Detailed Feasibility Study for Environmentally Friendly Linkage www.ktd.gov.hk/efls System for East Interim Public Consultation Contents Page Your Views are Important

1 Study Background 4 The first stage of the Detailed Feasibility Study has been completed, with the most suitable transport mode Connectivity Needs in 8 as the EFLS for Kowloon East being recommended. 2 Kowloon East Public are welcome to express views on the findings and recommendation of the first stage study by 2 July 2017 3 Evaluation of Green 14 for us to proceed with the next stage of study. Modes

4 Way Forward 30

Public Consultation 32 5 Activities Study 1 Background

To address the various public concerns raised during the preliminary feasibility study (PFS), a detailed feasibility study (DFS) is being conducted in stages to enhance the connectivity in Kowloon East for its transformation into a new Core Business District.

4 5 Study 1 Background 2012- 2014 Evaluate various green The Kai Tak Outline Zoning Plan approved in 2007 has incorporated Public Consultation for PFS public transport modes the alignment of an Environmentally Friendly Linkage System (EFLS) Public generally agreed that there was a need to running within (KTD). The 2011-12 Policy 2011 enhance the connectivity in KE. However, there were Address announced that Kowloon East (KE), including KTD, Kowloon diversified views on the proposed elevated A 9-km long elevated monorail system system, alignment, coverage and the implications for Bay and business areas, would be transformed into with 12 stations was proposed in the Kwun Tong Typhoon Shelter. another Core Business District (CBD) to sustain ’s long PFS, connecting KTD, term economic development. To enhance the accessibility of the new and Kwun Tong business areas. CBD, appropriate adjustments were necessary on the proposed EFLS to provide a fast and convenient intra-district connectivity service.

Kowloon Bay

Kwun Tong 2015 2009 DFS commenced in October. The first stage of the study is to evaluate various green public transport modes and PFS was conducted in recommend the most suitable mode as EFLS for KE. Identify the most suitable 2007 December to review the Further studies on the way forward for the recommended green public transport mode The Kai Tak Outline preliminary feasibility of EFLS scheme such as alignment and operation mode Zoning Plan the EFLS. will be conducted in the next stage of the DFS. incorporated the EFLS running within KTD.

We are here 2017 Kai Tak Next stage study Kowloon The first stage of the DFS was completed. Bay Kwun Interim Public Consultation is launched to collect Alignment design, station locations, operation and Business Tong public views on the recommended most suitable procurement approaches, etc. will be formulated. Area Business transport mode as EFLS for KE. Area Another public consultation will be conducted.

Kai Tak Development

6 7 Connectivity Needs in 2 Kowloon East

KE is a diversified community under rapid development. There are frequent activities in the industrial and commercial areas of Kowloon Bay

and Kwun Tong districts. With lots of commercial , Kowloon Bay Muk Chui Street, Kai Tak Cycling Network in Kai Tak under planning located alongside the existing roads, traffic in the area is heavy; and there is room to improve the pedestrian walking environment. In KTD, apart from spacious walking environment, the development is interconnected by about 100 hectares of open space which is equipped with a cycling network.

Wai Yip Street, Kwun Tong How Ming Street, Kwun Tong Kai Cheung Road, Kowloon Bay

8 9 Connectivity Needs in Kowloon East 2 Boundary Control Points

The existing public transport facilities, including MTR, , minibuses, Central taxis and pedestrian networks, in KE collectively make up the integrated Local Level multi-modal linkage system. These facilities are serving our daily Activities within walking distance or transport needs at different levels, i.e. from local and intra- and inter- connectivity with transport interchanges Kowloon district commuting to leisure activities on weekends. Example: Walking from home to nearby Bay shopping malls Action As KE is transforming into a CBD, the initial transport demand could be Area Kwun met by conventional road-based transport services and the enhanced Tong pedestrian facilities. In the long run, the Shatin to Central Link under Action construction and the planned could handle the inter-district Intra-district Level Area Hong Kong on International transport demand. However, due to the limited road space in KE, solely Connectivity between the key activity nodes wlo Ea o st relying on existing public transport services would be difficult to maintain within KE K a good quality of service to cope with the traffic growth generated by Example: From Kai Tak residential areas to the Kai Tak new developments. Therefore, there is a need to introduce EFLS as an hospital, travelling between Kowloon Bay and Cruise Terminal additional transport mode to deal with the rising demand and to enhance Kwun Tong action areas the connectivity in KE. Local Level Different Levels of Inter-district Level Daily Commuting Connectivity between KE and other districts to facilitate commuting among different Hospital Intra-district Local business areas Level Inter-district Level Example: Trips between Kai Tak and Quarry Level Bay, Tsim Sha Tsui as well as Central Strategic Inter-district Level Level MTR EFLS As a transportation backbone, Kai Tak Stations connecting key activity nodes Sports Park Strategic Level Strategic in KE and interchanging with Connectivity with strategic link roads, airport Level existing MTR stations and cross-boundary facilities to facilitate Intra-district cross-boundary commercial or travelling needs West Level Kowloon Cross-boundary Terminals

10 11 Connectivity Needs in 2 Kowloon East Why is there a need for EFLS? Visionary Criteria of EFLS for KE

KE as a CBD has the potential to provide about 7 million square metres of commercial gross floor area (GFA) with an upsurge of The EFLS should have sufficient capacity to meet future traffic demand in KE. It should also be reliable, comfortable, and on-time so as employment population. The population in KTD will also increase to about 134 thousand. Coupled with the attraction of various public to provide a quick and time-saving service as compared with other public transport systems. Being a green transport mode, it has to be facilities in the district, inevitably there is a growth in transport demand. By 2036, the daily passenger trips are forecast to increase by environmentally and socially sustainable with minimal impact during both construction and operation stages. more than one fold. However, the rail networks only run along the periphery of KE, leaving a large part of the area to be served only by road-based transport services. Kai Tak, formerly a restricted airport area, is relatively distant from the rail networks and major roads. With the introduction of an EFLS linking up the key activity nodes within KE and connecting with rail stations and nearby public transport and pedestrian facilities, it can meet the newly generated traffic need with enhanced road environment, and also can improve the accessibility of KE to facilitate its development to become a premium business district.

Potential supply of commercial GFA of the CBD in KE Capacity Efficiency Million Sufficient capacity to Fast, able to shorten journey time and square metres 7 meet KE's long term ease the congested pedestrian flow Kowloon traffic demand during peak hours, and minimal Bay impact on road users and public Kai Tak Kai Tak Potential residential transport as well as daily Sports Park Development Business population growth in KTD communal traffic Area Kowloon Bay Action Area 134 Thousand

Hospital

Kwun Tong Business Reliability Sustainability Area Scheduled and on-time Sustainable in long Walk-in services with high level of term development on Catchment reliability environmental, social and Coverage of Kwun Tong Kai Tak economic aspects Action Area Rail Network Cruise Terminal

12 13 onorail Evaluation of Green M Travellator ramw rn T ay Public Transport Modes de (M e-l 3 o T abl iner ) C M Tran apid sit ( R BR s T u ) B

eople M d P ov te er a (A m P le C o M Cab ar t u ) A apid Tran l R sit na (P o R rs T e ) P

We will evaluate the various green public transport Visionary Criteria for EFLS modes against the criteria including capacity, efficiency, reliability and sustainability in order to recommend the most suitable one. Among the Capacity various green public transport modes, some of them are obviously not able to meet the criteria, while the rest will be taken forward for further Efficiency assessment in detail.

Reliability

Please visit the project Sustainability website for more information about various green transport modes.

14 15 Evaluation of Green 3 Public Transport Modes Personal Rapid Travellator apid Tra l R ns Transit (PRT) a it n (P o s R r T e )

P Tramwa PRT runs on a dedicated Travellator usually serves as rn y ( de M o T ) M corridor. Each vehicle can only a supplementary pedestrian id Transi ap t (B accommodate 4 to 6 passengers, facility to shorten walking R R s T u ) B with a capacity comparable to Lower time under a better walking Slow and for a taxi. PRT typically provides capacity environment. It operates at short-distance on-demand service and is not a slow speed and serves service ellat Trav or commonly adopted as a public short distance trips. Service ble C Ca ar transport service on public roads. suspension period for Application example includes the maintenance is relatively eople M P ov ed e system at Heathrow Airport in long. Examples include the t r a (A m P Long o London, the United Kingdom. travellators in the Hong Kong M t

u ) A International Airport. suspension period for ble-line Ca r London, the United Kingdom Dubai, the United Arab Emirates maintenance

Monorail

Cable Car Cable-liner

Cable car is pulled by overhead Cable-liner is pulled by cable cables, and operates at a slower wires and operates on a dedicated speed with low carrying capacity. corridor with less flexibility in Service subject It is usually used for tourism or to weather service. Service suspension- Lower recreational purposes instead of conditions and long suspension period time during maintenance can be flexibility serving as daily public transport. for maintenance relatively long. Example includes in service Based on the criteria of Its operation is subject to weather system in Oakland, USA. capacity, efficiency, reliability conditions with relatively long and sustainability, PRT, cable service suspension periods for car, cable-liner and travellator maintenance. Examples include Slow are considered not suitable as Ngong Ping 360, Cable Car at EFLS for KE. Ocean Park, Hong Kong and cable car system across the Thames in River Thames, the United Kingdom Oakland, the United States of America London, the United Kingdom. Lower capacity

16 17 Evaluation of Green 3 Public Transport Modes Rapid Monorail Transit (BRT) ? ? Transit ( pid BR a T R ) s u BRT is considered as an upgraded Monorail operates on an elevated B ? version of a conventional bus dedicated corridor under a fully system, running on a dedicated automated system and is not mwa corridor featuring designated Tra y (M rn T affected by road traffic , offering e ) d stations and platform gates. o a reliable and on-time service. M Passengers pay before Mover (A ? Monorail is commonly adopted e P , saving boarding time pl M o ) e P at the station. However, BRT is as daily public transport system

d

e t manually operated by a driver and

a ? in many cities such as Tokyo in

m

o

t shares the same road space at u Japan, Daegu in South Korea,

A junctions with other road transport. Monorail Chongqing in China, Dubai in the Its travelling time is affected by road traffic. Examples include systems United Arab Emirates and Sao ? in Seoul in South Korea, Nagoya in Paulo in Brazil. Japan and Rio de Janeiro in Brazil. Rio De Janeiro, Brazil Dubai, the United Arab Emirates

Modern Automated People Tramway (MT) ? Mover () ?

MT operates similar to the Light APM operates on an elevated Rail (LR) in the New Territories dedicated corridor under a The performance of MT, BRT, West. The system runs on either fully automated system, similar Monorail and APM in terms of dedicated or shared road corridor. to monorail. Its service is not capacity, efficiency, reliability It is manually operated by a driver and sustainability have to be and shares the same road space at affected by road traffic, offering further evaluated in detail for junctions with other road transport. a reliable and on-time service. comparison. Its travelling time is affected by Examples include the APM at road traffic. The low-floor design Hong Kong International Airport feature of MT facilitates easier and “Yurikamome” in Tokyo, boarding of passengers. It is widely Japan and the Punggol / Sengkang used for commuting in many cities such as Barcelona in Spain and system in Singapore. Brittany in France. Brittany, France Tokyo, Japan

18 19 Evaluation of Green

Public Transport Modes 3

K Bus Rapid MTR ow st Kwun Tong Stations loon Ea Action Area Transi id t (B Transit ap R R T s ) u B ? (BRT) At- Kowloon Bay Kai Tak grade At-grade (dedicated), Action Area Cruise le M Terminal eop ove P r d (A e P t at-grade (shared) or M Hospital Kai Tak a

?) m

o

t Sports Park u

A mway elevated Tra (M Modern rn T e ) d o Elevated M ? Among the four transport modes for further Tramway evaluation in detail, both BRT and MT mainly (MT) At- operate at-grade. BRT operates on a dedicated grade corridor, which gives it a distinct performance advantage over conventional buses. MT operates

Monorail at-grade either on a dedicated or shared corridor. Elevated At-grade (dedicated) ? Monorail and APM are essentially elevated systems, and they operate on a dedicated corridor on viaducts. Monorail Further As far as the CBD in KE is concerned, will evaluation elevated, at-grade (dedicated) or at-grade At-grade (shared) (shared) be the most suitable mode for KE? and

We will further assess their impacts taking into assessment account the conditions of the area, including traffic, spatial provision and existing facilities, etc. in formulating a recommended proposal. Automated Elevated (APM)

20 21

Evaluation of Green 3 Public Transport Modes Tran ramw pid sit n T ay a (B er (M R R d s T o T u ) ) M At-grade (dedicated) B

Current road configuration at Wang Kwong Road Evaluation Result Benefits • With the at-grade (dedicated) system, the number of • Utilise existing road space, eliminating the need to construct a existing traffic lanes would be reduced causing traffic viaduct congestion, thus resulting in longer travelling time for • Low-floor design, with stations at ground-level, convenient for other road users. The reduced travelling speed of other boarding and alighting vehicles would be comparable to walking speed. Given the considerable traffic impact in KE in general, the system • Less visual impact would not bring positive economic benefit to society. Limitations This option is considered not suitable. Cost factor

• System operated by drivers 2-lane 2-lane Building Muk On Street Wang Kwong Road • Need to completely relocate underground utilities underneath Travelling Walking the dedicated corridor, thus increasing the construction cost Speed Speed and time • Large-scale modification to all junctions, traffic lights and With at-grade (dedicated) system pedestrian crossing facilities along the corridor Sheung Yuet Road Traffic impact

• At least one traffic lane per direction will be occupied, with more Platform Wai Yip Street space needed at station locations; other road users cannot CheungYip enter the dedicated corridor; the condition will be similar to that Street of the existing at the New Territories West Road D4 Hoi Bun Road • Priority given to the system at junctions for operational efficiency, thus increasing waiting time for other road users • Additional pedestrian crossing facilities at station locations may cause impact to other road users Building 1-lane At-grade 1-lane Building Streets and roads in red patches indicate traffic congestion. Travelling speed (dedicated) system of vehicles is anticipated to be similar to walking speed.

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Evaluation of Green 3 Public Transport Modes Tramwa rn y ( de M o T ) M At-grade (shared)

Current road configuration at Wang Kwong Road Evaluation Result Benefits • The at-grade (shared) system would be subject to traffic • No dedicated corridor, thus the number of traffic lanes conditions. If there is traffic congestion, the EFLS travel generally not affected except at station areas time would be prolonged and its service would be affected and delayed, making its operation comparable • Low-floor design, with stations at ground-level, convenient for to other road-based public transport services. Due to boarding and alighting additional capital cost of the system, it would not bring positive economic benefit to society. • Less visual impact This option is considered not suitable. Limitations Cost factor Building 2-lane 2-lane Building • System operated by drivers • Need to completely relocate underground utilities along the alignment, thus increasing the construction cost and time • Additional pedestrian crossing facilities at station locations With at-grade (shared) system Traffic impact • The main corridor will be shared use with other vehicles, except at station areas being dedicated for system, the Platform condition will be similar to the shared section of the existing Light Rail in the New Territories West • Restricted by general road traffic condition, no apparent advantages in efficiency as the system will operate at speeds comparable to that of other vehicles

• Additional pedestrian crossing facilities at station locations may Building 1-lane Lane shared by at-grade (shared) Building Shared section of the Light Rail in cause impact to other road users system and other vehicles the New Territories West

24 25

Evaluation of Green 3 Public Transport Modes onorail eople M M P ov ed e t r a (A m P

o M t

u Elevated )

A

MTR Kai Tak Benefits 2 Station Evaluation Result MTR Kai Tak Kowloon Bay • An elevated system would not be affected by road • Viaduct columns to be constructed at the central divider of Station Business Area 2 traffic. It would offer an efficient, on-time and reliable carriageway, occupying less road space service. Through saving passengers’ travelling time Mins and attracting more passengers, despite its high • Less impact on underground utilities Walking Approx. 25 estimated construction cost, the system can still • Operates on dedicated elevated track, leading to a safe and MTR Kowloon bring positive benefit to society. This option is Mins＊ Bay Station fast service with reduced travelling time Road Approx. considered suitable. Transport 15 Kowloon Bay • Not affected by road traffic, with a reliable and on-time service Business Area Mins Elevated Approx. • Fully automated system without drivers EFLS 10 1 1 Limitations MTR Kowloon Kowloon Bay 3 Bay Station Business Area Cost factor MTR Mins Station Walking Approx. • Operates on viaduct, 15 higher construction With elevated system Mins＊ cost MTR Kwun Road Approx. Tong Station Transport 15 • Some sections of 3 4 Mins carriageway and Kai Tak Cruise MTR Kai Tak Kai Tak Cruise MTR Kwun Elevated Approx. adjacent footpaths Terminal Station Terminal Tong Station EFLS 10 will need to be Viaduct narrowed or adjusted Mins Mins to make room for the Walking Approx.60 Walking Approx.70 viaduct columns 4 Mins＊ Mins＊ Environmental factor Road Approx. Road Approx. Transport 20 Transport 35 • May have visual Mins Mins Kai Tak impact Elevated Approx. Elevated Approx. North Building 2-lane 2-lane Building EFLS 15 EFLS 15 Cruise Terminal ＊ Estimated travelling time 26 based on normal traffic condition 27 Evaluation of Green 3 Public Transport Modes Evaluation Conclusion Elevated system is the most Modifications of Items for Occupation of Impact on Travelling suitable transport mode Junctions, Traffic Detailed Existing Road Underground Construction Time of All Visual Overall Signals and Considering the conditions in KE, at-grade (dedicated) or at-grade Assessment Space Utilities Cost Passengers Impact Benefit Pedestrian Facilities (shared) systems will cause larger impacts to other road users and cannot bring any positive benefit to society. On the other hand, the performance of an elevated system will not be affected by road traffic. It occupies less road space with much less impact on the Considerable Extensive Large-scale Low Lengthened Minor Negative existing carriageways and footpaths. An elevated system can also At-grade fully leverage its speed and efficiency, shortening travelling time (dedicated) and bringing time-saving benefit to passengers. Passengers can then conveniently and quickly commute among the activity nodes in the district and interchange with the MTR system. To meet the needs of a CBD, an elevated system performs better and is considered as the most suitable transport mode as EFLS for KE. Moderate Extensive Localised Low Generally no change Minor Negative At-grade (shared)

Moderate Localised Minor High Shortened Considerable Positive Elevated

Elevated Green Public Transport Mode

28 29 Way 4 Forward

This interim public consultation is to seek public views on Alignment study Future extension design Operation plan adopting an elevated mode EFLS. In the next stage of the DFS, Once the elevated mode is ascertained, we will examine EFLS is different from existing rail systems in Hong Kong. we will examine in detail with regard to the alignment options, The feasibility of future extensions will be reviewed the feasibility of the various alignment options based on the We will need to formulate a management, operation and station locations and connections, future extension, depot in the next stage of study to make possible provisions structural dimensions and design constraints of different maintenance strategy based on the adopted transport location and layout, operation and procurement approaches, for future expansion. elevated systems. Cost assessment, patronage and journey mode, and to review the ordinance and regulation cost and financial analysis, etc. under the elevated mode. time will also be collectively evaluated in detail to identify arrangement for the EFLS. the best performing alignment option. To construct an elevated structure within a crowded environment, it is necessary to fulfil the requirements of emergency vehicle access to enable passage of emergency vehicles after construction is complete. Procurement approach Locations and layout of depot There are various approaches for procuring large scale Elevated Green Public The required depot size is different for APM and monorail. infrastructure works, such as a conventional Public Transport Mode We have to examine the spatial requirements for a depot Works Programme approach or Public-Private and identify a suitable location for the EFLS in the dense Partnership with different conditions on construction, environment of KE. operation, ownership and transfer, etc. We need to Station locations and connections examine the pros and cons of different approaches and recommend a suitable arrangement. The location and layout of stations are subject to nora ople Mo il Pe Mov various factors such as the scale of the EFLS and the ted er a (A platform design. The connectivity of stations with nearby m P to M developments will also be explored to facilitate passenger u ) A flow and enhance efficiency. Cost and financial analysis Kwun Tong Transportation Link (KTTL) Based on the detailed design of alignments, stations and When examining the alignment options, we will look into depots, we will estimate the construction, operation and details of the proposed KTTL and its possible impact on maintenance costs, and evaluate the economic and financial the Kwun Tong Typhoon Shelter. We need to make sure performance of the system. The procurement approach and that any proposal will fully comply with the requirements implementation programme will also be studied. of the Protection of the Harbour Ordinance.

30 31 Public Consultation My View The Interim Public Consultation of the DFS for EFLS for Kowloon East has been Activities 5 launched with the most suitable transport mode as EFLS for Kowloon East being recommended. You are cordially invited to express your views on the findings and recommendation of the first stage study by 2 July 2017 via mail, fax, e-mail or phone. You are cordially invited to participate in the public consultation activities and express your views by 2 July 2017 via mail, fax, e-mail or phone. Please specify “Detailed Feasibility Study for Environmentally Friendly Linkage System for Kowloon East - Name Organisation Interim Public Consultation”.

Telephone E-mail

To MTR Choi Hung Public Forum Station King Tai Street Cognitio Choi Hung Road College 27 May 2017 (Saturday) (Kowloon) Yue Xiu Ning Yuen Street 2 – 4 pm Plaza King Tai Street (Via the footbridge East from Mikiki to Kai Tak Kai Tak Community Hall King Fuk Street The Community Hall) 3 Concorde Road, Kai Tak, Ng Wah Latitude Catholic 2A, 14, 15, 16, 24, 26, Footbridge Kowloon Secondary 27, 28, 42, 101, 29M, School Kai Tak Government 296C Yuk Kwan Street Offices cum Trade Robert Black Please make reservations and Industry Tower General Out- by 25 May 2017 either by Patient Clinic Kai Tak phone at 2268 3781 or by Community Hall completing the registration The Latitude Bus Stop form on the project website. Ng Wah Catholic Secondary School Bus 1A, 2A, 14, 15, 16, 17, Concorde Road Stop 26, 27, 42, 101, 107, North (Via the footbridge 11B, 11D, 13D, 85X, 93K, 98C, 213D, 296C from Mikiki to Kai Tak Prince EdwardThe Road Latitude East Bus Stop Community Hall) (Via the footbridge from Mikiki to Kai Tak 3B, 5, 5C, 9, 111, Community Hall) 116, 203E 1A, 2A, 2X, 5D, 11B, Public may also refer to the transportation 11D, 11X, 13D,17, 24, routes to Trade and Industry Tower and 85X, 93K, 95, 98C, 107, then walk to Kai Tak Community Hall. 108, 213D, 296C, 297

Disclaimer: A person or an organisation providing any comments and suggestions to the Civil Engineering and Development Department on the “Detailed Feasibility Study for Environmentally Friendly Kai Tak Office, Kowloon Development Office, Address: 7th Floor, Empire Centre, 68 , Linkage System for Kowloon East ”shall be deemed to have given consent to the Civil Engineering and Development Department to partially or wholly publish the comments and suggestions (including Civil Engineering and Development Department Tsim Sha Tsui, Kowloon the names of the individuals and organisations), while contact information such as telephone numbers or email addresses will be kept confidential. If you do not agree to this arrangement, please state Tel: 2268 3781 Fax: 2268 3963 E-mail: [email protected] so when providing comments and suggestions.

32 33 My View

Roving Exhibition

9 - 12 May 15 - 26 May 27 May - 9 June Central Theatre, Trade and Kwun Tong Industry Tower Promenade

22 June - 2 July 10 - 21 June , Government Offices Wan Chai

The schedule for the roving exhibition may be changed. Please visit the project website for the latest arrangement.

Kai Tak Office, Kowloon Development Office, Civil Engineering and Development Department

Address: 7th Floor, Empire Centre, 68 Mody Road, Tsim Sha Tsui, Kowloon Disclaimer: A person or an organisation providing any comments and suggestions to the Civil Engineering and Development Department on the “Detailed Feasibility Study for Environmentally Friendly Linkage System for Kowloon East ”shall be deemed to have given consent to the Civil Engineering and Development Department to partially or wholly Tel: 2268 3781 Fax: 2268 3963 publish the comments and suggestions (including the names of the individuals and organisations), while contact information such as telephone numbers or email addresses will be E-mail: [email protected] kept confidential. If you do not agree to this arrangement, please state so when providing comments and suggestions.

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