.
4.9.5 Away from MKT PDA, the relatively less disturbed grassland and secondary
woodland in the Sandy Ridge area are considered to be of higher ecological value
and support a number of species of conservation importance. Some adjacent
habitats outside the PDA, such as agricultural land, ponds, watercourses and
shrubland, also support rare species or species of conservation importance.
Indirect impacts to these habitats or species may arise but are anticipated to be
minor in magnitude and significance. The habitat map of MKT PDA is shown in
Figure 4.9.2.
4.9.6 Direct ecological impacts in terms of habitat loss in the MKT PDA are mostly
insignificant due to their low ecological value, with the exception of certain
watercourses. Mitigation measures, including provision of buffer areas, should be
proposed at the stage of P&E Studies. In terms of indirect impacts, loss of wet
agriculture and ponds south of Sandy Ridge would impose an impact of Low to
Moderate ecological significance on wetland bird species. Approximately 18.6%
of flight lines from Ho Sheung Heung egretry entered the PDA boundary, and
would potentially be impacted directly via loss of airspace or indirectly via
disturbance. The preferred option is to provide wetland compensation in a unified
area of enhanced wetland habitat with a view to providing an environmental
benefit of the project. This should be situated closest to Ng Tung River. This
117 Final Report – on Concept Plan for NTN

would also provide some mitigation for flight line impacts by providing
alternative foraging areas. In order to minimize potential impacts on flight lines,
building height in critical areas should be restricted to 3 storeys, as currently
dominates the area. Defining critical areas requires to be done at detailed design/
Environmental Impact Assessment (EIA) stage in order to use the most up-to-date
data.
TKL PDA
4.9.7 Quite extensive developed areas are present in TKL PDA, comprising villages,
industrial areas, open storage, road infrastructure and public facilities. Natural
habitats of potential ecological concern include agricultural land, lowland and
hillside grassland, and secondary woodlands scattered within the PDA. A mixture
of active and inactive agricultural land was located in Shui Hau, Tai Po Tin,
Chow Tin Tsuen, Lei Uk, Sing Ping and Sheung Shan Kai Wat. Grassland in
village environs belong to lowland grassland that has developed from abandoned
agricultural land; some of these could be seasonally flooded. Hillside grasslands
under natural succession and human disturbance were also present. A number of
semi-natural or channelised watercourses are also considered to be of ecological
concern; these include Tan Shan River, the middle section of Ng Tung River, the
central and western tributaries of Ping Yuen River, and Sheung Shan Kai Wat
watercourse.
4.9.8 Certain important habitats, such as the Man Uk Pin Ecologically Important
Stream (EIS), the middle and upper sections of Tan Shan River, as well as Loi
Tung fung shui woodland, are located to the east of TKL PDA along the existing
Sha Tau Kok Road. Significant indirect impacts to these areas from the current
development footprint are not expected given the distances between them and the
TKL PDA. The habitat map of TKL PDA is shown in Figure 4.9.3.
4.9.9 Direct impacts on important habitats within TKL PDA, including pond,
watercourses, secondary woodland and the Ping Che Egretry are mostly avoided
by zoning as Green Belt, Agriculture and District Open Space. Where avoidance
is impractical, minimisation or compensation via compensatory planting/
transplantation scheme and wetland enhancement plan should be proposed at later
EIA design stage.
HYW PDA
4.9.10 Extensive areas in the PDA are occupied by grassland, shrubland and
grassland/shrubland, which are typical hillside habitats under natural succession.
Natural habitats of ecological concern mostly comprise secondary woodland and
two fung shui woodlands preserved in the village environs. Kan Tau Wai fung
shui woodland is rather small and disturbed. Diversity in this woodland is low
and vegetation development in the understorey limited. Tsung Yuen Ha fung shui
woodland is larger in size and located to the south of the village. Though signs of
human disturbance are present in the understorey or along the woodland edge, it
generally supports higher plant diversity, and the overstorey is occupied by more
mature trees. Floral species of conservation importance were recorded in both
fung shui woodlands. The HYW watercourse, the east tributary of Ping Yuen
River, and Tsung Yuen Ha watercourse are also considered to be of ecological
concern.
4.9.11 The HYW PDA is located at the edge of the Study Area, between TKL PDA and
the boundary formed by Shenzhen River. Thus, adjacent areas of potential
 118

ecological concern are mostly restricted to a section of the HYW watercourse,

which extends outside of the Study Area at the proposed railway depot for
possible north-south railway near the HYW Village. This relatively undisturbed
watercourse is regarded as of high ecological value and supports a number of
species of conservation importance. The habitat map of HYW PDA is shown in
Figure 4.9.4.
4.9.12 Habitats of higher ecological concern, mainly semi-natural watercourses and fung
shui woodland, would be avoided in the development plan through proper zoning.
However, certain habitat loss in the HYW watercourse and the low hill grassland
at Tsung Yuen Ha may occur. Detailed design should take into account these
habitats considered to be of higher ecological value, and mitigation measures for
potential loss/impacts should be addressed and formulated at the stage of P&E
Studies. Provision of a buffer for watercourses would reduce indirect impacts on
aquatic fauna. The current concept plan also provides an opportunity for
revitalization of watercourses within the PDA.
QH PDA
4.9.13 Developed areas, including QH Camp, villages, public facilities, industrial areas
and road infrastructure, occupy half of the PDA area, while the remaining areas
are occupied by plantation, secondary woodland, grassland and agricultural land.
The major ecological constraint in this PDA is a narrow strip of marsh located at
the southwest margin of the PDA, next to Po Kat Tsai Road. This has been
developed from abandoned agricultural land and constantly fed by a tributary of
Po Kat Tsai Watercourse, supporting a number of species of conservation
importance. The Po Kat Tsai Watercourse and Kwan Tei River are also
considered to be of ecological concern.
4.9.14 Outside the PDA, areas of potential ecological concern include the Tan Chuk
Hang fung shui woodland, secondary woodland at Tong Hang, as well as the
lower section of Ma Wat River and the agricultural land in the vicinity.
Nevertheless, significant impacts from the PDA are not predicted given the
considerable distance between these habitats and the QH PDA. The habitat map
of QH PDA is shown in Figure 4.9.5.
4.9.15 Direct loss of the Po Kat Tsai marsh may occur and should be minimised and/or
mitigated via ecological restoration or wetland enhancement plans, which will be
further discussed in the later EIA design stage. Semi-natural watercourses of
higher ecological concern should be avoided, while potential loss of woodland
will be minimised by careful design and compensatory planting/ transplantation
scheme for species of conservation importance at the later EIA design stage.
Air Quality
4.9.16 Potential air sensitive uses (ASRs) within each PDA have been identified based
on proposed land use (e.g. Residential, Village Type Development, Commercial
and G/IC). Representative ASRs within 500m of each PDA are also identified.
The locations of the ASRs are shown in Figures 4.9.6a and 4.9.6b. The distance
between roadways and planned ASRs within the PDAs follows the guidelines
(e.g. 20m from expressways, 10m from district distributors) provided in HKPSG.
4.9.17 During construction, air quality impacts may arise from fugitive dust emissions
generated from open site erosion, excavation, material handling, truck movement,
rock crushing and screening, drilling and other construction activities. Mitigation
119 Final Report – on Concept Plan for NTN

measures stipulated in the Air Pollution Control (Construction Dust) Regulation

shall be implemented to avoid or minimize air quality impacts on existing and
planned ASRs. Specific mitigation measures such as more frequent watering will
be recommended for adoption based on quantitative assessment. The frequency or
watering and other site specific mitigation measures will be determined during
the future EIA stage.
4.9.18 The major air quality concerns during operational phase will include vehicle
emission and chimney emission. Quantitative air quality assessment for chimney
and vehicle emissions was carried out. Results, shown in Figures 4.9.7 to 4.9.14,
indicate that air quality at existing and planned ASRs would comply with the
prevailing Air Quality Objectives (AQO). However, exceedances of the NO2
criteria are observed near the LT/HYW BCP and within the LMC PDA along San
Tin Highway near ground level (i.e. at 1.5m above ground level). Measures such
as location of air non-sensitive building, setting the fresh air intake at a higher
elevation and the use central air conditioning inside exceedance zone should be
considered to mitigate adverse air quality impact.
4.9.19 Odour emission from STWs, livestock farms and active landfills may adversely
affect air quality within the development. Planning measures, such as designating
the land uses in close proximity to odour sources to non-residential uses, the
relocation of livestock farms, and odour control measures, such as use of
deodorisers and filters, shall be implemented to mitigate the odour impact from
active livestock farms and sewage treatment works. The required buffer distance
between livestock farms and ASRs will be evaluated in the detailed design stage.
4.9.20 Industrial (tri-generation and waste-to-energy plants) and odorous sources
(sewage treatment work, sludge incineration plant and waste transfer station) are
proposed within caverns in close proximity to the LMC, TKL and HYW PDAs.
Pollutants generated from indoor industrial sources will be exhausted to outdoor.
Ventilation shafts will also be installed within caverns to provide air ventilation,
to supply fresh air, and to prevent accumulation of odour, radon and other air
pollutants inside caverns. The height and position of the chimneys and ventilation
shafts may affect air quality in the surrounding area. Thus these factors should be
considered in the stage of P&E Studies to minimize adverse effect on air quality.
Water Quality
4.9.21 Key existing and planned water sensitive receivers, including rivers, channelized
nullahs, canals, wetlands, and other water courses, are identified within the
vicinity of each PDA. The location of the water sensitive receivers (WSRs) is
shown in Figure 4.9.15. Potential water quality impact during construction phase
may arise from construction surface runoff, sewage from construction workforce
(including toilets and kitchens), alternation of watercourses, filling or partial
filling of fish ponds, construction of STWs, fresh water service reservoir, and
TSE flushing service reservoirs, RTSs, waste-to-energy plant and sludge
incineration plants in Caverns. and groundwater from contaminated area.
ProPECC PN 1/94 “Construction Site Drainage” and “Recommended Pollution
Control Clauses for Construction Contracts” issued by Environmental Protection
Department (EPD) should be implemented to minimize the potential impacts.
4.9.22 Potential water pollution sources during operational phase will include sewage
generated by residents, visitors and workers, as well as other activities within the
area, such as commercial, industrial activities, etc. in the study site. It is
preliminarily estimated that the average dry weather flow (ADWF) from the
 120

sewerage catchments of SWH STW and Yuen Long (YL) STW beyond 2041 and
the full development will be increased. Sewage could first be explored to divert to
SWH STW, the YL STW, and the new STW at Kam Tin South etc., depending
on the sewage catchment area in which the PDA is situated in detailed design
stage. It is however evident that these existing sewage treatment facilities, even
after the major expansion and upgrading works, are still inadequate to serve the
sewage flows generated from the NTN development. Thus, new sewage treatment
facilities strategically at LMC and TKL/HYW are therefore necessary. “No Net
Increase in Pollution Loads Requirement in Deep Bay” will be incorporated into
the design by considering cumulative sewage catchment in the vicinity.
4.9.23 Broad water quality planning and mitigation measures, including reuse of treated
effluent, possible sewage treatment and disposal measures and application of
SuDS, have also been proposed to alleviate the impacts arising from construction
and operational phases. With above measures, adverse water quality impact is not
anticipated.
Noise
Representative Noise Sensitive Receivers
4.9.24 Representative existing noise sensitive receivers (NSRs) within the PDAs have
been identified with reference to the HKPSG. Besides, representative planned
noise sensitive land uses within each PDA have also been identified based on
proposed land use (e.g. Commercial, Residential, G/IC and Mixed Uses). The
identified existing NSRs and planned noise sensitive land uses include mainly
Residential / G/IC, and their locations are shown in Figures 4.9.16 and 4.9.17.
Construction Noise Impacts
4.9.25 During the construction phase, construction noise will be generated by the use of
Powered Mechanical Equipment (PME) in various construction activities such as
excavation, concreting, compaction works, material handling activities, etc.
4.9.26 The construction methodology, work site area and detailed implementation
programme are currently not yet available. Hence, quantitative construction noise
assessment will be conducted in the stage of P&E Studies.
4.9.27 The extent and significance of construction noise impacts would depend on the
scale of construction activities, number of PME in operation, duration of
construction activities, number of construction vehicle movements, etc.
Appropriate mitigation measures, such as adoption of noise barriers, use of quiet
plants, scheduling of the construction works, etc., are proposed to minimize the
impacts.
Operational Noise Impacts
Road Traffic Noise Impacts
4.9.28 The major existing roads in the vicinity of the Study Area include the San Tin
Highway, Fanling Highway, Sha Tau Kok Road, Man Kam To Road and Fan
Kam Road. With the PDAs developed, the traffic flow will be increased to cater
for the increasing population. Identified representative existing and planned
NSRs are shown in Figures 4.9.16 and 4.9.17.
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4.9.29 Road traffic noise assessment results indicate that the overall noise levels with the
project scenario at some existing NSRs within LMC PDA, TKL PDA, HYW
PDA and QH PDA would exceed the respective noise criteria.
4.9.30 For planned NSRs, the overall noise levels at some planned NSRs within LMC
PDA, TKL PDA, HYW PDA and QH PDA would also exceed the respective
noise criteria.
4.9.31 No noise sensitive use is planned within the MKT PDA. Hence, no adverse road
traffic noise impact is anticipated in the area.
4.9.32 For the planned noise sensitive land use within PDAs, it is recommended that
noise tolerant building should be placed in the buffer zones or closer to the roads
which act as shielding/screening for sensitive uses locate behind. Other
environmental & innovation planning measures such as the use of sunken roads,
tunnels, designated truck routes and peripheral highways will be explored in the
stage of P&E Studies.
4.9.33 Direct noise mitigation measures are proposed such that the overall noise levels
would comply with the relevant standards. Apart from the application of vertical
barriers, noise mitigation measures in form of cantilever barriers, and full
enclosure and low noise road surfacing are also practicable mitigation that could
alleviate the noise level and reduce excessive road traffic noise impacts on the
existing and planned NSRs. Direct noise mitigation measures should be provided
on the proposed road project in order to alleviate the adverse noise impacts on
those affected NSRs.
4.9.34 As major at-receiver mitigation measures, such as single aspect design and use of
air conditioning, are undesirable for future developments, especially for public
housing developments, direct mitigation measures such as roadside noise barrier,
low noise surfacing material would be deployed. As a last resort, minor at-
receiver mitigation measures, such as acoustic fins and acoustic windows, could
be considered to alleviate the road traffic noise level in the detail design stage,
where the building layout is available.
4.9.35 Besides, retrofitting of existing roadside noise barrier or low noise surfacing
material in some heavily trafficked roads such as San Tin Highway, Fanling
Highway, Sha Tau Kok Road and Lian Tong Road would be explored as the
possible at-source mitigation measures.
Railway Noise Impacts
4.9.36 The existing and proposed, and possible rails in the vicinity of the Study Area
include the followings:
 The ER Line
 The possible viaduct section of LMCS
 The proposed NOL; and
 The possible north-south railway.
4.9.37 For LMC PDA, the horizontal separation distances of 105m and 255m from the
proposed NOL are required subject to area sensitive rating. A GIC area is planned
to be located along the proposed NOL and some planned noise sensitive uses are
located within 255m of the proposed NOL. Adverse rail noise impacts from the
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proposed NOL on these planned noise sensitive uses may be anticipated. Besides,
a possible section of LMCS are running on viaduct through the northern end of
the LMC PDA. Since it is located at more than 400m from the nearest noise
sensitive uses within the PDA, adverse rail noise impacts arising from LMCS is
not anticipated.
4.9.38 ER is running at approximately 110m to the southwest of MKT PDA. Proposed
land use adjacent to the ER includes the logistics industries. Offices are
anticipated in connection with the logistics industries within the PDA. These
offices are generally provided with mechanical ventilation and not relying on
window ventilation. Hence, no adverse rail noise impact is anticipated in the area.
4.9.39 In addition, the possible north-south railway, which will be running through TKL
PDA, HYW PDA and QH PDA, is proposed. The possible railway is planned to
be running underground except for the aboveground section near the possible
station in HYW PDA. Since no noise sensitive uses area is planned in the vicinity
of the viaduct section of the possible north-south railway, no rail noise impacts
arising from it is anticipated.
4.9.40 Mitigation measures for the planned G/IC area in LMC PDA are proposed. Since
it is located adjacent to the proposed NOL, it is recommended placing non-
sensitive land uses, such as a multi-storey car park building facing NOL, central
air conditioned buildings which do not rely on natural ventilation, etc., to provide
noise screening to the residential zone or other noise sensitive buildings behind.
For future railway development, at-source noise mitigation measures shall be
provided. As a last resort, minor at-receiver mitigation measures, such as acoustic
fins and acoustic windows, could be considered to alleviate the rail traffic noise
level. Other major at receiver mitigation measures, such as single aspect design
and use of air conditioning, are undesirable for future developments, especially
for public housing developments.
Fixed Noise Impacts
4.9.41 Major industrial noise sources identified within the Study Area include LMC
BCP, Sheung Shui Water Treatment Works (SSWTW), Animal Waste
Composting Plant, NTMWTW, and NENT Landfill, etc. Some rural industries
with different industrial activities were identified outside the industrial zones,
such as container storage, workshop, recycling yard etc.
4.9.42 Potential fixed noise impacts would also include industries, ventilation shafts,
pump houses, electricity sub-stations, wholesale markets, bus depots/termini,
open car/lorry parks, refuse handling areas, etc. which will be planned within
PDA.
4.9.43 In addition, there are numbers of firing ranges located within the Study Area,
including Table Hill Firing Range, San Wai/ Tai Ling Firing Range, Lo Wu
Classification Range and planned shooting range within the Police Facilities in
Kong Nga Po. For fixed noise impact associated with the operation of shooting
ranges, reference has been made to the approved EIA studies within the vicinity.
According to the approved EIA Study of North East New Territories New
Development Areas (EIA-213/2013), the average sound power level
(SWL(30mins)) for Lo Wu Classification Range was established to be 88.7dB(A).
Horizontal separation distances of 190 m and 340 m for ASR “C” and ASR “B”
are required respectively (subject to site specific data) as appropriate setback for
123 Final Report – on Concept Plan for NTN

noise sensitive uses from Lo Wu Classification Range. For the 2 firing ranges
within San Wai/ Tai Ling Firing Range, according to the approved EIA of Police
Facilities in Kong Nga Po (AEIAR-201/2016), horizontal separation distances of
270m and 480m are required subject to the area sensitive rating. Since the
shortest separation between the planned residential areas at the western area of
TKL PDA and the San Wai/ Tai Ling Firing Range is about 480m which satisfies
the distance setback from the shooting ranges, it is anticipated the San Wai/ Tai
Ling Firing Range will not impose any planning constraint on NTN development.
4.9.44 For LMC PDA, some existing rural industries are scattered just beyond the
boundary of LMC PDA and NTM area which may affect the planned residential
and G/IC areas nearby. Besides, some logistics industries are planned along San
Tin Highway within the LMC PDA. However, no noise sensitive uses area is
planned to locate nearby. Potential noise sources planned within the PDA could
be controlled to acceptable levels through proper design or specification of
maximum allowable noise level.
4.9.45 No noise sensitive uses area is planned within the MKT PDA and hence fixed
noise impacts on MKT PDA is unlikely. However, some logistics/light industrial
areas are to be located within MKT PDA which may affect the existing village
areas nearby.
4.9.46 The NENT Landfill is located adjacent to the northeast of HYW PDA. Since no
noise sensitive uses area is planned in the vicinity of HYW PDA, the noise
impacts arise from the operation of NENT Landfill is not anticipated. Some
existing rural industries located just outside the TKL PDA and QH PDA may
affect the planned residential areas in these PDAs.
4.9.47 Logistics industries are planned at the northwestern area of TKL PDA and HYW
PDA which may affect the planned low density residential area as well as the
existing village areas and GIC area in the vicinity. Industrial estates planned
within HYW PDA may also pose potential impact on the nearby existing village
areas.
4.9.48 In addition, there are two firing ranges identified within the San Wai/ Tai Ling
Firing Range. Horizontal separation distances of 270m and 480m are required
subject to the area sensitive rating. The shortest separation between the planned
residential areas at the western area of TKL PDA and the San Wai/ Tai Ling
Firing Range is about 480m which satisfies the distance setback from the
shooting ranges. However, it is considered that the operation of San Wai/Tai
Ling Firing Range may be different from Lo Wu Classification Range. Hence,
more information on the operation of San Wai/Tai Ling Firing Range shall be
collected during the stage of P&E Studies and the noise impact shall be
reassessed.
4.9.49 As stated in the approved EIA of Police Facilities in Kong Nga Po (AEIAR-
201/2016), by installing at least 2.5m height perimeter wall / boundary wall at the
project site of police facilities and extra 5m height 4-side walls at Ma Tso Lung
firing range, adverse fixed noise impact from the planned shooting range to its
nearby NSRs (approximately 50m away from the Project boundary) is not
anticipated. Since the shortest separation from the planned residential areas at the
western area of TKL PDA is about 190m, which is far away from its concerned
NSR, it is anticipated the operation of police facilities in Kong Nga Po will not
pose insurmountable constraints on NTN development.
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4.9.50 Nevertheless, mitigation measures including suitable passive building design (e.g.
self-protected building design, noise tolerant building, etc.) for the planned high
and medium density residential areas should be considered to avoid direct line of
sight to the existing industrial noise sources and shooting ranges. For the planned
low density residential area potentially affected by the planned logistic industries
nearby, site boundary wall / barrier would be able to provide screening to the low
rise developments. It is also recommended to work with the operators for the
provision of at-source mitigation measures including noise barrier, enclosure,
acoustic treatment, etc. to mitigate the noise impact.
4.9.51 Working with Hong Kong Police Force will be required for the provision of at-
source mitigation measures including noise barrier, enclosure, etc. to reduce the
noise level at the affected area. Single aspect building design should be adopted
to avoid direct line of sight to the shooting range. At-receiver mitigation
measures including noise screening balcony, acoustic window, etc. should also be
considered to alleviate the noise impacts in the detail design stage, where the
building layout is available.
4.9.52 Potential noise sources planned within the PDA could be controlled to acceptable
levels through proper design or specification of maximum allowable noise level.
Hence, adverse fixed noise impact from the proposed development is unlikely,
subject to the stage of P&E Studies.
Helicopter Noise Impacts
4.9.53 A number of helipads is located within the Study Area, which would generate
noise from manoeuvring over the helipad and during the lateral flight. It was
advised by Government Flying Service (GFS) that the helipads would be used for
both emergency and pre-planned tasks by the government departments. There are
no fixed flight paths and routes. Currently, two types of helicopter are used,
namely aircraft type Super Puma AS 332 L2 and EC 155 B1.
4.9.54 For helicopter noise impact assessment, reference has been made to the approved
EIA Study “Helipad at Yung Shue Wan, Lamma Island” (EIA-114/2005). With
reference to the EIA Study, the helipad and its associated taking off path would
have to be located ≥ 386m from the nearest NSR within direct line of sight to
eliminate the manoeuvring noise. As a first thumb planning principle, a buffer
distance of 386m is adopted for planning purpose.
4.9.55 According to the approved EIA Study “North East New Territories New
Development Area”, the helipad within Lo Wu Firing Range is also used for fire-
fighting and police training with the use of two helicopters. Hence, a horizontal
separation distance of 542m from the Lo Wu Firing Range Helipad and its
associated taking off path is required to mitigate the noise impact on noise
sensitive uses.
4.9.56 Based on the Civil Aviation Ordinance, CAP 448C, a helicopter should maintain
a separation of 1,500 feet, over a congested area of a city, town or settlement
during the lateral flight. On considering the large separation of 1,500 feet,
adverse helicopter noise impacts are not anticipated during flyover mode.
4.9.57 MKT PDA is located at 386m from the “taking-off” paths of Lo Wu Firing Range
Helipad, MKT Helipad and Sandy Ridge Helipad. Offices are expected in
connection with the logistics industries within the PDA. However, offices are
generally provided with mechanical ventilation and not relying on window
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ventilation. Furthermore, no noise sensitive uses is planned within the PDA.

Hence helicopter noise impact on MKT PDA is not anticipated.
4.9.58 For TKL PDA, small areas of high density residential are planned within 386m
from the “taking-off” path of San Wai/Tai Ling Helipad. Adverse helicopter
noise impacts on these proposed noise sensitive uses areas within TKL PDA may
be likely, subject to the detailed calculation in the EIA study. However, it is
expected that the impact will be transient and will occur on a less than daily basis.
4.9.59 LMC PDA, Hyw PDA and QH PDA are planned outside 386m from the helipads
and their associated “departing” paths. Hence, noise impacts arising from
operation of helipad is unlikely.
4.9.60 Mitigation measures for the high density residential areas potentially affected by
the operation of San Wai/Tai Ling helipads include suitable passive building
design (e.g. single aspect building design, noise tolerant building, etc.) to avoid
direct line of sight to these helipads and the associated “departing” path. It is also
recommended to work with GFS for the provision of alternative “taking-off” path
further away from the noise sensitive uses subject to the EIA study in the later
stage.
4.9.61 As stated in the approved EIA of Police Facilities in Kong Nga Po (AEIAR-
201/2016), adverse fixed noise impact to its nearby NSRs (approximately 50m
away from the Project boundary) is not anticipated. Since the NTN development
boundary is far away from its concerned NSR, it is anticipated the operation of
police facilities in Kong Nga Po will not impose insurmountable planning
constraint on NTN development.
Hazard
4.9.62 The proposed developments of TKL PDA will be within the 2km assessment area
of SSWTW. In MKT PDA, the operational population within part of the area for
Agri-logistics, which also lies within the 1km CZ of SSWTW, has been
considered. There would be no proposed development in the Hyw PDA / QH
PDA encroached upon the 2km assessment area of SSWTW. Preliminary
quantitative risk assessment has been carried out based on best available
information. The Cumulative Frequency for worst scenario (development in CP
under Scenario II) with surrounding population is located inside the “ALARP”
(As Low As Reasonably Practicable) region, slightly above boundary of
“Acceptable” and “ALARP” regions. According to the societal risk analysis, the
dominant failure event is due to the roof collapse under earthquake. Hence,
measures to reinforce the structure will be explored in the stage of P&E Studies,
subject to the cost-benefit analysis. Based on best available information, it is
anticipated that no adverse impact in hazard to life issue from SSWTW.
4.9.63 There is no proposed development in LMC PDA that encroaches upon the 1km
consultation zone of Ngau Tam Mei Water Treatment Works (NTMWTW).
Hence, there is no adverse impact anticipated.
4.9.64 The proposed development in MKT PDA is outside the predicted hazard
influence zone from OWTF Phase 2, the potential risk to the proposed
development will be minimal.
Landfill Gas Hazard
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4.9.65 The proposed development in the Hyw PDA is located within the Consultation
Zone of the NENT Landfill and its extension. Qualitative LFG hazard assessment
indicates that the overall risk levels of LFG hazards are Medium (Category C)
and Low (Category D)/ High (Category B) during construction and operational
phases. It is recommended that below ground rooms/voids should be avoided as
far as practicable in the developments within the CZ. Besides, as the proposed
development of “Tourism/Leisure” zones and “Industrial Estate” zone is about
5m from the boundary of NENT Landfill and its extension, a setback of 20m
from the boundary of the existing landfill and its extension is recommended to be
adopted in detailed design stage. Suitable building management and appropriate
broad engineering and precautionary measures have been proposed making
reference to the “Landfill Gas Hazard Assessment Guidance Note”.
4.9.66 Moreover, monitoring should be undertaken when construction works are carried
out in confined space within the Consultation Zone. Routine gas monitoring
should be undertaken during groundwork construction and in all excavations.
Monthly gas monitoring should also be conducted at the basement. Nevertheless,
the requirements of operational monitoring by future site developers should be
determined during the detailed design stage when the site layout details are
confirmed.
Waste
4.9.67 The construction activities of the proposed development would generate a variety
of wastes including construction and demolition (C&D) materials from site
clearance, site formation and during the construction of buildings and structures
as well as chemical waste. Mitigation measures recommended in ETWB(W) No.
19/2005 Environmental Management on Construction Sites and other relevant
guidelines, shall be included in the Particular Specification for the Contractor as
appropriate.
4.9.68 The waste management hierarchy could be categorized as avoidance and
minimization; reuse of materials; recovery and recycling; and treatment and
disposal. The hierarchy shall be adopted to allow maximum waste reduction.
Records of quantities of waste generated, recycled and disposal (locations) shall
be properly kept. In particular excavation waste generation would be minimized
as the blasting/excavated material from the quarry could be sold as quarry
products according to the quarry rehabilitation contract.
4.9.69 During the operational phase, residential buildings, public areas and other
facilities such as refuse collection point will generate food waste, chemical waste
and municipal solid waste (MSW) will be disposed of. A Waste-to-Energy Plant
is proposed to be constructed, with the aim of reducing the quantities of non-
recyclable MSW to be disposed of at NENT landfill. In addition, the sewage
treatment works will generate sewage sludge. It is proposed to incorporate sludge
incineration facility into the WtE plant in NTN to cope with the future
requirement.
4.9.70 The waste management hierarchy of ‘Reduce, Replace, Reuse and Recycle’ shall
be used to evaluate the waste management options to allow maximum waste
reduction. Mitigation measures such as hiring a reputable waste collector to
remove general refuse and industrial waste from the stations on a daily basis,
handling chemical wastes in accordance with the Code of Practice on Packaging,
Handling and Storage of Chemical Wastes, and implementation of a trip-ticket
127 Final Report – on Concept Plan for NTN

system in accordance with the Waste Disposal (Chemical Waste) (General)

regulation shall be implemented. With the implementation of these mitigation
measures, no adverse waste implications are anticipated.
Land Contamination
4.9.71 The existing land uses within the PDA boundary have been reviewed through the
use of recent aerial photographs and OZPs. Site surveys were also conducted
throughout July 2014 to verify the desktop findings. Various industrial uses
which may lead to land contamination were observed within the PDAs, such as
vehicle maintenance workshops, open storage areas, scrap yards, metal
workshops, waste recycling workshops, container yards etc. Site appraisal and/or
site investigation (SI) should be conducted in the detailed design stage to confirm
the requirement for further contamination assessment.
4.9.72 In addition, naturally occurrence of medium to high levels of Arsenic (As),
Antimony (Sb) and Lead (Pb) were identified in the PDA, with reference to the
“Geochemical Atlas of Hong Kong” published in Year 1999. However, the
geochemical mappings of the reference report was based on samples obtained
from stream sediment and can only be used as reference for this Study. The actual
land contamination impact on the concerned area can only be determined and
verified by means of SI to be conducted at the detailed design study.
Cultural Heritage
4.9.73 The concept plan focuses on five potential development areas. While further
known and potential archaeological areas, including Sites of Archaeological
Interest as well as recorded built heritage resources such as Declared Monuments,
Graded Historic Buildings and historical villages with archaeological potential
exist within the NTN, the focus of this study is on the identified cultural heritage
within the five defined development areas and on potential impacts arising from
the proposed land use of the development. The village or area has a settlement
history around hundred years is classified as a historical village or area with
archaeological potential.
LMC PDA
4.9.74 The proposed cross boundary retail development in LMC PDA has the potential
to indirectly impact on the historical villages with archaeological potential
collectively known as San Tin. Historical San Tin includes Yan Shau Wai, Tung
Chan Wai, Wing Ping Tsuen, On Lung Tsuen, San Lung Tsuen, Fan Tin Tsuen,
and Tsing Lung Tsuen. The majority of these villages however, are located at
distances over 200 metres, with the exception of Yan Shau Wai and Tung Chan
Wai which lie adjacent to the proposed development. Detailed assessment of
potential construction and operational impacts will be required for these villages
in close proximity. The historical village Shek Wu Wai has both the potential for
built heritage resources and archaeology. The direct and indirect archaeological
impact arising from the proposed development will be revisited in the detailed
design stage.
4.9.75 Mai Po Site of Archaeological Interest (SAI) is located at the edge of LMC PDA
(see Figure 4.9.18a) and may be directly and adversely affected by proposed
G/IC development. Impacts on archaeology occur from site formation and
construction and are adverse and irreversible. Avoidance of SAI by amending the
layout plans of construction works to allow preservation in situ. Detailed
archaeological impact assessments are recommended to establish acceptable
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mitigation, including but not limited to further field surveys, rescue excavations
and/or archaeological watching brief programmes for Mai Po SAI, in prior
agreement with the Antiquities and Monuments Office. In general, there is the
potential for further archaeology within the PDA and archaeological impact
assessments should be considered at the detailed design stage.
QH PDA
4.9.76 The impact to QH SAI (see Figure 4.9.18b), within QH PDA from proposed
commercial, residential and G/IC development will be direct and adverse. The
SAI is already compromised by the QH development under a different project
and detailed archaeological impact assessments including archaeological surveys,
followed by possible rescue excavation and/or watching brief programmes to be
envisioned for the stage of P&E Studies. Desk-based identified areas of
archaeological potential and historical village with archaeological potential and
historical villages, including Fu Tei Pai, Kwan Tei, and San Tong Po are located
within existing village zones or outside of development parameters and will thus
not require any action. In general, there is the potential for further archaeology
within the PDA and archaeological impact assessments should be considered at
the detailed design stage.
4.9.77 There are only five graded historic buildings identified within within QH
proposed development (see Figure 4.9.18b). Yi Kung Lok Mansion, Kwan Tei,
Fanling (Grade 3) is located within existing village zone and thus will not be
impacted by the PDA. Hung Leng Station and Fanling- Sha Tau Kok Branchline
(Grade 3) are situated within proposed residential development and may be
impacted during construction or operational phases. Detailed built heritage
impact assessment is recommended. Finally, Hindu Temple, Fanling (Grade 3)
falls within proposed agricultural development area or open space. Built heritage
impact assessment is recommended at the detailed design stage.
TKL PDA
4.9.78 The TKL PDA will have direct impact on Hung Leng SAI and Ping Che SAI (see
Figure 4.9.18b) and on the area of archaeological potential at Ping Che Kat Tin
where residential development is proposed. Impacts on archaeology occurring
from site formation and construction are adverse and irreversible. Detailed
archaeological impact assessments are recommended to establish acceptable
mitigation, including further field surveys, rescue excavations and/or
archaeological watching brief programmes for these areas. The desk-based
review identified further areas and historical villages with archaeological
potential at Ping Yeung, Tong Fong, Fung Wong Wu, Ha Shan Kai Wat, Tai Po
Tin, Shui Hau, Lo Shue Ling, and Lei Uk. These are located within village zones
and proposed agricultural zone or green belt zones. In general, there is the
potential for further archaeology within the PDA and archaeological impact
assessments should be considered at the detailed design stage.
4.9.79 Nine historic buildings of which eight graded and one under consideration for
grading (New Item) are identified in desk-based review within the TKL PDA (see
Figure 4.9.18b). The majority are located within existing village zone or
proposed green belt. These are Nos. 138-139 Ping Yeung (Grade 2), Sit Kin
Ancestral Hall, Ping Yeung, Ta Kwu Ling (Grade 3), Chan Ancestral Hall, Sit
Wan Tso, Ping Yeung (Grade 3), Tin Hau Temple, No. 72 Ping Che, Ta Kwu
Ling (Grade 3), Village Houses Nos. 35-37, Fung Wong Wu (Grade 3), Yeung
129 Final Report – on Concept Plan for NTN

Ancestral Hall, Fung Wong Wu (Grade 3), Ng Ancestral Hall, Fung Wong Wu
(Grade 3), Village Houses Nos. 24-27, Fung Wong Wu (New Item). Identified
historic villages with the potential for built heritage within the proposed
development include Ping Yeung (some 300 years ago), Tai Po Tin (over 100
years old), Ping Che (a few hundred years ago), Fung Wong Wu (more than 300
years old), Lei Uk (some 150 years old), Lo Shue Ling (17th century) all however,
fall within existing village zones and will not be impacted by the proposed
development.
4.9.80 Of the remaining graded historic buildings, Wing Kit Study Hall, nos. 12-13
Tong Fong (Grade 3) is located within an existing village zone which will not be
changed. Hung Shing Temple, Hung Leng (Grade 3) and Sam Tung Uk, Kwan
Tei North Tsuen, Fanling (Grade 2) fall within proposed agricultural development
area or open space.. Built heritage impact assessments are recommended for
developments around both graded historic buildings and Tong Fong village in
general as it has the potential to contain further heritage structures.
HYW PDA
4.9.81 There are no sites of archaeological interest within Hyw PDA. However, impacts
from transport corridor, cross boundary retail use, agriculture and residential
development to areas of archaeological potential at Nga Yiu Ha and Chuk Yuen
may be expected. Archaeological impact assessments are recommended at
investigation stage. Two other areas of archaeological potential identified during
desk-based review namely Tsung Yuen Ha and Wo Keng Shan are located within
existing village zones. In general, there is the potential for further archaeology
within the PDA and archaeological impact assessments should be considered at
the detailed design stage.
4.9.82 The two graded historic buildings, Kiu Fong Ancestral Hall, Tsung Yuen Ha
(Grade 3) and Nos.57-59, Tsung Yuen Ha (Grade 3) and the historical villages
with archaeological potential, including Wo Keng Shan and Tsung Yuen Ha
identified within the Hyw PDA (see Figure 4.9.18c) are located within existing
village zones and will not be impacted by the proposed development. For Ta Kwu
Ling Police Station, Ping Che Road (Grade 3) which falls within proposed cross
boundary retail development, impacts may be direct or indirect. Nga Yiu Ha on
the other hand may include historic structures and lies within proposed cross
boundary retail and transport network development. A built heritage impact
assessment is recommended at the detailed design stage.
MKT PDA
4.9.83 There are no known archaeological or built heritage resources and no historical
villages within MKT PDA (see Figure 4.9.18d). In general, there is the potential
for archaeology within the PDA and archaeological impact assessments should be
considered at the detailed design stage.

4.10 Landscape and Visual Impact Assessment

Landscape Impact Assessment
4.10.1 The assessment has been conducted in accordance with Environmental Impact
Assessment Ordinance (EIAO) Guidance Note No. 8/2010, the Technical
Memorandum on EIA Process (EIAO-TM), particularly Annexes 10 (Criteria for
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Evaluating Visual and Landscape Impact, and Impact on Sites of Cultural

Heritage) and 18 (Guidelines for Landscape and Visual Impact Assessment).
LMC PDA
4.10.2 The assessment area of this PDA (refer to Figure 4.10.1a) is from Wo Shang Wai
and Mai Po San Tsuen in the west to Ki Lun Shan Au in the east, and from LMC
BCP in the north to Tam Mei Barracks in the south, major road access to the area
is San Tin Highway.
Landscape Resources
4.10.3 A number of sites of recognized conservation importance have been identified
within/ or near the Study Area, for the LMC PDA and adjoining areas, including
the following (refer to Figure 4.10.1):
 Mai Po Village Site of Special Scientific Interest (SSSI)
 Mai Po Marshes SSSI
 Lam Tsuen Country Park
4.10.4 A total of 16 LRs were identified within this PDA (refer to Figure 4.10.2a) and
no registered OVT was recorded within the PDA. However, two floral species of
conservation importance, namely Aquilaria sinensis 土 沉 香 and the woody
climber Gnetum luofuense 羅浮買麻藤 were identified within the PDA. 12 out of
16 LRs are subject to adverse impact before mitigation and detailed description of
these LRs are included in Table 4.10.1.
Table 4.10.1 Identification of LRs in LMC PDA
Code Landscape Quality & Rarity Ability to Sensitivity Degree of
Resources Maturity accommodate Impact
change
LR1a Agricultural High Medium Low High Substantial
Land in LMC
LR2a Pond in LMC High Medium Low High Moderate
LR4a Natural Medium Medium Low High Substantial
Stream in
LMC
LR5a Channelised Medium Medium Medium Medium Moderate
Watercourse
LR6a Grassland in Medium Low High Low Moderate
LMC
LR8a Mixed Medium Medium Medium Medium Moderate
Shrubland
and
Grassland in
LMC
LR9a Secondary High Medium Low High Moderate
Woodland in
LMC
LR10a Plantation in Medium Medium Medium Medium Moderate
LMC
LR11a Orchard in High Medium Low High Substantial
LMC
LR12a Village Type Medium Low Medium Medium Moderate
Development
in LMC
131 Final Report – on Concept Plan for NTN

Code Landscape Quality & Rarity Ability to Sensitivity Degree of

Resources Maturity accommodate Impact
change
LR14a Open Storage Low Low High Low Moderate
in LMC
LR15a Waste Low Low High Low Moderate
Ground/
Temporary
Used Area in
LMC

4.10.5 The recommended landscape measures during construction stage (such as

minimise temporary works and storage extent, natural stream protection, tree
preservation etc.) would help to reduce the adverse impacts for the natural LRs.
According to the CP, some areas of man-made resources like open storage and
waste ground near Luk Mei Tsuen, Shek Wu Wai and Gurkha Cemetery will be
zoned as Green Belt, District Open Space and Enterprise Park, which would be
beneficial for the local landscape quality.
4.10.6 After the implementation of recommended landscape mitigation measures, the
LRs will all experience slight adverse/ or moderate adverse impacts during
construction and at the early stage of operational phase. When the compensatory
measures are applied, and further landscape enhancement is well established to
enhance the degraded landscape, it is considered that the landscape impacts for
the LRs would be reduced to insignificant/ or slight level by operation year 10.
Landscape Character Areas
4.10.7 A total of 10 LCAs were identified within 500m assessment area in LMC PDA
(refer to Figure 4.10.3a). 3 out of 10 LCAs are subject to adverse impact before
mitigation and detailed description of these LCAs are included in Table 4.10.2.
Table 4.10.2 Identification of LCAs in LMC PDA
Code Landscape Quality & Rarity Ability to Sensitivity Degree of
Character Maturity accommodate Impact
Areas change
LCA4a Rural Inland Medium Medium Medium Medium Substantial
Plain
Landscape
LCA7a Comprehensive Low Low High Low Moderate
Residential
Development
LCA10a Miscellaneous Low Low High Low Moderate
Urban Fringe
Landscape

4.10.8 Due to the irreversible changes of LCA4a, the landscape impact cannot be fully
addressed with the implementation of recommended measures. However, after
applied the planning principle of ‘Urban-Rural-Nature Integration’ in the CP, the
impacts can be generally alleviated in local scale. Considered the possibility of
landscape enhancement on those newly proposed land-use, the landscape impact
for LCA4a will be reduced from substantial to moderate level by operation year
10. LCA7a and LCA10a are all expected to experience slightly adverse impact in
both construction and operation stages after mitigation.
Conclusion
 132

4.10.9 Moderate adverse impact or lower from the proposed development is anticipated.
It is inevitable that landscape impacts caused by such major development cannot
be fully reduced and would remain at some locations even after implementation
of all possible mitigation measures. On review of the likely residual impacts on
the LRs/ LCAs within LMC, most of them are possibly reduced to slight/ or
insignificant level by operation year 10 when the mitigation measures have been
matured and taken effect. As a result, the overall residual landscape impacts from
the proposed scheme of LMC PDA are possibly acceptable with mitigation
measures if required mitigation measures are feasible and implemented prior to
impact commencement, and are able to fully account for all impacts.
MKT PDA
4.10.10 The assessment area of this PDA (Figure 4.10.1b) is from Ng Tung River and Lo
Wu Station in the west to Kong Nga Po in the east, and from MKT BCP in the
northeast to Fu Tei Au Tsuen in the south, major road access to the area is Man
Kam To Road.
Landscape Resources
4.10.11 A total of 16 LRs were identified within this PDA (refer to Figure 4.10.2b). No
registered OVT and floral species of conservation importance were recorded
within the PDA. 4 out of 16 LRs are subject to adverse impact before mitigation
and detailed description of these LRs are included from Table 4.10.3.
Table 4.10.3 Identification of LRs in MKT PDA
Code Landscape Quality & Rarity Ability to Sensitivity Degree of
Resources Maturity accommodate Impact
change
LR1b Agricultural Medium Medium Medium Medium Substantial
Land in MKT
LR2b Pond in MKT Medium Medium Medium Medium Moderate
LR4b Natural Medium Medium Low High Moderate
Stream in
MKT
LR14b Open Storage Low Low High Low Moderate
in MKT

4.10.12 The recommended landscape measures during construction stage such as

protection of natural streams would help to reduce the adverse impacts to the
natural watercourses in the vicinity. According to the CP, some areas of man-
made resources such as agricultural land, ponds and open storage will be planned
for Agri-Logistic/ Light Industry (LI(3)) and Green Belt in the future land-use,
which would be able to compensate the loss of these landscape resources. In
addition, the waste ground near Lo Wu Station Road will be zoned as LI (3), is it
considered that the changes for these areas would be beneficial for the local
landscape quality.
4.10.13 After the implementation of recommended mitigation measures, the LRs will all
experience Slight adverse to Moderate adverse impacts during construction and at
the early stage of operational phase. When the compensatory measures are
applied, and further landscape enhancement is well established to enhance the
degraded landscape, it is considered that the landscape impacts for the LRs would
be reduced to insignificant or slight level by operation year 10.
Landscape Character Areas
133 Final Report – on Concept Plan for NTN

4.10.14 A total of 6 LCAs were identified within 500m assessment area in MKT PDA
(refer to Figure 4.10.3b). 2 out of 6 LCAs are subject to adverse impact before
mitigation and detailed description of these LCAs are included in Table 4.10.4.
Table 4.10.4 Identification of LCAs in MKT PDA
Code Landscape Quality & Rarity Ability to Sensitivity Degree of
Character Maturity accommodate Impact
Area change
LCA2b Rural Inland Medium Medium Medium Medium Moderate
Plain
Landscape
LCA3b Miscellaneous Medium Medium Medium Medium Moderate
Rural Fringe
Landscape

4.10.15 Due to the irreversible changes of LCA2b and LCA3b, the landscape impact
cannot be fully addressed with the implementation of recommended measures.
However, after applied the planning principle of ‘Landscape Integration’ and
‘Urban-Rural-Nature Integration’ in the CP, the impacts can be generally
alleviated in local scale. Considered the possibility of landscape enhancement on
those newly proposed land-use, the landscape impact for those LCAs will be
reduced from slight to insignificant level by operation year 10.
Conclusion
4.10.16 Moderate adverse impact or lower from the proposed development is anticipated.
It is inevitable that landscape impacts caused by such major development cannot
be fully reduced and would remain at some locations even after implementation
of all possible mitigation measures. On review of the likely residual impacts on
the LRs/ LCAs within MKT, most of them are possibly reduced to slight or
insignificant level by operation year 10 when the mitigation measures have been
matured and taken effect. As a result, the overall residual landscape impacts from
the proposed scheme of MKT PDA are considered acceptable with mitigation
measures.
HYW PDA
4.10.17 The assessment area (Figure 4.10.1c) is from Lo Fong in the west to Ngong Tong
in the east, and from Hyw in the north to TKL in the south, major road access to
the area is Wo Keng Shan Road.
Landscape Resources
4.10.18 A number of sites of recognized conservation importance have been identified in
or near the HYW PDA and adjoining areas, including the following (refer to
Figure 4.10.1):
 Lin Ma Hang Stream SSSI
 Lin Ma Hang Lead Mines SSSI
4.10.19 A total of 17 LRs were identified within this PDA (refer to Figure 4.10.2c). Two
flora species (Aquilaria sinensis 土沉香 and Pavetta hongkongensis 香港大沙葉)
of conservation importance were identified. In addition, one (1) OVTs
(Cinnamomum camphora 樟樹, registered. no. LANDSD/ N3) was also found at
Wo Keng Shan within the PDA. 15 out of 17 LRs are subject to adverse impact
before mitigation and detailed description of these LRs are included in Table
4.10.5.
 134

Table 4.10.5 Identification of LRs in HYW PDA

Code Landscape Quality & Rarity Ability to Sensitivity Degree of
Resources Maturity accommodate Impact
change
LR1c Agricultural High Medium Low High Substantial
Land in HYW
LR2c Pond in HYW Medium Medium Medium Medium Substantial
LR3c Marsh/ Medium High Low High Substantial
Reedbed in
HYW
LR4c Natural Medium Medium Low High Substantial
Stream in
HYW
LR6c Grassland in Medium Low High Medium Substantial
HYW
LR7c Shrubland in High Medium Low High Substantial
HYW
LR8c Mixed Medium Medium Medium Medium Moderate
Shrubland
and Grassland
in HYW
LR9c Fung Shui High High Low High Substantial
Woods in
HYW
LR10c Secondary High High Low High Moderate
Woodland in
HYW
LR11c Plantation in Medium Medium Medium Medium Moderate
HYW
LR12c Orchard in High Medium Low High Moderate
HYW
LR13c Village Type Medium Low Medium Medium Moderate
Development
in HYW
LR14c Urbanised/ Medium Low High Low Moderate
Ongoing
Major
Development
in HYW
LR15c Open Storage Low Low High Low Moderate
in HYW
LR16c Waste Low Low High Low Moderate
Ground/
Temporary
Used Area in
HYW

4.10.20 The recommended landscape measures during construction stage (such as

minimise temporary works and storage extent, natural stream protection, tree
preservation etc.) would help to reduce the adverse impacts for the natural LRs.
According to the CP, some of the landscape impact caused by the major
development cannot be fully addressed (such as the loss of LR1c ‘Agricultural
Land in HYW’; LR3c ‘Marsh/ Reedbed in HYW’ and LR9c ‘Fung Shui Woods
in HYW’). However, some areas of man-made resources like open storage and
waste ground will be zoned as Agriculture/ or use of Tourism/Leisure, which
would be beneficial for the local landscape quality. In addition, some of the
natural resources (such as the secondary woodland, mixed shrubland and
135 Final Report – on Concept Plan for NTN

grassland in Tung Lo Hang, Tung Fung Au, Nga Yiu Ha and Lung Mei Teng)
will also be preserved as Green Belt in the future land-use.
4.10.21 After the implementation of recommended mitigation measures, the LRs will all
experience slight adverse to moderate adverse impacts during construction and at
the early stage of operational phase. When the compensatory measures are
applied, and further landscape enhancement is well established to enhance the
degraded landscape, it is considered that the landscape impacts for the LRs would
be reduced to insignificant/ or slight level by operation year 10.
Landscape Character Areas
4.10.22 A total of 5 LCAs were identified within 500m assessment area in HYW PDA
(refer to Figure 4.10.3c). 2 out of 5 LCAs are subject to adverse impact before
mitigation and detailed description of each LCAs are included from Table 4.10.6.
Table 4.10.6 Identification of LCAs in HYW PDA
Code Landscape Quality & Rarity Ability to Sensitivity Degree of
Character Area Maturity accommodate Impact
change
LCA2c Rural Inland Medium High Low Medium Substantial
Plain Landscape
LCA3c Urban Peripheral Medium High Low Medium Substantial
Village
Landscape

4.10.23 Due to the irreversible changes of LCA2c and LCA3c, the landscape impact
cannot be fully addressed with the implementation of recommended measures.
With the consideration of landscape enhancement on those newly proposed land-
use, the landscape impact for these LCAs will be reduced from substantial to
slight level by operation year 10.
Conclusion
4.10.24 Moderate adverse impact or lower from the proposed development is anticipated.
It is inevitable that landscape impacts caused by such major development cannot
be fully reduced and would remain at some locations even after implementation
of all possible mitigation measures. On review of the likely residual impacts on
the LRs/ LCAs within HYW, most of them are possibly reduced to slight/ or
insignificant level by operation year 10 when the mitigation measures have been
matured and taken effect. As a result, the overall residual landscape impacts from
the proposed scheme of MKT PDA are possibly acceptable with mitigation
measures if required mitigation measures are feasible and implemented prior to
impact commencement, and are able to fully account for all impacts.
TKL PDA
4.10.25 The assessment area (Figure 4.10.1d) is from Wo Keng Shan, Cat Hill and Ma
Tau Leng to Sha Tau Kok Road. Major roads, such as the Sha Tau Kok Road,
are also taken into consideration in forming the PDA boundary.
Landscape Resources
4.10.26 A total of 17 LRs were identified within this PDA (refer to Figure 4.10.2d).
Three floral species (Aquilaria sinensis 土沉香, Pavetta hongkongensis 香港大
沙葉 and Camellia crapnelliana 紅皮糙果荼) of conservation importance were
recorded within the PDA. In addition, two (2) OVTs (Ficus elastic 印度榕,
registered. no. LCSD/ N2 and Ficus microcarpa 細葉榕 registered. no. LCSD/
 136

N4) were also found at Ping Che Road within the PDA. 15 out of 17 LRs are
subject to adverse impact before mitigation and detailed description of these LRs
are included from Table 4.10.7:
Table 4.10.7 Identification of LRs in TKL PDA
Code Landscape Quality & Rarity Ability to Sensitivity Degree of
Resources Maturity accommodate Impact
change
LR1d Agricultural High Medium Low High Substantial
Land in TKL
LR2d Pond in TKL High Medium Low High Substantial
LR3d Marsh/ Reedbed Medium High Low High Substantial
in TKL
LR4d Natural Stream Medium High Low High Moderate
in TKL
LR5d Channelised Medium Medium Medium Medium Moderate
Watercourse in
TKL
LR6d Grassland in Medium Low High Low Moderate
TKL
LR7d Shrubland in High Medium Low High Substantial
TKL
LR8d Mixed Shrubland Medium Medium Medium Medium Moderate
and Grassland in
TKL
LR10d Secondary High High Low High Substantial
Woodland in
TKL
LR11d Plantation in High Medium Low High Substantial
TKL
LR12d Orchard in TKL High Medium Low High Substantial
LR13d Village Type Medium Low Medium Medium Moderate
Development in
TKL
LR14d Urbanised/ Medium Low High Low Moderate
Ongoing Major
Development in
TKL
LR15d Open Storage in Low Low High Low Moderate
TKL
LR16d Waste Ground/ Low Low High Low Moderate
Temporary Used
Area in TKL

4.10.27 The recommended landscape measures during construction stage (such as

minimise temporary works and storage extent, natural stream protection, tree
preservation etc.) would help to reduce the adverse impacts for the natural LRs.
According to the CP, large areas of Agriculture, Green Belt and Open Space will
be provided in Tai Po Lin, Shui Hau and Ping Yeung for the future development,
which can help to preserve some of the existing natural resources within these
districts, and compensate for some loss of these resources (such as the loss of
LR1d ‘Agricultural Land in TKL’, LR4d ‘Natural Stream in TKL’, LR10d
‘Secondary Woodland in TKL’ and LR11d ‘Plantation in TKL’) after completion
of the construction.
4.10.28 In addition, some areas of man-made resources like open storage near near HLH,
Tai Po Tin, Lei Uk, Tong Fong, and waste ground near Ko Po North, Ping Yeung
137 Final Report – on Concept Plan for NTN

would be zoned as Agriculture, Green Belt and Open Space, which would be
beneficial for the local landscape quality. These planned land use types can help
to alleviate the adverse impacts caused by the development effectively.
4.10.29 After the implementation of recommended mitigation measures, the LRs will all
experience Slight adverse to Moderate adverse impacts during construction and at
the early stage of operational phase. When the compensatory measures are
applied, and further landscape enhancement is well established to enhance the
degraded landscape, it is considered that the landscape impacts for the LRs would
be reduced to insignificant/ or slight level by operation year 10.
Landscape Character Areas
4.10.30 A total of 7 LCAs were identified within 500m assessment area in TKL PDA
(refer to Figure 4.10.3d). 4 out of 7 LCAs are subject to adverse impact before
mitigation and detailed description of these LCAs are included in Table 4.10.8.
Table 4.10.8 Identification of LCAs in TKL PDA
Code Landscape Quality & Rarity Ability to Sensitivity Degree of
Character Area Maturity accommodate Impact
change
LCA1d Upland and High High Low High Moderate
Hillside
Landscape
LCA2d Rural Inland Plain Medium High Low Medium Moderate
Landscape
LCA3d Urban Peripheral Medium High Low Medium Moderate
Village Landscape
LCA4d Miscellaneous Medium High Low Medium Moderate
Rural Fringe
Landscape

4.10.31 With the consideration of those proposed land-use, such as Agriculture, Green
Belt and Open Space, together with the Village Type Development in Sing Ping,
Lei Uk and Ping Yeung, the changes of the local landscape character can be
alleviated gradually during the operational stage. With the implementation of
recommendation mitigation measures, the adverse impacts for LCA1d, LCA2d
and LCA3d would be reduced to slight by day 1 of operation. And the residual
impacts of these LCAs would be reduced to insignificant by year 10 of operation.
4.10.32 Given the proposed development are located within such a large scale area, the
fundamental change in LCA4d would not be able to alleviate completely. Thus,
the proposed development will generate moderate landscape impacts on that LCA
during both construction and operational phases before mitigation.
4.10.33 Due to the irreversible change of landscape character for LCA4d, the landscape
impact cannot be fully addressed with the implementation of recommended
measures. With the consideration of landscape enhancement on those newly
proposed land-use, the landscape character would be more compatible with the
surroundings and the landscape impacts can be alleviated gradually. By year 10
of operation, the residual impacts would be reduced to slight level eventually.
Conclusion
4.10.34 Moderate adverse impact or lower from the proposed development is anticipated.
It is inevitable that landscape impacts caused by such major development cannot
be fully reduced and would remain at some locations even after implementation
 138

of all possible mitigation measures. On review of the likely residual impacts on

the LRs/ LCAs within TKL, most of them are possibly reduced to slight or
insignificant level by operation year 10 when the mitigation measures have been
matured and taken effect. As a result, the overall residual landscape impacts from
the proposed scheme of TKL PDA are possibly acceptable with mitigation
measures if required mitigation measures are feasible and implemented prior to
impact commencement, and are able to fully account for all impacts.
QH PDA
4.10.35 The assessment area (Figure 4.10.1e) is from Sha Tau Kok Road to the north, Ko
Po Shan to the east, Po Kak Tsai Road to the south and Lung Ma Road to the
west.
Landscape Resources
4.10.36 A number of sites of recognized conservation importance have been identified in
or near the Study Area, for the QH PDA and adjoining areas, including the
following (refer to Figure 4.10.1):
 Pat Sin Leng Country Park
4.10.37 A total of 16 LRs were identified within this PDA (refer to Figure 4.10.2e). No
registered OVT was recorded within the PDA. However, two floral species of
conservation importance, namely tree Aquilaria sinensis 土 沉 香 and fern
Cibotium barometz 金狗毛蕨 were identified within the PDA. 9 out of 16 LRs
are subject to adverse impact before mitigation and detailed description of these
LRs are included in Table 4.10.9.
Table 4.10.9 Identification of LRs in QH PDA
Code Landscape Quality & Rarity Ability to Sensitivity Degree of
Resources Maturity accommodate Impact
change
LR1e Agricultural Land in High Medium Low High Substantial
QH
LR2e Pond in QH High Medium Low High Moderate
LR3e Marsh/Reedbed in Medium High Low High Substantial
QH
LR6e Grassland in QH Medium Low High Low Moderate
LR9e Secondary High Medium Low High Moderate
Woodland in QH
LR10e Plantation in QH Medium High Medium Medium Moderate
LR12e Village Type Medium Low Medium Medium Moderate
Development in QH
LR13e Urbanised/ Ongoing Medium Low High Low Moderate
Major Development
in QH
LR14e Open Storage in QH Low Low High Low Moderate

4.10.38 The recommended landscape measures during construction stage (such as

minimise temporary works and storage extent, natural stream protection, tree
preservation etc.) would help to reduce the adverse impacts for the natural LRs.
According to the CP, some of the landscape impact caused by the major
development cannot be fully addressed (such as the loss of LR1e ‘Agricultural
Land in QH’; LR2e ‘Pond in QH’ and LR 3e ‘Marsh/ Reedbed in QH’). However,
some areas of man-made resources like the urbanised/ on-going major
139 Final Report – on Concept Plan for NTN

development in Burma Lines and near Lau Shui Heung Road would be planned
as District Open Space, which would be beneficial for the local landscape quality.
In addition, some of the landscape resources (such as the secondary woodland,
plantation, urbanised and village type development areas near Lau Shui Heung
Road and Sa Tong Po) will also be preserved as Green Belt in the future land-use.
These newly proposed District Open Space and Green Belt could provide
adequate space for the compensatory planting.
4.10.39 After the implementation of recommended mitigation measures, the LRs will all
experience slight adverse to moderate adverse impacts during construction and at
the early stage of operational phase. When the compensatory measures are
applied, and further landscape enhancement is well established to enhance the
degraded landscape, it is considered that the landscape impacts for the LRs would
be reduced to slight level by operation year 10.
Landscape Character Areas
4.10.40 A total of 7 LCAs were identified within 500m assessment area in QH PDA
(refer to Figure 4.10.3e). 4 out of 7 LCAs are subject to adverse impact before
mitigation and detailed description of these LCAs are included in Table 4.10.10.
Table 4.10.10 Identification of LCAs in QH PDA
Code Landscape Quality & Rarity Ability to Sensitivity Degree of
Character Area Maturity accommodate Impact
change
LCA2e Upland and High High Low High Moderate
Hillside
Landscape
LCA3e Rural Inland Plain Medium High Low Medium Substantial
Landscape
LCA4e Urban Peripheral Medium High Medium Medium Moderate
Village Landscape
LCA6e Institutional Medium Medium Medium Medium Moderate
Landscape

4.10.41 Given the proposed development are located within such a large scale area, the
fundamental change in LCA3e would not be able to alleviate completely. Thus,
the proposed development will generate substantial landscape impacts on this
LCA during both construction and operational phases before mitigation.
4.10.42 Due to the irreversible changes of LCA3e, the landscape impact cannot be fully
addressed with the implementation of recommended measures. With the
consideration of landscape enhancement on those newly proposed land-use, the
landscape impact for this LCA will be reduced from substantial to slight level by
operation year 10.
Conclusion
4.10.43 Moderate adverse impact or lower from the proposed development is anticipated.
It is inevitable that landscape impacts caused by such major development cannot
be fully reduced and would remain at some locations even after implementation
of all possible mitigation measures. On review of the likely residual impacts on
the LRs/ LCAs within QH, most of them are possibly reduced to slight/ or
insignificant level by operation year 10 when the mitigation measures have been
matured and taken effect. As a result, the overall residual landscape impacts from
the proposed scheme of QH PDA are possibly acceptable with mitigation
 140

measures if required mitigation measures are feasible and implemented prior to

impact commencement, and are able to fully account for all impacts.
Visual Impact Assessment
Identification of Visual Envelope
4.10.44 The visual assessment area is defined by the Visual Envelope (VE). The VE for
the Project (refer to Figure 4.10.4) is the combination of those initial visual
envelopes determined for each PDA, those which would be in or around the
Study Area Boundary. Generally the viewshed is confined to the south and east
by the ridgeline of Lam Tsuen Country Park across to Pak Sin Leng Country Park
and Robin’s Nest, and from the north east to the west formed by the ridgeline of
Wutong Shan in Shenzhen, Sandy Ridge and Fung Kong Shan near LMC. While
to the western side, the VE is contained by the high-rise development of
Shenzhen and residential/recreational buildings in Mai Po and San Tin. Within
the VE the predominantly level landscape means that views from elevated
positions can generally see very long distances whereas many ground level views
are limited by intervening vegetation cover and built form.
4.10.45 Elevated ground throughout and surrounding the study area provides opportunity
for uninterrupted long distance views over the individual PDA sites from
prominences in the local landscape, local landmarks, existing high rise
developments and from high points (including trails) in Lam Tsuen Country Park,
Pak Sin Leng Country Park, Robin’s Nest, HLH, Sandy Ridge and Fung Kong
Shan near LMC. Key visual receptors within the visual envelope include the
settlements of Hyw, TKL, MKT, LMC, Ngau Tam Mei, QH, Ping Kong and Tsiu
Keng and residential estates on the outer boundaries of Ngau Tam Mei (west side)
and Mai Po, San Tin, developments within the Kwu Tung North NDA and
developed areas at Sheung Shui. In addition, other key receptors include users of
local pedestrian routes, transport infrastructure corridors such as the San Tin
Highway (Route 9) and also Tsing Long Highway (Route 3) which both run
through and around the PDA.
Identification of Visually Sensitive Receivers
4.10.46 As a broad technical assessment, the visual impact assessment has been based on
key vantage points within the visual envelope due to the scale of the site. The
potential Visually Sensitive Receivers (VSRs) that would be present at typical
viewpoints with sensitive views are identified as follows in Table 4.10.11.
Table 4.10.11 Visually Sensitive Receivers within the Visual Envelope
VSR Location Type of Users Quality of Alternative Degree of Duration Frequency Sensitivity
ID (Residential, Existing View Views (Yes, Visibility of View of View (Low,
Recreational, (Good, Fair, No) (Full, (Long, (Frequent, Medium,
Occupational, Poor) Partial, Medium, Occasional, High)
Transportation) Glimpse, Short) Rare)
No view)

VSR1 Robin’s Recreational Good No Full Medium Occasional Medium

Nest
 141 Final Report – on Concept Plan for NTN

VSR Location Type of Users Quality of Alternative Degree of Duration Frequency Sensitivity
ID (Residential, Existing View Views (Yes, Visibility of View of View (Low,
Recreational, (Good, Fair, No) (Full, (Long, (Frequent, Medium,
Occupational, Poor) Partial, Medium, Occasional, High)
Transportation) Glimpse, Short) Rare)
No view)

Views from the top of hillside near Robin’s Nest (Hung Fa Leng) which is mostly visited by hikers. From this
elevated location viewing towards Peng Che with a panoramic background of the ridgeline of Wutong Shan,
Shenzhen. The trial on the hillside of this area does not appear to be well used, suggesting a few visitors to pass daily,
which would be moderately sensitive to any visual changes. Therefore the overall sensitivity is considered to be
‘Medium’.

VSR2 Cheung Recreational Fair No Full Medium Occasional Medium

Shan

The VSR is located on the pedestrian trail of Cheung Shan, looking in a north direction towards PC, HYW. It partially
contained with NENT landfill to the left and Sheung Wo Hang Tsuen (Sha Tau Kok) to the right with natural
mountains (Pak Fu Shan, Wo Keng Shan and Robin’s Nest) as the visual background. Regarding the characteristic of
the site, the VSR will be low usage during daily operation, which would be moderately sensitive to any visual changes
and the overall sensitivity is considered to be ‘Medium’.

VSR3 Sheung Shui Recreational Good Yes Full Medium Occasional Medium
Wa Shan

It is the view from Sheung Shui Wa Shan, facing to north towards TKL. From this elevated VSR, it given a
panoramic view for mountains of Wong Mau Hang Shan with an electricity pylons situated in the middle of the
foreground, and HLH is partially be visible at the right. This VSR represents visitors and hikers, which would be
moderately sensitive to any visual changes. Therefore the overall sensitivity is considered to be ‘Medium’.

VSR4 Lung Shan Recreational/ Fair Yes Full Long Frequent High
Residential/
Occupational

The VSR is located from Lung Shan Temple facing at north east direction, which is visited by visitors and villagers
frequently, workers from the Lung Shan Temple will also be occupied from this location. The VSR is offering a
distance view of natural mountains (Wutong Shan, Wo Keng Shan and QH). Due to the recreational or residential and
frequent usage of the view point, it would be highly sensitive to any visual changes. Therefore the overall sensitivity
is considered to be ‘High’.

VSR5 Cheung Po Recreational/ Fair Yes Partial Medium Frequent High

Tau Residential

Views on the pedestrian trial looking north east towards Liantong Shan and Wutong Shan from Shenzhen in the far
distance. An electricity pylons is situated in a close distance with small coverage of natural vegetation at the
foreground. Apart from hikers, villagers will be used frequently during daily operation and would be highly sensitive
to any visual changes. Therefore the overall sensitivity is considered to be ‘High’.

VSR6 Ki Lun Recreational Fair Yes Full Medium Occasional Medium

Shan
 142

VSR Location Type of Users Quality of Alternative Degree of Duration Frequency Sensitivity
ID (Residential, Existing View Views (Yes, Visibility of View of View (Low,
Recreational, (Good, Fair, No) (Full, (Long, (Frequent, Medium,
Occupational, Poor) Partial, Medium, Occasional, High)
Transportation) Glimpse, Short) Rare)
No view)

The VSR is located on the hillside of Ki Lun Shan, facing east towards Tai Shek Mo and Sheung Shui. It is situated
within the woodland area and a group of vegetation is covered from the hillside from both sides of this location. This
area does not appear to be well used, suggesting a few visitors pass daily, which would be moderately sensitive to any
visual changes. Therefore the overall sensitivity is considered to be ‘Medium’.

VSR7 Cheung Lek Recreational/ Fair Yes Full Medium Frequent High
Residential

The VSR is located at the pedestrian walkway from Cheung Lek, facing east towards MKT. It is situated within the
natural vegetated area with panoramic view of Pak Tai To Yan ridgeline as the background, the Fanling golf course
can be visible at the left and some low rise development is located in the middle with far distance. Same as above, due
to the characteristic of the site, the usage of this VSR would be highly sensitive to any visual changes. Therefore the
overall sensitivity is considered to be ‘High’.

VSR8 Kai Kung Recreational Fair Yes Part Medium Occasional Medium
Leng

Views from the top of hillside Kai Kung Leng which is mostly visited by hikers. From this elevated location facing
north east towards LMC, with a far distance view of Fanling and Shenzhen City development. Natural view of
mountains such as Nam Shan and Wo Keng Shan are visible from the right from this VSR. The trial on the hillside of
this area does not appear to be well used, suggesting a few visitors to pass daily, which would be moderately sensitive
to any visual changes. Therefore the overall sensitivity is considered to be ‘Medium’.

4.10.47 In summary, for VSRs, it is considered the most sensitive views are those which
currently experience a direct and broad connection with the wider undeveloped
landscape setting. The proposed development’s visual impact on the existing
development has been preliminary reviewed in this VIA and will be detailed
assessed in the future detailed P&E Studies.
4.10.48 Prior to mitigation, substantial adverse impacts are predicted in relation to VSR3
‘Sheung Shui Wa Shan’ and VSR5 ‘Cheung Po Tau’. This impact is generated
due to the substantial loss of visual elements and large magnitude of visual
change. While, moderate adverse impacts are predicted in relation to VSR1
‘Robin’s Nest’, VSR2 ‘Cheung Shan’, VSR4 ‘Lung Shan’, VSR6 ‘Ki Lun Shan’,
VSR7 ‘Cheung Lei’ and VSR8 ‘Kai Kung Leng’.
4.10.49 Mitigation works in development area during the construction stage rely heavily
on the optimisation of the footprint of the works area, avoidance of significant
topographical changes together with the retention, protection and compensatory
planting of trees/ vegetation. Following the implementation of mitigation
measures, adverse visual impact would be reduced to lower level compared with
before mitigation, both at construction stage and operation early stage in general
case. These measures have the capacity to reduce the level of residual impact
experienced by the VSRs during construction stage. Greening measures such as
use of climbing plants and verge planting help to break up the uniformity of new
143 Final Report – on Concept Plan for NTN

road formation and associated structures, when used in combination with wider
screening measures e.g. sensitive design of infrastructure, facade treatment,
colour scheme etc. which help to reduce the visual impacts in the early
operational stage. The suggested mitigation measures are illustrated in Figures
4.10.5 to 4.10.10 and summarised in Table 4.10.12 and Table 4.10.13.
Table 4.10.12 Summary of Proposed Mitigation Measures in Construction Stage
ID No. Visual Mitigation Measures
CM7 Site Hoarding
To reduce negative visual impact, construction site hoarding should be erected around
the site to screen pedestrian level views into the construction area from visual sensitive
receivers. Hoarding design should consider greening measures such as colour variations
or plantation, and should be adopted to improve its visual appearance.
CM8 Management of Facilities on Work Sites
To provide proper site management of the facilities on the sites, give control on the
height and disposition/ arrangement of all welfare facilities and construction plant on
site to minimise landscape and visual impacts to adjacent VSRs and existing/ retained
site features.
CM9 Construction Programme
Employ construction techniques which assist in streamlining construction programme,
minimise the duration of plant operations. Consider prefabrication of building elements
offsite to minimise on site works and construction period.
CM10 Light Control
Day and night time lighting should be controlled to minimise glare and light spill from
the construction sites. Shrouded or directional lighting should be considered where
appropriate as a general good practice construction measure.
CM11 Optimisation of Construction Areas & Providing Temporary Landscape on Temporary
Construction
Construction areas’ control shall be enforced, where possible, to ensure that the
landscape and visual impacts arising from the construction activities are minimised. It
includes reduction of the extent of working areas and temporary works areas,
management on storing and using the construction equipment and materials, and
consideration of detailed schedules to shorten the construction period. Temporary
landscape treatments are considered to be adopted such as applying hydro-seeding on
temporary stockpiles and reclamation areas to alleviate the potential impacts.
CM12 Advanced Tree Planting
Advanced tree planting works would help to mitigate for loss of existing resources and
also to mitigate the effects of construction, such as tall screen/buffer trees and shrubs
should be planted to screen proposed buildings and other structures where appropriate.
The planting should also be free from utility and noise barrier structures. This measure
will form part of the compensatory planting and will improve compatibility with the
surrounding environment and create a pleasant pedestrian environment.
CM13 Minimum Topographical Change
The footprint of construction elements and temporary works areas should be optimised
to reduce topographical/ landform changes, as well as reduce land take and interference
with natural terrain. Where there is a need to significantly cut into the existing landform,
retaining walls and cut slopes should be considered as appropriate. To minimize
landform changes and land resumption, earthworks and engineered slopes should be
designed to be a visually interesting, compatible with the surrounding landscape and to
mimic the natural contouring and terrain as appropriate e.g. introduction and
continuation of natural features such as spurs and ridges where appropriate, to support
assimilation with the hillside setting. Landscape reinstatement of disturbed existing
topography should match adjacent area and condition.
 144

Table 4.10.13 Summary of Proposed Mitigation Measures in Operation Stage

ID No. Visual Mitigation Measures

OM8 Aesthetic Design of Built Development

The planning of the PDA/ ODAs shall consider to reduce potential visual impacts and
enhancing visual amenity and keeping visual corridors. The proposed development
shall ensure the building massing is compatible with its surroundings. To improve
visual amenity, natural building materials could be used on building facades. For
example, stone and timber should be considered for architectural features; light earthy
tone colours such as shades of green, shades of grey, shades of brown and off-white
should be considered for the façade treatment to reduce the visibility of the
development components. The form, textures, finishes and colours of the proposed
development components should aim to be compatible with the existing surroundings. It
would only be implemented for public developments/ projects.
OM9 Light Control
Day and night time lighting should be controlled during operation to minimise glare
and light spill from the proposed development/ infrastructure. Shrouded or directional
lighting should be considered where appropriate as a general good practice construction
measure.
OM10 Maximise the Greening Provision in Future Infrastructure Design and Transport Design
The Government has been actively promoting greening in buildings and structures such
as bridges to improve the environment. This includes actively implementing rooftop
greening or vertical greening, as where practicable to enhance the cityscape and
mitigate the heat island effect in urban areas. For the new development in NTN, it is
considered the implementation of the following greening measures could alleviate the
landscape and visual impacts of new development and help the development blend in
with its surrounding landscape, such as drainage channel, reservoir facilities, sewage
pumping station, roadside planting etc.
OM11 Landscaping on Slopes
Hydro seeding of modified slopes should be done as soon as grading works are
completed to prevent erosion and subsequent loss of landscape resources and character.
Woodland tree seedlings and/ or shrubs should be planted where gradient and site
conditions allow. In addition, landscape planting should be provided for the retaining
structures associated with modified slopes where condition allow. It will enhance
landscape value, plant diversity and their visual appearance. Relevant technical
document GEO Publication No. 1/2011 - Technical Guidelines on Landscape Treatment
for Slopes by CEDD in 2011 shall be reference.
OM12 Landscape Integration and Screen Planting
A robust planting scheme designed to minimise the visual intrusion of built form into
the landscape setting at different scales. Planting should be provided within or adjoining
the road development where possible to provide visual interest and assist in reducing
visibility of building facades; in addition pedestrian areas should consider amenity
planting. Wider landscape planting should reflect the scale and maturity of the
landscape setting and provide landscape and visual buffers. Planting should include a
diverse mix of species and forms of native tree, ground cover and climbing plants.

4.10.50 The overall visual character in NTN would be completely changed by the
proposed development after the construction, all the recommended mitigation
measures might not be able to alleviate the fundamental change in character, and
therefore, the residual adverse impacts are still predicted in the operational stage.
In terms of effectiveness of mitigation measures such as landscape planting or
screening measures, and lighting control, they would help to alleviate the adverse
visual impacts from the new urban development and enhance the compatibility
145 Final Report – on Concept Plan for NTN

with the existing development. It is considered that the cumulative impacts would
be reduced to slight/ moderate by year 10 of operation when the mitigation
measures have been matured and taken effect.
4.10.51 As a result, with the possible alleviation of adverse visual impacts by means of
effective mitigation measures proposed above, the overall residual visual impacts
from the proposed scheme of NTN development are considered surmountable
given the mitigation measures are feasible and implemented prior to impact
commencement, and are able to fully account for all impacts. A comprehensive
VIA shall be conducted at detailed design stage to demonstrate the effectiveness
of proposed mitigation measures, and to verify the conclusion at this preliminary
feasibility stage.

4.11 Broad Cost Estimation

4.11.1 Broad cost estimation of the NTN development has been carried out in this Study.
However, since the proposed development under Scenarios I and II are highly
conceptual in nature, detailed cost estimation is thus subject to detailed design
should the NTN development be taken forward in the future.
 146

5 Implementation Strategy and Development

Timeframe
5.1 Development Phasing of CP under Scenario I
5.1.1 Implementation of CP under Scenario I will be carried out in 2 main phases.
Specifically, the 2 development phases are triggered by proposed and possible
railway lines (i.e. Phase 1 by the proposed NOL railway and Phase 2 by the
possible railway to the nearby new town).
Phase 1 Development
5.1.2 Phase 1 development of the CP under Scenario I captures the development
potential brought about by the proposed NOL railway, which opens up the full
development potential of the LMC PDA. In total, the Phase 1 development of
West and East NTN will yield a population of 95,000 and 119,000 jobs.
Phase 2 Development
5.1.3 In Phase 2 development of the CP under Scenario I, with the introduction of the
possible north-south railway covering the HYW, PC, TKL and HLH PDAs, it
will trigger further development potential of the eastern part of NTN.
5.1.4 The entire QH, HYW and TKL PDAs, which include low to high density
residential uses, G/IC facilities, commercial uses are assumed to be developed in
this phase.
5.1.5 In general, the Phase 2 development will generate an additional population of
160,000 and employment of 95,000. The total (Phase 1 + 2) population and
employment will be 255,000 and 215,000 respectively.

5.2 Development Phasing of CP under Scenario II

5.2.1 Implementation of CP under Scenario II will be carried out in 3 main phases as
triggered by different infrastructure provision. Specifically, the 3 development
phases are triggered by proposed and possible railway lines (i.e. Phase 1 by the
proposed NOL railway; Phase 2 by the possible north-south railway connecting to
the nearby new town; and Phase 3 by the extension of the possible north-south
railway to connect other new towns and/or urban area).
Phase 1 Development
5.2.2 Phase 1 development of the CP under Scenario II captures the development
potential brought about by the proposed NOL railway, which opens up the full
development potential of the LMC PDA. In total, the Phase 1 development of
West and East NTN will yield a population of 95,000 and 119,000 jobs.
Phase 2 Development
5.2.3 In Phase 2 development of the CP under Scenario II, the possible north-south
railway connecting to the nearby new town will trigger further development
potential of the East NTN.
147 Final Report – on Concept Plan for NTN

5.2.4 The entire QH and HYW PDAs and majority of the TKL PDA, which includes
low to high density residential uses, G/IC facilities, commercial uses will be
developed in this phase.
5.2.5 For HLH, only about 16 ha of land located to east of the proposed ring road has
been included for high-rise residential development in this phase as it can be
supported by the proposed road network. About 88 ha of land at HLH area, which
is considered far away from major development nodes has not been included in
this development phase.
5.2.6 In general, the Phase 2 development will generate an additional population of
160,000 and employment of 89,000. The total (Phase 1 + 2) population and
employment will be 255,000 and 209,000 respectively.
Ultimate Phase 3 Development
5.2.7 In Phase 3 development, population beyond 255,000 will trigger the support of
the possible north-south railway extension to further southward connecting other
new towns and/or urban area.
5.2.8 With the support of new railway extension and additional passenger capacity
actuated by connecting to further south of NT connecting other new towns and/or
urban area , further development of the remaining 88ha of land at HLH area can
be enabled for high-density residential development with associated commercial
and G/IC use. The Phase 3 development will yield an additional of 95,000
population and 6,000 jobs. The total (Phase 1 + 2 + 3) population and
employment will be 350,000 and 215,000 respectively.
5.2.9 Inevitably, the additional population intake would also induce additional road
traffic demand that would need more stringent traffic demand management
measures and/or new transport initiatives (e.g. possible new highway) to be in
place for attenuating such impact.

5.3 Broad Development Timeframe for the NTN

Development
5.3.1 The broad timeframe for the NTN development will have to consider the
followings:
 EIAO Process;
 Statutory Plan Making and Gazettal Procedures;
 Funding Approval;
 Land Clearance and Resumption;
 Implied time for
- Consultancy Tendering;
- Detailed Design;
- Contract Tendering ; and
 Construction
5.3.2 It is estimated that the development implementation under Scenarios I and II
would take about 22 years and 26 years respectively. The details of the
development programme will be worked out in the stage of P&E Studies if the
NTN development is taken forward.
 148

6 Fanling Golf Course

6.1.1 The Study has looked at the development potential of Fanling Golf Course (FGC)
from the technical perspective. Two development options of FGC have been
examined, including (a) partial development; and (b) full development. For the
partial development option, the eastern part of the FGC to the east of Fan Kam
Road will be converted for development purpose. A conservative estimate of the
flat production is 4,600 units accommodating a population of about 13,000. For
the full development option, the entire FGC is proposed for housing, commercial,
G/IC, open space, and tourism/leisure uses. The flat production is estimated to be
13,200 units accommodating a population of about 37,000.
6.1.2 The development intensity and layout of both development options have taken
into consideration the major development constraints of FGC, which include the
presence of large, old and well-grown tree clusters (about 30,000 trees with a
diameter at breast height of over 150mm) including potential Old and Valuable
Trees and protected tree species30, and secondary woodland31. Apart from tree
clusters, the scattered ancestral graves 32 , built heritage 33 and the difficulty of
widening Fan Kam Road34 involving substantial tree felling and relocation of the
Dongjiang water mains also pose significant constraints to the development of
FGC. In examining the proposals, the Study has also taken into account the
surrounding environment, the overall infrastructure capacity, the potential
impacts of the development as well as urban design considerations. Further
information on the two development options is at Appendix D.
6.1.3 The Hong Kong Golf Club operates FGC under a Private Recreational lease
(PRL), the policy for which is being reviewed by the Government. The decision
as to whether the FGC should be taken back by the Government and released for
alternative use would be contingent upon the outcome of the PRL Policy Review,
which would take into account relevant key factors including the role of FGC in
terms of its contribution to sports development.

30
There are about 80 potentially registrable Old and Valuable Trees; and at least another 84 tress of protected
species (e.g. Aquilariasinensis, Artocarpus hypargyreus, Keteleeria fortune) found within the FGC
(according to a tree survey conducted by the Hong Kong Golf Club).
31
Tree clusters and secondary woodland are linearly arranged on both sides of fairways.
32
A total of 69 graves and 80 urns are scattered throughout the FGC.
33
There are three graded historic buildings (Fanling Lodge – Grade 1; Club House – Grade 2 and Half-way
House – Grade 3) within the FGC.
34
Fan Kam Road is currently a substandard single two-way rural road running through the FGC. Widening of
Fan Kam Road is constrained by mature trees on both sides of the road and the 48-inch diameter Dongjiang
water mains.
149 Final Report – on Concept Plan for NTN

7 Conclusion
7.1.1 The purpose of this FR is to document the study flow and methodology, key
findings, recommendations, conclusion of the Study, the land use proposals of the
CP and the summary of the aforementioned broad technical assessments. To
conclude, this Study has:
 Formulated a “Smart Green Resilient” Study Approach - This was
undertaken at the beginning to set the overall approach for the Study;
 Conducted a Baseline Review and Identified Key Issues and
Opportunities & Formulated Key Planning and Design Principles - A
baseline review and land use review of the 5,300ha Study Area informed
the six over-arching opportunities and four key planning and design
principles which guided the study process;
 Delineated PDA Boundaries and Provided Population &
Employment Estimates for NTN - Given the vast area of land in NTN, a
GIS-based MCD Analysis has been carried out to provide a basis for
delineation of the boundaries of the PDAs. The exercise also involved the
estimation of the appropriate level of population and employment to be
planned in the future NTN;
 Formulated Concept Plan for NTN – A set of planning approaches
guided the distribution of land uses and led to the formulation of three
development scenarios, together with the considerations of development
phasing for progressive implementation of the CP triggered by different
infrastructure provision. Two development scenarios, namely Scenario I
(Balanced Population and Employment) and Scenario II (High Population
and Employment) are recommended for further study; and
 Conducted Broad Technical Assessments in Support of the Concept
Plan for NTN -Throughout the Study, three rounds of broad technical
assessments were carried out iteratively to support the planning and
development of the CP. The broad technical feasibility for the CP under
both Scenarios I and II has been ascertained.
7.1.2 Way Forward –
Being one of the two strategic growth areas under the conceptual spatial
framework in the “Hong Kong 2030+”, the two development scenarios of NTN
and broad land use concepts which were simplified from the CP in Section 3,
have been presented in public engagement for “Hong Kong 2030+” conducted by
PlanD in October 201635(Figure 7.1.1). While LMC and MKT PDAs are named
ST/LMC Development Node and MKT Logistics Corridor respectively, HYW,
TKL and QH PDAs are presented as the NTN New Town in the public
engagement. Subject to the outcome of “Hong Kong 2030+”, the preliminary
findings and recommendations of this Study together with the public views on the
NTN development, will provide the basis for detailed P&E Studies to be
conducted, if the NTN development is taken forward.

35
The public engagement exercise of the “Hong Kong 2030+” is conducted from 27 October 2016 to end April
2017.
Figures
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Appendix A
Working Assumptions (Domestic Uses)
Large Site Reduction Factor: 40%
A LSRF is deployed within all site areas that are intended for domestic uses. The purpose of
keeping this Factor is to estimate the net maximum area that can be employed for domestic
uses, given that domestic land plots require internal roads for access.
Flat Sizes, Persons/Flat and Floor-to-Floor Height
Assumptions for average flat size and persons/ flat for each plot ratio have employed by
making reference to the HKPSG, where appropriate. Certain floor-to-floor height has also
been assumed for deriving the broad number of storeys and building height. The CP for NTN
have thus made use of the following assumptions:
Domestic Plot Ratio Average Flat Persons/ Flat Floor-to-Floor Height
Size (m2) (ppf) (about)

Mixed Use
5+1 60 2.8 3m
6+2.5 60 2.8 3m
Residential Use
7.5 60 2.8 3m
6 60 2.8 3m
5.5 60 2.8 3m
5 65 2.8 3m
4.5 65 2.8 3m
4 80 2.8 3m
3.5 80 2.8 3m
3 80 2.8 3m
1.5 95 2.8 3m
Appendix A
Working Assumptions (Non-domestic Uses)
Large Site Reduction Factor: 40%
A LSRF is deployed within all site areas that are intended for non-domestic uses. The
purpose of keeping this Factor is to estimate the net maximum area that can be employed for
non-domestic uses, given that non-domestic land plots require internal roads for access.
No. of Jobs / GFA (m2)
Assumptions have been adopted for the average number of jobs per GFA per industry,
which are detailed as follows:
Non-domestic Use Average Job / GFA (m2)

Commercial (retail) 1 job/ 20m2

Commercial (office) 1 job/ 20 m2
Logistics (consolidation) 1 job/ 200 m2
Logistics (agri-logistics) 1 job/ 150 m2
Enterprise Hub 1 job/ 50 m2
Tourism and Leisure 1 job/ 50m2
Industrial Estate 1 job/ 150m2
Science Park 1 job/ 15m2
Appendix B Summary of Building Level Renewables and Energy Efficient Measures Proposed for NTN
Strategy Description Benefits Domestic Non- BEC Scenario 3030 Scenario Approximate
Domestic Applicable Criteria Applicable Criteria Saving %
1 Appropriate Provide appropriate Reduces peak heating and    OTTV 24W/m2  Apply glass wool on roof ~1%
Insulation insulation to roof cooling loads and equipment and facade opaque area to
and facade area. capacity achieve R 13
Thermally Reduces annual heating and
optimized cooling energy consumption
construction details
2 High performance Low-e glass Reduces summer cooling loads   OTTV 24W/m2  Achieve SHGC 0.3 or 1~3%
facade design Low solar heat gain and winter heating loads lower
Fair Visual level Enables effective daylighting Visual Transmittance of
without loss of thermal 0.4 or above
performance and reduce
potential artificial lighting
energy consumption
3 High reflective Install high Lowers roof temperature,   OTTV 24W/m2  <SRI 78 1~2%
Roofing reflective coating lowering HVAC inlet air
for roof temperatures
Allow low Lowers peak cooling load
emission materials
for roof
4 External Shading Fins or overhangs    OTTV 24W/m2  Appropriate design to 1~2%
Device achieve 5% reduction in
overall facade load
5 High efficacy Use advanced Lowers lighting energy    17W/m2 for typical  12W/m2 for typical office 3~6%
lighting lighting consumption and consequently office
technology, HVAC system capacity and
including latest energy consumption
generation
fluorescents LEDs,
OLEDs
6 Lighting control Install computer Allows for effective harnessing   Daylighting control  Daylighting control with 1~3%
systems controlled lighting
of available daylight and with dimming dimming lighting fixtures
systems automatic reduction of electric lighting fixtures for for 5m daylight zone
lighting 3m daylight zone
7 Occupancy Occupancy sensors Allows system to shut-off   For all occupancy  For all occupancy area ~1%
sensors in rooms lighting system and reset area
Strategy Description Benefits Domestic Non- BEC Scenario 3030 Scenario Approximate
Domestic Applicable Criteria Applicable Criteria Saving %
HVAC system controls when
spaces are un-occupied
8 Dedicated outside Pre-conditions Lowers HVAC energy  N/A  Separately treated latent 1~3%
air systems outside air consumption for heating and load by high efficiency
cooling measures
Maintaining sufficient quality
freshair to indoor space with
reasonable energy
consumption.
9 Energy recovery Recover energy, Lowers HVAC heating,   Heat recovery  Heat wheel for ~1%
both sensible and cooling, dehumidification and measures for appropriate area with
latent, from exhaust humidification energy appropriate area system effectiveness of
air consumption over 60%
Recover heat from
other processes,
such as computer
equipment
10 Low pressure drop Oval ductwork for Lowers HVAC fan energy   N/A  Appropriate design with 3~5%
systems air distribution consumption oval ductwork and reduce
Low face velocity unnecessary pressure drop
equipment during design
Bypass dampers
11 Variable flow Use variable speed Lowers fan and pump energy    VSD drive for all  VSD drive applied for all 2~3%
systems drives on fans and consumption throughout year fan and pump equipment if applicable,
pumps including chiller
12 Radiant systems Use radiant heating Saves on HVAC energy by   N/A  Apply to low latent 1~3%
and cooling using hydronic systems instead loading area, such as
systems of air systems office space with dedicate
Improves occupant thermal fresh air system.
comfort
Can reduce building floor-floor
heights
13 Displacement Use higher Reduces cooling load    Apply to high volume 1~3%
ventilation temperature low Improves indoor air quality space, such as atrium
velocity air for
space cooling
Strategy Description Benefits Domestic Non- BEC Scenario 3030 Scenario Approximate
Domestic Applicable Criteria Applicable Criteria Saving %
14 Solar thermal Solar hot water Reduces hot water demand    Apply to all non-domestic 1~2%
panels at buildingfrom central plant space type for hot water
Applicable for both space and usage.
domestic water heating
15 PV PV panels at Generate clean energy for the    Apply to all non-domestic <1%
building building space type.
16 Advanced control Use advanced Can reduce energy    ~5%
systems energy consumption and maintenance
management calls
software to manage Integrates controls of all
building and system components, including
optimize its HVAC, lighting, security, etc
performance New advances use predictive
and adaptive controls to
dynamically and automatically
optimize its performance
17 Efficient Use EnergyStar and Reduces electrical energy    Comply with BEC  ~5%
appliances other efficient consumption and peak demand 2012 requirement
appliances and Reduces HVAC system energy
electrical consumption
equipment
18 Small power Enable the Eliminates so-called parasitic   Energy label Lv 2  Energy label Lv 1 or ~5%
management complete shut-off energy consumption by non- or above above.
systems of small power operational electrical Energy star rated
equipment in equipment
buildings
19 Energy metering Meter all energy Instills energy responsibility   N/A
usage wherever through fiscal impact
possible
20 Stacked plumbing Stack/group all Reduces hot water    ~2%
plumbing zones consumption
Reduces material costs
Enables drain heat recovery
systems
Appendix C - Municipal Solid Waste (MSW) Estimation within
NTN Results for the NTN waste estimation (year 2041)
LMC MKT TKL HYW QH NTN
Category
PDA PDA PDA PDA PDA Total
C&I GFA (m2) 1,880,127 594,000 1,711,701 1,278,123 375,161 5,839,112

Resident
55,081 0 190,075 8,887 72,620 326,663
Population

Disposal MSW
(Domestic) 30.2 0.0 104.3 4.9 52.8 192
(tonnes / day)
Disposal MSW
(C&I) 113.8 35.9 103.6 77.3 22.7 353
(tonnes / day)
Total Disposal
MSW 144.0 35.9 207.8 82.2 75.5 545
(tonnes / day)

Recovery MSW
176.0 43.9 254.0 100.5 92.3 667
(tonnes / day)

Domestic Food
Waste (tonnes / 11.7 0.00 40.3 1.9 15.4 69
day)
C & I Food
Waste (tonnes / 39.5 12.5 356.0 26.9 7.9 123
day)
Total Food
51.2 12.5 76.3 28.7 23.3 192
Waste
Note: (1) Assume typical sludge generation per head per day: 75g; (2) Dry sludge content 30%; (3) allowance %
= 20%
 Appendix D

Broad Assessment of the Development Potential of the Fanling Golf Course Site

1 About Fanling Golf Course

1.1 The closest point of Fanling Golf Course (FGC) is about 800m to the west of
Sheung Shui Railway Station. It is composed of three distinct 18-hole courses set
within 172 ha of land. The Old, New and Eden Courses (Figure 1) were built in
1911, 1931 and 1970 respectively.

Old Course
Fanling Lodge
Eden Course (Grade 1)

New Course
Clubhouse (Grade 2)

Half-way House (Grade 3)

Figure 1

2 Development Constraints and Considerations

2.1 Development of FGC is subject to a number of constraints and considerations:

Historical and Heritage Considerations

2.2 The environment of FGC is well-known for a group of historic buildings that
include the Clubhouse (Grade 2), the Half-way House (Grade 3) and the Fanling
Lodge (Grade 1). The Old Course was created in 1911, which is the second-oldest
course outside Britain, after the Royal Calcutta Golf Club’s course in India.
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 Scattered Ancestral Graves within FGC Clubhouse (Grade 2)

Half-way House (Grade 3) Fanling Lodge (Grade 1)

Trees
2.3 According to the broad brush tree/vegetation survey conducted by the Hong Kong
Golf Club (HKGC), there are about 30,000 trees in the golf course (with a diameter
at breast height (DBH) over 150mm). Registration of Old and Valuable Trees (OVTs)
within FGC has yet to be carried out. There are about 80 trees potentially meeting
the criteria for OVTs (with a DBH over 1,000mm, the majority of which are
estimated to be over 100 years old and scattered across the golf course), and at least
another 84 trees protected species (such as Aquilariasinensis (土沉香), Artocarpus
hypargyreus (白桂木), Keteleeria fortune (油杉)) found within the FGC. In addition,
there are large tree clusters and secondary woodland of considerable sizes with
mature trees with ecological value within the FGC (Figures 2 and 3).

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 Figure 2

Figure 3
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Graves and Road Widening
2.4 Apart from the built heritage and tree clusters, the scattered ancestral graves 1 and the
difficulty of widening Fan Kam Road 2 involving substantial tree felling and
relocation of the Dongjiang water mains also pose significant constraints to the
development of the FGC.

International Golf Tournament

2.5 An annual international golf tournament (HK Open) has been held in FGC since
1959, making the HKGC one of the three golf clubs worldwide which have hosted a
championship event at the same venue for more than 50 years. According to HKGC,
the HK Open is a large-scale international golf tournament that is co-sanctioned by
the European Tour and the Asian Tour. The only golf course in Hong Kong that has a
similar scale as FGC is Kau Sai Chau, but the latter is limited by accessibility for the
purpose of holding international tournaments.

2.6 In general, the HK Open is mainly played on part of the New Course and the Eden
Course, while the remaining portion of the FGC including the Old Course would
provide supporting services to a total of 40,000 spectators and volunteers, as well as
practising areas for the golfers of the tournament and grounds for a junior event over
four days of the event. The supporting functions during HK Open include providing
car parking and space for hospitability tents, media center, etc. The Old Course is
also important in ensuring continuous provision of golfing venue within the FGC
when the course for HK Open is closed for maintenance or inclement weather during
summer months leading to HK Open.

3 Development Options of FGC

3.1 Besides the above site-specific factors, the Study has taken into account the
surrounding environment, overall infrastructure capacity, the potential impacts of the
development as well as urban design considerations in examining the two
development options of FGC, including (a) partial development; and (b) full
development.

Partial Development Option

3.2 The option proposes to convert the eastern part of the Old Course to the east of Fan
Kam Road for development purpose. Although it has been assumed that the potential
1
A total of 69 graves and 80 urns are scattered throughout the FGC.
2
Fan Kam Road is currently a substandard single two-way rural road running through the Old Course. Widening of Fan
Kam Road is constrained by mature trees on both sides of the road and the 48-inch diameter Dongjiang water mains.
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 OVTs, protected species and trees would be preserved as far as possible, the integrity
of the landscape quality could not be maintained. Under this option, whilst space has
been retained for supporting international golf tournaments, including the HK Open,
whether the HK Open would still be held in FGC is subject to views of the
stakeholders and the sanctioning bodies of the HK Open. The European Tour, the
Hong Kong Golf Association and the HKGC have already expressed that the HK
Open is only fitting in the schedule of both Asian and European Tours given FGC’s
current space and heritage contributed by the three courses as a whole. Losing any
part of FGC would significantly impact its ability to host the event.

3.3 Under this option, residential developments of higher density are concentrated in the
northern part of the site closest to the Fanling/Sheung Shui New Town which has
better access to the major road network and public transport, as well as existing
government, institution or community (GIC) and commercial facilities. Residential
developments of lower density are proposed in the southern portion of the site due to
limited capacity of Fan Kam Road and low-rise character of neighbouring uses.

3.4 The proposed development area within Old Course is shown in Figure 4. A
conservative estimate of the flat production in this option is 4,600 accommodating a
population of about 13,000.

Figure 4
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Full Development Option
3.5 Under this option, the entire FGC is proposed for housing, commercial, GIC, open
space, and tourism/leisure uses, with woodland covers and major tree clusters
conserved as green belt. Similar to the considerations under the Partial
Development Option, residential developments of higher density are located in the
northern portion of the site. GIC and open space uses are proposed in accordance
with the requirements set out under the Hong Kong Planning Standards and
Guidelines and advice of relevant bureaux/departments.

3.6 The proposed development area is shown in Figure 5. The flat production from this
option is 13,200 accommodating a population of about 37,000.

Figure 5

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 3.7 A comparison of the key development parameters of the two options is shown in the
table below:

Partial Development Full Development

Option Option
32 ha of land in FGC Whole FGC
(entire area east of Fan Kam (172 ha of land to be
Road to be released ) released)
Development Area1 (ha) (about) 15 96
Housing Units 4,600 13,200
Population 13,000 37,000
Jobs 840 12,000
Land Uses by Area (ha) (about):
Residential /Mixed Commercial & Residential Use 15 68
[assumed plot ratio] [1.5-5 (mainly 5)] [1.5-5 (mainly 3)]
Commercial/Tourism/Leisure - 14
Government, Institution or Community Use2 /
Others
2 14
Green Belt (covering major tree clusters) / 15 76
Open Space
Fanling Golf Course 140 0
Total 172 172
1. Excluding the retained FGC area, the existing GIC facilities and road, and the area proposed for green belt and
open space.
2. GIC uses mainly include nursery and kindergarten, schools, sport center, children and youth service center, etc.
for the Full Development Option. No major GIC use is required under the Partial Development Option as the
requirements can be met by existing provisions in the wider area.

3.8 The Study confirms that both options are technically feasible. The Full Development
Option is assumed to be pursued together with the NTN development proposed
under the Study, where a possible north-south railway connecting Heung Yuen Wai
to a nearby new town and/or the main urban areas will have to be implemented.
The Partial Development Option alone may be implemented independent of the
NTN development subject to infrastructural improvements in terms of road
interchange, road, sewerage, drainage and water supply 3.

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Infrastructure enhancements in support of the Partial Development Option include (i) improvement of Po Shek Wu Road
Interchange by another project; (ii) widening of a short section of Fan Kam Road between Po Kin Road and the proposed
site access; (iii) new on-site self-contained sewage treatment works (STW) or sewerage requirements incorporated in the
new STWs in the North District South; (iv) necessary drainage mitigation measures; and (v) expansion/upgrading of
existing water treatment works/pumping stations in Ngau Tam Mei and Tai Po.
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