Final Report (FR)
June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Agreement No. CE 58/2014 (TP)
Revised | June 2018
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 242541
Ove Arup & Partners Hong Kong Ltd Level 5 Festival Walk 80 Tat Chee Avenue Kowloon Tong Kowloon Hong Kong www.arup.com Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Contents
Page 1 Introduction 1 1.1 Study Background 1 1.2 Purpose of this Report 1 1.3 The Study Site and Study Area 1 2 Findings of the Inception Phase 3 2.1 Introduction 3 2.2 Physical Setting and Land Status 3 2.3 Summary of Key Opportunities and Constraints 6 3 Findings of the Options Formulation Phase 8 3.1 Introduction 8 3.2 Development Concept 8 3.3 Suitable Uses of the Study Site 15 3.4 Common Design Elements 17 3.5 Initial Development Option A: Residential Focus 24 3.6 Initial Development Option B: Mixed-use Commercial Focus 29 3.7 Initial Development Option C: Mixed-use Commercial Focus 33 3.8 Evaluation Methodology 37 3.9 Evaluation Criteria 37 3.10 Summary of Assessment 38 3.11 Formulation of Recommended Development Scheme 40 4 Findings of the Recommended Development Scheme Finalisation Phase 44 4.1 Introduction 44 4.2 Major Changes to the Initial Development Options and Recommended 44 Development Scheme 4.3 Summary on the Revised Initial Options 46 4.4 The Recommended Development Scheme 48 4.5 Key Design Components 53 4.6 Proposed Traffic Facilities 58 5 Technical Assessment on Recommended Development Scheme 60 5.1 Geotechnical and Structural Engineering Assessments 60 5.2 Traffic Impact Assessment (TIA) 65 5.3 Environmental Assesssment 89 5.4 Sustainability Assessment 127 5.5 Landscape Impact Assessment 131 5.6 Visual Impact Assessment 136 5.7 Air Ventilation Assessment (AVA) 146 5.8 Water Supply Impact Assessment 162 5.9 Drainage and Sewerage Impact Assessments 166 6 Recommended Development Scheme 171 6.1 Introduction 171 6.2 Development Concept 176 6.3 Revised Recommended Development Scheme 184 6.4 Re-provision of Existing Public Facilities 212 6.5 Proposed Traffic Facilities 213
i Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.6 Plannign and Design Brief 217 7 Implementation Arrangement 219 7.1 Implementation Arrangement 219
Figures
Figure 1.3.1 Study Site Figure 1.3.2 Study Area Figure 2.2.1 Existing Development at the Study Site Figure 2.2.2 Existing Development at the Study Area Figure 2.2.2a The Site and Surrounding Areas Figure 2.2.3 Land Entitlement at the Study Site Figure 2.2.4 Status of Land at the Study Site Figure 2.2.5 MKES Concourse, Platform, Railway Track and Freight Yard at the KCRC Vested Land Figure 2.2.6 Study Site, Mong Kok OZP and Ho Man Tin OZP Figure 2.2.7 Study Area, Mong Kok OZP and Ho Man Tin OZP Figure 2.3.1 Key Development Opportunities Figure 2.3.2 Development Key Constraints Figure 3.4.1 Main Pedestrian Routing Figure 3.4.2 PTI Layout and Road Improvement Works at Ground Level Figure 3.4.3 Coach Bus Parking at Basement 1 (B1) Figure 3.4.4a Proposed Vehicular Circulation to the Additional PTI at Ground Level Figure 3.4.4b Proposed Vehicular Circulation to the Basement level Figure 3.4.5 Existing and Planned Pedestrian Network Figure 3.4.6 Proposed Improvement Roads – Road Widening Figure 3.4.7 Pedestrian Footpath Improvement Figure 3.5.1 Option A - Layout Plan Figure 3.5.2 Option A - Landscape Plan Figure 3.5.3 Option A/B/C/RDS - Landscape Plan Figure 3.5.4 Option A - 3D Landuse Mix Figure 3.5.5 Option A - Programmatic Section Figure 3.5.6 Option A - Elevations Figure 3.6.1 Option B - Layout Plan Figure 3.6.2 Option B - 3D Landuse Mix Figure 3.6.3 Option B - Programmatic Section Figure 3.6.4 Option B - Elevations Figure 3.6.5 Option B - Landscape Plan Figure 3.7.1 Option C – Layout Plan Figure 3.7.2 Option C - 3D Landuse Mix Figure 3.7.3 Option C - Programmatic Section Figure 3.7.4 Option C - Elevations Figure 3.7.5 Option C - Landscape Plan Figure 4.2.1 Key Changes to Initial Options A/B/C/RDS Figure 4.2.2 Revised Development Site Boundary Figure 4.2.3 RDS – Level 1 Transport Plan for Public Light Buses PTI (Ground Floor) Figure 4.2.4 RDS – B1 Transport Plan for Cross Boundary Coaches Facilities Figure 4.3.1 Option A (Top: 3D- Massing, Bottom: Pedestrian Routing) Figure 4.3.2 Option A (Top: Master Urban Design Plan, Bottom: Landscape Plan) Figure 4.3.3 Option A (Top: Programmatic Section, Bottom: View from East) Figure 4.3.4 Option A (Top: Broad Visual Impact from Fife Street, Bottom: Broad Visual Impact from Mong Kok East Station PTI)
ii Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Figure 4.3.5 Option A (Top: Broad Visual Impact from Sai Yee Street, Bottom: Broad Visual Impact from Hak Po Street) Figure 4.3.6 Option B (Top: 3D- Massing, Bottom: Pedestrian Routing) Figure 4.3.7 Option B (Top: Master Urban Design Plan, Bottom: Landscape Plan) Figure 4.3.8 Option B (Top: Programmatic Section, Bottom: View from East) Figure 4.3.9 Option B (Top: Broad Visual Impact from Fife Street, Bottom: Broad Visual Impact from Mong Kok East Station PTI) Figure 4.3.10 Option B (Top: Broad Visual Impact from Sai Yee Street, Bottom: Broad Visual Impact from Hak Po Street) Figure 4.3.11 Option C (Top: 3D - Massing, Bottom: Pedestrian Routing) Figure 4.3.12 Option C (Top: Master Urban Design Plan, Bottom: Landscape Plan) Figure 4.3.13 Option C (Top: Programmatic Section, Bottom: View from East) Figure 4.3.14 Option C (Top: Broad Visual Impact from Fife Street, Bottom: Broad Visual Impact from Mong Kok East Station PTI) Figure 4.3.15 Option C (Top: Broad Visual Impact from Sai Yee Street, Bottom: Broad Visual Impact from Hak Po Street) Figure 4.4.1 Recommended Development Schemes (RDS) Figure 4.4.2 RDS - Master Urban Design Plan Figure 4.4.3 RDS - Programmatic Section Figure 4.4.4 RDS - Elevation Figure 4.5.1 RDS - Building Disposition Figure 4.5.2 RDS - Level 1(Ground Floor) Floor Plan Figure 4.5.3 RDS - Level 2 Floor Plan Figure 4.5.4 RDS - Level 3 Floor Plan Figure 4.5.5 RDS - Level 4 Floor Plan Figure 4.5.6 RDS - Level 5 Floor Plan Figure 4.5.6a RDS - Level 6 Floor Plan Figure 4.5.7 RDS - B1 Floor Plan Figure 4.5.8 RDS - B2 Floor Plan Figure 4.5.9 RDS - B3 Floor Plan Figure 4.5.10 RDS - B4 Floor Plan Figure 4.5.11 Photograph for SVP 1: View from Sun Yat Sen Memorial Park, Sai Ying Pun Figure 4.5.12 Photograph for SVP 2: View from Central Pier No.7, Central Figure 4.5.13 RDS - Landscape Plan Figure 4.5.14 RDS - Landscape Plan Figure 4.5.15 RDS - Section Plan Figure 4.6.1 RDS - B1 Level - Indicative 24 Hour Pedestrian Access Figure 4.6.2 RDS - Level 1- Indicative 24 Hour Pedestrian Access Figure 4.6.3 RDS - Level 2 - Indicative 24 Hour Pedestrian Access Figure 4.6.4 RDS - Level 3 - Indicative 24 Hour Pedestrian Access Figure 4.6.5 RDS - Level 4 - Indicative 24 Hour Pedestrian Access Figure 5.1.1 Geotechnical Profile Figure 5.2.1 RDS Level 1 - Indicative Pedestrian Routing (Ground Level) Figure 5.2.2 RDS Level 2 - Indicative Pedestrian Routing Figure 5.2.3 RDS Level 3 - Indicative Pedestrian Routing Figure 5.2.4 RDS Level 4 - Indicative Pedestrian Routing Figure 5.2.5 RDS Level 5 - Indicative Pedestrian Routing Figure 5.2.6 RDS B1 Level - Indicative Pedestrian Routing Figure 5.2.7 RDS B2 Level - Indicative Pedestrian Routing Figure 5.2.8 RDS B3 Level - Indicative Pedestrian Routing Figure 5.2.9 RDS B4 Level - Indicative Pedestrian Routing Figure 5.2.10 RDS – Level 1 Transport Plan - Public Light Buses Public Transport Interchange (Ground Level) Figure 5.2.11 RDS – B1 Transport Plan – Loading / Unloading Facilities for Cross-boundary Coaches Figure 5.2.12 RDS – B2 Transport Plan
iii Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Figure 5.2.13 RDS – B3 Transport Plan Figure 5.2.14 RDS – B4 Transport Plan Figure 5.2.15 Proposed Improvement Scheme on Sai Yee Street and Argyle Street Figure 5.2.16a Existing Flow 2015 (AM Peak) Figure 5.2.16b Existing Flow 2015 (PM Peak) Figure 5.2.17a Reference Flow 2027 (AM Peak) Figure 5.2.17b Existing Flow 2027 (PM Peak) Figure 5.2.18a Design Flow 2027 (AM Peak) Figure 5.2.18b Design Flow 2027(PM Peak) Figure 5.3.1 Locations of Representative Air Sensitive Receivers Figure 5.3.2 HKPSG Buffer Distance Requirements Between ASR and Roads Figure 5.3.3 Locations of Existing Noise Sources within 300m from the Study Site Figure 5.3.4 Monitoring Locations of Prevailing Noise Level Figure 5.3.5 Locations of Representative Noise Sensitive Receivers Figure 5.3.6 Location of Planned Fixed Noise Sources Figure 5.3.7 Land Contamination Assessment Area Figure 5.3.8 Photo Records and Potential Land Contamination Area for Land Contamination Assessment Area L-01 Figure 5.3.9 Photo Records and Potential Land Contamination Area for Land Contamination Assessment Area L-02 Figure 5.3.10 Photo Records and Potential Land Contamination Area for Land Contamination Assessment Area L-03 Figure 5.3.11 RBRGs for Land Contamination Assessment Area Figure 5.5.1 Typical Tree Planting Section Figure 5.5.2 Tree Planting Section Figure 5.5.3 Tree Planting Section Figure 5.5.4 Tree Compensation Plan (Upper Level) – Key Plan Figure 5.5.5 Tree Compensation Plan (Upper Level) (Sheet 1 of 3) Figure 5.5.6 Tree Compensation Plan (Upper Level) (Sheet 2 of 3) Figure 5.5.7 Tree Compensation Plan (Upper Level) (Sheet 3 of 3) Figure 5.5.8 Tree Compensation Plan (Ground Level) – Key Plan Figure 5.5.9 Tree Compensation Plan (Ground Level) (Sheet 1 of 3) Figure 5.5.10 Tree Compensation Plan (Ground Level) (Sheet 2 of 3) Figure 5.5.11 Tree Compensation Plan (Ground Level) (Sheet 3 of 3) Figure 5.6.1 VIA: Local Viewing Points Figure 5.6.2 Regional and Strategic Viewing Points Figure 5.6.3 View from Junction of Argyle Street and Sai Yee Street (LVP1) – Photomontage with Proposed Development Figure 5.6.4 View from Mong Kok East Station Footbridge (LVP2) – Photomontage with Proposed Development Figure 5.6.5 View from Kadoorie Lookout (LVP3) – Photomontage with Proposed Development Figure 5.6.6 View from McPherson Playground (LVP4) – Photomontage with Proposed Development Figure 5.6.7 View from Fife Street (LVP5) – Photomontage with Proposed Development Figure 5.6.8 View from Luen Wan Street Sitting-out Area (LVP6) – Photomontage with Proposed Development Figure 5.6.9 View from Mong Kok East Station PTI (LVP7) – Photomontage with Proposed Development Figure 5.6.10 View from Children’s Playground at Grand Century Place (LVP8) – Photomontage with Proposed Development Figure 5.6.11 View from King’s Park Garden (LVP9) – Photomontage with Proposed Development Figure 5.6.12 View from Tai Hang Tung Recreation Ground (LVP10) – Photomontage with Proposed Development Figure 5.6.13 View from Cherry Street Park (LVP11) – Photomontage with
iv Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Proposed Development Figure 5.6.14 View from West Kowloon District (RVP1) – Photomontage with Proposed Development Figure 5.6.15 View from Lung Cheung Road Viewing Platform (RVP2) – Photomontage with Proposed Development Figure 5.6.16 Photograph for SVP 1: View from Central Pier No.7, Central Figure 5.6.17 Photograph for SVP 2: View from Sun Yat Sen Memorial Park, Sai Ying Pun Figure 5.8.1 Existing Watermains Figure 5.8.2 Proposed Watermains Figure 5.9.1 Drainage Catchment Plan and Existing Sewerage Networks – Before Development Figure 5.9.2 Drainage Catchment Plan and Sewerage Networks with Proposed Upgrading Works – After Development Figure 5.9.3 Existing Sewerage System Figure 5.9.4 Proposed Sewerage System Figure 6.2.1 Photograph for SVP 1 Central Pier No. 7, Central Figure 6.2.2 Section for SVP 1 Central Pier No. 7, Central Figure 6.2.3 Photograph for SVP 2 Sun Yat Sen Memorial Park, Sai Ying Pun Figure 6.2.4 Section for SVP 2 Sun Yat Sen Memorial Park, Sai Ying Pun Figure 6.3.1 Revised RDS – Sketches (View from Argyle Street and Intersection of Argyle Street & Sai Yee Street) Figure 6.3.2 Revised RDS – Sketches (Multi-level Greenings) Figure 6.3.3 Revised RDS – Sketches (Concept) Figure 6.3.4 Revised Development Site Boundary Figure 6.3.5 Revised RDS – Programmatic Section Figure 6.3.6 Revised RDS – Level 1 (Ground Level) and Level 2 Floor Plan (thoroughfare) Figure 6.3.7 Revised RDS – Level 3 and Level 4 Floor Plan Figure 6.3.8 Revised RDS – Level 5 and Level 6 Floor Plan Figure 6.3.9 Revised RDS – Level 7 to Level 10 Floor Plan Figure 6.3.10 Revised RDS – Office Floor Plan Figure 6.3.11 Revised RDS – Elevations (1/2) (Notional Scheme – Indicative Only) Figure 6.3.12 Revised RDS – Elevations (2/2) (Notional Scheme – Indicative Only) Figure 6.3.13 Thematic Landscape Concept Figure 6.3.14a Revised RDS – Master Landscape Plan (1/2) Figure 6.3.14b Revised RDS – Master Landscape Plan (2/2) Figure 6.3.15 Revised RDS – Landscape Plan Figure 6.3.15a Revised RDS – Section (1/2) Figure 6.3.15b Revised RDS – Section (2/2) Figure 6.3.16 Revised RDS – Proposed Greenary at the Site Figure 6.3.17 Revised RDS – Birds’ Eye View of Public Open Space Figure 6.3.18 Photomontage View Point (1/2) Figure 6.3.19 Photomontage View Point (2/2) Figure 6.3.20 View from Junction of Sai Yee Stree and Argyle Street (View Point 1) – Photomontage with Proposed Development Figure 6.3.21 View from Mong Kok East Station Footbridge (View Point 2) – Photomontage with Proposed Development Figure 6.3.22 View from McPherson Playground (View Point 3) – Photomontage with Proposed Development Figure 6.3.23 View from Fife Street (View Point 4) – Photomontage with Proposed Development Figure 6.3.24 View from Mong Kok East Station PTI (View Point 5) – Photomontage with Proposed Development Figure 6.3.25 View from Cherry Street Park (View Point 6) – Photomontage with Proposed Development Figure 6.3.26 View from Tai Hang Tung Recreation Ground (View Point 7) –
v Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Photomontage with Proposed Development Figure 6.3.27 View from Lung Cheung Road Viewing Platform (View Point 8) – Photomontage with Proposed Development Figure 6.3.28 View from King’s Park Garden (View Point 9) – Photomontage with Proposed Development Figure 6.3.29 View from West Kowloon District (View Point 10) – Photomontage with Proposed Development Figure 6.3.30 View from Central Pier No. 7, Central (View Point 11) – Photomontage with Proposed Development Figure 6.3.31 View from Sun Yat Sen Memorial Park, Sai Ying Pun (View Point 12) – Photomontage with Proposed Development Figure 6.3.32 Revised RDS - Layout Plan for Level 1 (Ground Level) Figure 6.3.33 Revised RDS - Layout Plan for Level 2 Figure 6.3.34 Revised RDS - Layout Plan for Level 3 Figure 6.3.35 Revised RDS - Layout Plan for Level 4 Figure 6.3.36 Revised RDS - Layout Plan for Level 5 Figure 6.3.37 Revised RDS - Layout Plan for Level 6 Figure 6.3.38 Revised RDS - Layout Plan for B1 Figure 6.3.39 Revised RDS - Layout Plan for B2 Figure 6.3.40 Revised RDS - Layout Plan for B3 Figure 6.3.41 Revised RDS - Layout Plan for B4 Figure 6.3.42 Revised RDS - Layout Plan for B5 Figure 6.3.43 Revised RDS - Level 1 (Ground Level) - Pedestrian Routing Figure 6.3.44 Revised RDS - Level 2 - Pedestrian Routing Figure 6.3.45 Revised RDS - Level 3 - Pedestrian Routing Figure 6.3.46 Revised RDS - Level 4 - Pedestrian Routing Figure 6.3.47 Revised RDS - Level 5 - Pedestrian Routing Figure 6.3.48 Revised RDS - Level 6 - Pedestrian Routing Figure 6.3.49 Revised RDS - B1 Level - Pedestrian Routing Figure 6.3.50 Revised RDS - B2 Level - Pedestrian Routing Figure 6.3.51 Revised RDS - B3 Level - Pedestrian Routing Figure 6.3.52 Revised RDS - B4 Level - Pedestrian Routing Figure 6.3.53 Revised RDS - B5 Level - Pedestrian Routing Figure 6.3.54 Revised RDS - B1 Level - 24 Hour Pedestrian Access Figure 6.3.55 Revised RDS - B2 Level - 24 Hour Pedestrian Access Figure 6.3.56 Revised RDS - Level 1 (Ground Level) - 24 Hour Pedestrian Access Figure 6.3.57 Revised RDS - Level 2 - 24 Hour Pedestrian Access Figure 6.3.58 Revised RDS - Level 3 - 24 Hour Pedestrian Access Figure 6.3.59 Revised RDS - Level 4 - 24 Hour Pedestrian Access Figure 6.3.60 Revised RDS - Pedestrian Circulation in Low-Zone Figure 6.3.61 Revised RDS - Proposed Road / Footpath Widening (Notional Scheme – Indicative Only)
Tables
Table 3.2.1 Guiding Principles and Problems to be Tackled Table 3.3.1 Requested GIC Facilities Table 3.4.1 Pedestrian Connections towards the Study Site Table 3.5.1 Development Option A – Development Parameters Table 3.6.1 Development Option B – Development Parameters Table 3.7.1 Development Option C – Development Parameters Table 3.9.1 Evaluation Criteria Table 3.10.1 Comparison of Basic Development Parameters Table 3.10.2 Summary of Options Assessment Table 4.3.1 Changes to Initial Options Table 4.4.1 Development Parameters for RDS after Refinement
vi Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 4.4.2 Development Parameters for Worst-Case Scenario of RDS for Assessments Table 4.5.1 RDS – GIC Facilities Table 4.5.2 Required Parking and Loading/Unloading Facilities Table 5.1.1 Foundation Information of nearby Buildings Table 5.2.1 Summary of GFA for Different Uses under RDS Table 5.2.2 Franchised Buses Routes Operating at the Existing PTI on KCRC Deck Table 5.2.3 GMB Routes Operaing at the Existing PTI on KCRC Deck Table 5.2.4 Taxi Stand and Drop-off Point at Existing PTI on KCRC Deck Table 5.2.5 Suggested Bus Routes for Further Investigation regarding Potential Re-routing and Relocation of Bus Stops Table 5.2.6 Parking and L/UL Facilities Requirements for the RDS Table 5.2.7 Parking and L/UL Facilities Requirements for GIC Facilities Table 5.2.8 Planning Data within Railway Catchment Area of Mong Kong East Station Table 5.2.9 Summary of Junction Performances for Existing Case Table 5.2.10a Trip Attraction/Generation Rates for the Proposed Development Table 5.2.10b Number of Attraction/Generation Trips for the Proposed Development Table 5.2.11 Summary of Junction Performances for 2027 Reference and Design Cases Table 5.2.12a Trip Generation/Attraction Rates – Pedestrian Table 5.2.12b Number of Generation/Attraction Trips – Pedestrian Table 5.2.13 Description of Level of Service for Walkways – Flow Rate (pedestrian/min/m) Table 5.2.14a Existing Pedestrian Flows Along Concerned Footpaths Table 5.2.14b Existing Pedestrian Flows Along Concerned Footbridges Table 5.2.14c Year 2027 Reference Case - Pedestrian Flows Along Concerned Footpaths Table 5.2.14d Year 2027 Reference Case - Pedestrian Flows Along Concerned Footbridges Table 5.2.14e Year 2027 Design Case - Pedestrian Flows Along Concerned Footpaths Table 5.2.14f Year 2027 Design Case - Pedestrian Flows Along Concerned Footbridges Table 5.3.1 Representative Air Sensitive Receivers Table 5.3.2 Number of Vehicular Trips Generated and Attracted by the Development Table 5.3.3 Peak Hour VKT within Assessment Area in Year 2024 and Year 2039 Table 5.3.4 2015 AADT of Sai Yee Street, Mong Kok Road, Argyle Street and Prince Edward Road West Table 5.3.5 Descriptions of the Existing NSRs (within 300m from the Site) Table 5.3.6 Estimated Quantities and Operation Parameters of the Planned Fixed Noise Sources Table 5.3.7 Mitigation Measures for the Planned Fixed Noise Sources Table 5.3.8 Maximum Allowable SWL for the Planned Fixed Noise Sources Table 5.3.9 HKPSG Criteria for Fixed Noise Levels for the Planned Fixed Noise Sources for Representative NSRs Table 5.3.10 Types and Quantities of Wastes Generated during Construction Phase Table 5.3.11 Types and Quantities of Wastes Generated in the Operation Phase Table 5.3.12 Summary of Historical Land Uses of the Land Contamination Assessment Area Table 5.3.13 Records of Dangerous Goods within the Site Table 5.3.14 Summary of Site Surveys Table 5.4.1 Summary of Environmental Indicators Table 5.4.2 Summary of Economic Indicators
vii Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.4.3 Summary of Social Checklist and First Sustainable Development Checklist Table 5.5.1 Summary of Tree Treatments Table 5.5.2 Proposed Species for Compensatory Planting Table 5.7.1 Annual Wind Frequency Table 5.7.2 Summer Wind Frequency Table 5.7.3 Discrepancy between Studies Table 5.7.4 Discrepancy between Studies – Averaged Velocity Ratio Table 5.7.5 Discrepancy between Studies – Median Hourly Mean Wind Speed Table 5.7.6 Discrepancy between Studies – Grouping of Wind Profile Table 5.7.7 Results of the Overall Ventilation Performance Table 5.8.1 Summary of Development Parameters Table 5.8.2 Internal Diameter for Pipes Table 5.8.3 Design Criteria for Fresh Water and Salt Water Supply Systems for Proposed Development Table 5.8.4 Water Demand Estimation of Proposed Development Table 5.9.1 Recommended Return Periods based on Flood Levels Table 5.9.2 Peaking Factors for Various Population Ranges Table 5.9.3 Drainage Catchment Areas (Before Development) Table 5.9.4 Drainage Catchment Areas (After Development) Table 5.9.5 Summary of Sewage Flow Estimation Table 6.2.1 Guiding Principles and Problems to Tackle Table 6.3.1 Development Parameters for Revised RDS Table 6.3.2 Revised RDS – GIC and other Public Facilities Table 6.3.3 Required Car Parking and L/UL Facilities (Based on Notional Scheme) Table 6.3.4 Specific Car Parking and L/UL Requirements for GIC Facilities Table 6.3.5 Summary of Proposed Car Parking Spaces and U/UL Bays Provision Table 6.3.6 Summary of Tree Treatment Table 6.3.7 Proposed Planting Species of Compensatory Planting Table 6.3.8 Public Open Space Distribution Table 6.3.9 Green Coverage of the Site Table 6.3.10 Green Coverage outside Development Site Table 6.3.11 Green Coverage of POS within Study Site Table 6.5.1 Suggested Bus Routes for Further Investigation regarding Potential Re-routing and Relocation of Bus Stops
Diagrams
Diagram 3.2.1 Development Concept Diagram 3.4.1 Pedestrian Circulation within the Study Site Diagram 3.5.1 Option A– Development Concept Diagram 3.5.2 Option A– Urban Design Concept Diagram 3.5.3 Regulation 31 under Cap 123F Building (Planning) Regulations Diagram 3.6.1 Option B– Development Concept Diagram 3.6.2 Option B– Urban Design Concept Diagram 3.7.1 Option C– Development Concept Diagram 3.7.2 Option C– Urban Design Concept Diagram 3.11.1 Hybrid Residential Commercial Mixed Use Diagram 3.11.2 Alternative Layout for RCHE Diagram 4.4.1 RDS– Development Concept Diagram 5.2.1 Pedestrian Connections with Proposed/Existing Footbridges at Podium Level Diagram 5.2.2 Railway Catchment Area of Mong Kok East Station Diagram 5.7.1 Wind Rose for Annual, Non-typhoon Winds for Mong Kok, Corrected to 500 m
viii Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diagram 5.7.2 Wind Rose for Summer, Non-typhoon Winds for Mong Kok, Corrected to 500 m Diagram 5.7.3 Wind Profiles from Site Wind Availability Study Diagram 5.7.4 Study Site, Assessment Area, Surrounding Area and Wind Tunnel Model Boundary Diagram 5.7.5 Locations of Perimeter Test Points Diagram 5.7.6 Locations of Overall and Special Test Points Diagram 5.7.7 Allocation of Test Point for Each Focus Area for the AVA Detailed Study Diagram 5.7.8 Assessment Areas of the Air Ventilation Assessment Studies (Red Color Represents 2007 HKUST AVA Study and Blue Color Represents AVA Study Diagram 5.7.9 Comparison of Vertical Wind Profiles (Blue Dots Represent Data Reported in 2007 HKUST AVA Study and Red Lines Represent Profiles Adopted in the AVA Study) Diagram 5.7.10 Method of Calculating Median Hourly Mean Wind Speed Diagram 6.2.1 Development Concept Diagram 6.3.1 Revised RDS– Development Concept Diagram 6.3.2 Physical Connections between Public Open Spaces within and around the Development Area Diagram 6.3.3 Physical and Visual Connections between the Entrance Plaza At- grade and Various Open Spaces by Means of the Small Block for Pedestrian Circulation Diagram 6.3.4 Physical and Visual Connections between the Entrance Plaza At- grade and Luen Wan Street Balcony Diagram 6.3.5 Physical and Visual Connections between the Entrance Plaza At- grade and Luen Wan Street Balcony (Photomontage) Diagram 6.3.6 Physical and Visual Connectivity between Various Open Spaces at Different Levels within the Site. As An Example, An Express Escalator Provides an Improvement to the Connectivity between Luen Wan Balcony and Sai Yee Street Terrace Diagram 6.3.7 Positioning of the Pier(s) Will Need to Take into Consideration the Multifunctional Open Spaces Provided in the Landscape Plan Diagram 6.3.8 Examples of Integration of the Pier(s) with Hard and Softscape Landscaping Diagram 6.3.9 Good Case Example of Integration of the Pier(s) with Hard and Softscape Landscaping
Appendices
Appendix A Public Transport Arrangement on Sai Yeung Choi Street South & Traffic Management Scheme after PLC relocation Appendix B Mong Kok East Pedestrian Link Index Map Appendix C Planning and Design Brief
ix Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Abbreviations
"Arup" Ove Arup & Partners Hong Kong Limited. “AADT” Annual Average Daily Traffic “AADT” Annual Average Daily Traffic “ANLs” Acceptable Noise Levels “AOI” Area of Influence “ArchSD” Architectural Services Department “ASCE” American Society of Civil Engineers “ASRs” Air Sensitive Receivers “AVA” Air Ventilation Assessment “AWES” Australasian Wind Engineering Society “B(P)R” Building (Planning) Regulation “BOD” Biochemical Oxygen Demand “C&D” Construction and Demolition “C&DMMP” Construction and Demolition Materials Management Plan “Ca(ClO3)2” Calcium Chlorate “CaCl2” Calcium Chloride “CAP” Contamination Assessment Plan “CAR” Contamination Assessment Report “CDG” Completely Decomposed Granite “CDG” Completely Decomposed Granite “CEDD” Civil Engineering and Development Department “CFD” Computational Fluid Dynamics “CO” Carbon Monoxide “COC” Chemical of Concern “CWTC” Chemical Waste Treatment Centre “DBH” Diameter at Breast Height “DBS” Diocesan Boys’ School “DC” District Council “DFC” Design Flow to Capacity “DG” Dangerous Goods “DI” Departmental Instruction “EE” Expert Evaluation “ELS” Excavation and lateral support “EMP” Environmental Management Plan “ENE” East-Northeast “EPD” Environmental Protection Department “ETWB” Environment, Transport and Works Bureau “EVA” Emergency Vehicular Access “FEHD” Food and Environmental Hygiene Department “FSD” Fire Services Department “GDP” Gross Domestic Product “GEO” Geotechical Engineering Office “GESF” Guidelines for Estimating Sewage Flows “GFA” Gross Floor Area “GI” Ground Investigation “GIC” Government, Institution or Community “GMB” Green Mini buses “HAD” Home Affairs Department “HDG” Highly Decomposed Granite “HDG” Highly Decomposed Granite “HGV” Heavy Goods Vehicles “HKPSG” Hong Kong Planning Standards and Guidelines “HKUST” Hong Kong University of Science and Technology “HyD” Highways Department “ICC” International Commerce Centre “IFs” Influencing Factors
x Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
“IR” Inception Report “KCRC” Kowloon Canton Railway Corporation “KCRCO Cap 372” Kowloon Canton Railway Corporation Ordinance Chapter 372 “Ks” Roughness Coefficients “L/UL” Loading / Unloading “LandsD” Lands Department “LATM” Local Area Traffic Model “LCSD” Leisure and Cultural Services Department “LGV” Light Goods Vehicles “LOS” Level of Service “LVPs” Local Viewing Points “LVR” Local Spatial Average Velocity Ratio “MDD” Mean Daily Demand “MK” Mong Kok “MKEP” Mong Kok East Park “MKES” Mong Kok East Station “MKFT” Mong Kok Freight Terminal “MKGO” Mong Kok Government Offices “MOC” Method of Control “mPD” Meters above Principal Datum “MSW” Municipal Solid Waste “MTRC” Mass Transit Railway Corporation “N” North “NNE” North-northeast “NO2” Nitrogen Dioxide “NSR” Noise Sensitive Receiver “NWPTW” North West Kowloon Preliminary Treatment Works “OECD” The Organisation for Economic Co-Operation and Development “OVT” Old and Valuable Tree “OZP” Outline Zoning Plan “PDZ” Planning Data Zones “PFA” Pulverised Fuel Ash “PFC” Public Fill Committee “PlanD” Planning Department “PLB” Public Light Buses “PME” Powered Mechanical Equipment “PNAP” Practice Notes for Authorized Persons “POS” Public Open Space “POSPD” Public Open Space in Private Developments Design and Management Guidelines “POVT” Potential Old and Valuable Tree “PR” Plot Ratio “PTI” Public Transport Interchange “QPME” Quality Powered Mechanical Equipment “RAP” Remediation Action Plan “RBRGs” Risk-Based Remediation Goals “RC” Reserve Capacity “RCHE” Residential Care Home for the Elderly “RDS” Recommended Development Scheme “RMB” Red Mini buses “RR” Remediation Report “RVD” Rating and Valuation Department “RVD” Rating and Valuation Department “RVPs” Regional Viewing Points “SBDG” Sustainable Building Design Guidelines “SDM” Stormwater Drainage Manual “SIDS” Screening Information Data Sets “SO” Supervising Officer “SO2” Sulfur Dioxide “SPL” Sound Pressure Level
xi Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
“STT” Short Term Tenancy “SVP” Strategic View Points “SVR” Site Spatial Average Velocity Ratio “SW” South-west “SWD” Social Welfare Department “SWLs” Sound Power Levels “TD” Transport Department “TIA” Transport Impact Assessment “TM-EIAO” Technical Memorandum on Environmental Impact Assessment Process for the Environmental Impact Assessment Ordinance “TM-GW” Technical Memorandum on Noise from Construction Work Other than Percussive Piling “TPB PG” Town Planning Board Guidelines “TPB” Town Planning Board “TPDM” Transport Planning and Design Manual “TPEDM” Territorial Population and Employment Data Matrix “TPZ” Tree Protection Zone “UFF” Unit Flow Factors “UNEP” United Nations Environment Programme “USDA” United States Department of Agriculture “USEPA” United States Environmental Protection Agency “VIA” Visual Impact Assessment “VKT” Vehicle Kilometer Travelled “VR” Wind Velocity Ratio “WCZ” Water Control Zone “WENT” West New Territories Landfill “WMP” Waste Management Plan “WP1” Working Paper No. 1 “WP2” Working Paper No. 2 “WP3” Working Paper No. 3 “WP4” Working Paper No. 4 “WPCO” Water Pollution Control Ordinance “WSD” Water Supplies Department “WSR” Water Sensitive Receivers “X-B” Cross-boundary
xii Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
1. Introduction
1.1 Study Background 1.1.1.1 Planning Department (PlanD) commissioned Ove Arup and Partners Hong Kong Limited (Arup) on 24 March 2015 to undertake the Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study (the Study). The Study will investigate the planning, architectural and engineering feasibility of redeveloping the Study Site. 1.1.1.2 The main objective of the Study is to explore the Study Site’s redevelopment potential for comprehensive development which may include residential, commercial/office/hotel, open space and/or government, institution or community (GIC) facilities. The Study will also make recommendations to enhance the public realm and public transport facilities in the area. 1.1.1.3 The findings and recommendations of the Study will serve as a reference for amendments to the Outline Zoning Plan (OZP) and guide the future land disposal and development of the Study Site.
1.2 Purpose of this Report 1.2.1.1 Having conducted the Inception Report (IR) and baseline review report under Working Paper No. 1 (WP1), initial options report under Working Paper No. 2 (WP2), technical assessments of recommended development scheme (RDS) report under Working Paper No. 3 (WP3), RDS report under Working Paper No. 4 (WP4), and Planning and Design Brief, this Final Report consolidates and summarizes the process and presents the final RDS and findings of the technical assessments of the Study.
The structure of this Final Report is as follows: · Section 1 introduces the background to this Study and purpose of this Report; · Section 2 provides the findings of the inception phase; · Section 3 sets out the findings of the options formulation phase; · Section 4 summarizes the findings of the RDS finalisation phase; · Section 5 presents the technical assessments on the RDS; · Section 6 lays out the revised RDS; and · Section 7 outlines the implementation arrangement.
1.3 The Study Site and Study Area 1.3.1.1 The Study Site (Figure 1.3.1) covers an area of about 3.9 ha which is bounded by Argyle Street to the south, Sai Yee Street to the west, Grand Century Place to the north and the Diocesan Boys’ School (DBS) to the east. The Study Site composes of Water Supplies Department (WSD) compound, Food and Environmental Hygiene Department (FEHD) offices-cum-vehicle depot, Mong Kok Government Offices
1 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
(MKGO), sitting-out area and temporary open-air car park at Luen Wan Street, roads and the Mong Kok East Station (MKES) and the public transport interchange (PTI) outside the MKES. The eastern side of the Study Site is delineated by the rail track running beneath the MKES and MKGO. 1.3.1.2 The Study Area (Figure 1.3.2), on which the technical assessments are based, is bounded by Waterloo Road to the east, Dundas Street to the south, Shanghai Street to the west and Prince Edward Road West to the north.
2 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
2 Findings of the Inception Phase
2.1 Introduction 2.1.1.1 The inception phase set out the approach, methodology and work programme for the Study. Specifically, the inception phase comprised the following elements:
• an understanding and appreciation of the Study, • the general approach and key tasks in undertaking the Study, • key issues, constraints and opportunities pertaining to the Study Site, • the methodology for conducting the technical assessments, Study programme and report submission dates, and • Study organization chart and brief description of the responsibilities of team members.
2.1.1.2 Subsequently a baseline review was conducted to identify the baseline situation of the Study Site and Study Area in order to identify the key issues, constraints and opportunities of different aspects.
2.2 Physical Setting and Land Status
2.2.1 Existing Physical Setting Study Site 2.2.1.1 The Study Site comprises three portions with Luen Wan Street and a sitting-out area lie in the middle. The eastern part of the Study Site vested in Kowloon Canton Railway Corporation (KCRC) consists of a podium development on top of the existing East Rail where the MKES platform and a freight yard are located. On top of the podium are the concourse of MKES, a PTI, the MKGO and its car park (Figure 2.2.1). The Study Site composes of mainly three levels, +6.9mPD at the FEHD Depot, +12.7mPD at Luen Wan Street and +21.4mPD at the podium structure of the MKES. 2.2.1.2 There are two government offices on the western portion of the Study Site, including the FEHD depot and WSD compound as well as a temporary open-air car park. The FEHD depot and WSD compound will be relocated to facilitate the redevelopment of the Study Site. There are currently no program for the redevelopment of MKGO and other facilities at the Study Site. Study Area 2.2.1.3 The Study Area is well-known for its local retail culture. Vibrant street life and retail activities are found at Sai Yeung Choi Street South, Tung Choi Street and Fa Yuen Street (Figure 2.2.2). The old urban core of Mong Kok is within the Study Area with clusters of local attractions including “Goldfish Street” and “Ladies Market” at Tung Choi Street, “Sneakers Street” and the street market at Fa Yuen Street, “Flower
3 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Market and Bird Garden” at Prince Edward Road West/Flower Market Road (Figure 2.2.2a). 2.2.1.4 Apart from retail activates, office and residential buildings can be found within the Study Area. In general, commercial buildings for office uses are located along Nathan Road while residential buildings are located at Portland Street, Hong Lok Street, Tung Choi Street, Fa Yuen Street, Sai Yee Street and Sai Yeung Choi Street South (Figure 2.2.2). 2.2.1.5 There are also a number of GIC uses within the Study Area. For examples, S.K.H Saints’ Middle School, the Church of Christ in China Heep Woh Primary School etc. Religious institutions including Cheung Lo Church and Kun Yam Temple are also found at the Study Area (Figure 2.2.2).
2.2.2 Land Status The land status within the Study Site is complex in terms of the stratum ownership at the podium structure atop East Rail. In general, the portion of land at the western side of the Study Site inclusive of the existing FEHD depot, WSD compound and the open-air temporary public car park is government land (Figure 2.2.3). The land occupied by the podium structure which covers the East Rail, the MKES Platform and the freight yard is vested in Kowloon-Canton Railway Corporation (KCRC) while the Government has reserved the right to use the area on top of the KCRC podium deck (Figures 2.2.3 to 2.2.5).
2.2.3 Statutory Planning Context General
2.2.3.1 The Study Site falls wholly within the draft Mong Kok OZP No. S/K3/30 and is at immediate west of the Planning Scheme Area under the approved Ho Man Tin OZP No. S/K7/24. The Study Area partly falls into the Mong Kok OZP and partly into the Ho Man Tin OZP. The coverages of the concerned OZPs, Study Site and Study Area are shown on Figures 2.2.6 and 2.2.7. 2.2.3.2 This section reviews the existing land uses and planning context of the Study Site and the Study Area in relation to the planning status and intention as prescribed in the relevant OZPs. Study Site
2.2.3.3 The Study Site falls wholly within the draft Mong Kok OZP No. S/K3/30 and is situated at the immediate west of the approved Ho Man Tin OZP No. S/K7/24. According to the Explanatory Statement of the draft Mong Kok OZP, Mong Kok is one of the oldest urban areas in the Territory with residential use being the predominant land use. 2.2.3.4 According to the draft Mong Kok OZP, the eastern portion of the Study Site falls within an area zoned as “Other Specified Uses” (“OU”) annotated ‘Railway Station Development’, and the western portion falls within an area zoned “OU” annotated ‘Multi-Storey Car/Lorry Park’ and “G/IC” (Figure 2.2.6).
4 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
2.2.3.5 According to the draft Mong Kok OZP No. S/K3/30, various building height restrictions have been imposed on the Study Site. As stated in the Explanatory Statement of the OZP, within the Study Site, a 30m-wide building gap above 23mPD aligned with Mong Kok Road at the existing MKGO and FEHD depot is imposed to create an east-west air/wind path to improve air penetration and visual permeability upon redevelopment. 2.2.3.6 To the immediate north of the Study Site is the existing commercial development Grand Century Place (Figure 2.2.7). The Grand Century Place is an integrated structure with the MKES and falls under the same “OU (Railway Station Development)” zone of the Study Site under the draft Mong Kok OZP. 2.2.3.7 To the immediate north and further north of the Study Site are clusters of community facilities and schools on land zoned “G/IC”. The Study Site is bounded by area shown as ‘Road’ (Sai Yee Street and Argyle Street) at the west and south. Areas to the further west and south are zoned as “Residential (Group A)” (“R(A)”). Across Argyle Street, an area zoned “OU(Railway)” serving the existing East Rail service is found at the south of the Study Site. To the immediate east are the DBS which falls within an area zoned “G/IC” and a commercial building (113 Argyle Street) which falls within an area zoned “Commercial” (“C”) under the approved Ho Man Tin OZP. The Surrounding
2.2.3.8 The planning context of the surrounding area is elaborated below by making reference to the relevant OZPs (Figure 2.2.7). Draft Mong Kok OZP No. S/K3/30 2.2.3.9 The western side of the Study Area is predominantly zoned “R(A)” and “C”. Pockets of land zoned “Open Space” (“O”) are found intermixed with the residential zoning areas, including two “O” zoning areas to the south of the Study Site. There are also a number of facilities under “G/IC” zoning serving the needs of the local residents and/ or the wider district, region or the territory. Approved Ho Man Tin OZP No. S/K7/24 2.2.3.10 The eastern side of the Study Area falls within the boundary of the approved Ho Man Tin OZP and is predominantly residential developments under residential zonings which include low-rise residential developments under “R(C)” zoning at Kadoorie Avenue, as well as medium to high-rise residential developments under “R(B)” zoning at Waterloo Road and Prince Edward Road West and under “R(A)” zoning to the south of Argyle Street.
5 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
2.3 Summary of Key Opportunities and Constraints 2.3.1.1 Issues and opportunities are identified. Among all the constraints and opportunities, some are dominating and would affect the developable land of the Study Site. The key constraints and opportunities that hinder and favour the developable area of the Study Site are listed and summarised below. The dominating key issues and opportunities are shown in Figures 2.3.1 and 2.3.2. Key Opportunities (Figure 2.3.1) Government Land with Feasibility for Development 2.3.1.2 The area (about 20,000m2), which includes the existing WSD compound, FEHD depot, Luen Wan Street Temporary Carpark, Luen Wan Street, Luen Wan Street Sitting-out Area and the elevated road connecting to the structural deck of MKES, is currently owned by the Government and is feasible for future development. Area feasible for Government Use 2.3.1.3 The Government reserves the right to use the area (about 11,700m2) atop the existing MKES deck structure under the provision of the KCRC Ordinance (KCRCO) (Cap. 372). The future development intensity however is limited by the existing structural capacity of the deck structure. Key Constraints (Figures 2.3.2) Complex Land Entitlement 2.3.1.4 Apart from the government land, area covered by the MKES platform structure is vested to KCRC under the KCRCO (Cap. 372). It is understood from the Mass Transit Railway Corporation (MTRC) Ordinance (Cap. 270) that the property and operation franchise of KCRC has been transferred to MTRC management after the merger of the corporations. Within the KCRC vested land, the MKES area including the MKES platform, concourse and Mong Kok Freight Terminal (MKFT) under the deck is managed by the MTRC, while the area on top of the platform structure including the existing PTI, MKGO and car park at the south of MKGO is managed by the Government. 2.3.1.5 Besides, the two footbridges (HyD Structure Nos. KF 54 and 27), one located at the Luen Wan Street Sitting-Out Area and the other located outside the Study Site at Argyle Street connecting Yim Po Fong Street and Luen Wan Street, are under management and maintenance of Highways Department (HyD) and two 24-hour pedestrian walkways are under management and maintenance of the developer of Grand Century Place. Limitation by the Existing Railway Development 2.3.1.6 KCRC, who is the holder of the vested land, advised that according to the KCRC Ordinance (Cap. 372), KCRC needed to protect the railway operation and preserve land for future railway expansion. The redevelopment of the Study Site should not interrupt the operation of the East Rail which was under the management of MTRC. MTRC should be consulted if there were any works falling within the railway protection boundary.
6 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Limited Structural Capacity 2.3.1.7 The structural deck of MKES consists of limited structural capacity and detailed structural re-use possibility will be required to be assessed for any re-use proposal. A preliminary assessment on the theoretical capacity of the existing column stubs for topside development has been conducted under the Study. Apart from the existing MKGO area, only limited area on top of the MKES deck has potential for low-rise top side development. Protection of Landscape Resources 2.3.1.8 There are four1 registered Old and Valuable Trees (OVTs) and two potential OVTs falling within the Study Site. Preservation of them is necessary. Noise Impact from Road Traffic 2.3.1.9 The Study Site is bounded by Sai Yee Street and Argyle Street to the immediate west and south where traffic noise is anticipated for future proposed development. Air Quality Impact from Vehicular Emission 2.3.1.10 The Study Site is bounded by Sai Yee Street and Argyle Street to the immediate west and south where air pollution is anticipated for future proposed development. Existing Air Path around the Study Site 2.3.1.11 According to the draft Mong Kok OZP No. S/K3/30, a 30m-wide building gap above 23mPD aligned with Mong Kok Road at the FEHD Depot at Sai Yee Street shall be provided. Existing Emergency Vehicular Access (EVA) and Vehicular Connection to Grand Century Place and facilities on top of the MKES Deck Structure 2.3.1.12 The existing elevated road and Luen Wan Street are serving as the EVA to Grand Century Place, MKGO and the MKES concourse. They also serve as vehicular accesses to the existing PTI and the car park at the south of the MKGO. Luen Wan Street also serves as the vehicular access and EVA of the Mong Kok Freight Terminal (MKFT) at the ground level below the structural deck of MKES.
1 Excluding the two OVTs of nos. LCSD YTM/103 and LCSD YTM/104 which were removed on 11.6.2015 and 29.8.2017 respectively due to infection of brown root rot disease.
7 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3 Findings of the Options Formulation Phase
3.1 Introduction 3.1.1.1 Considerations of the Study Site’s current condition and surrounding development outlined in Chapter 2 has revealed a number of opportunities that would support integration of the redevelopment at the Study Site into its immediate environment, while simultaneously maximising the potential for comprehensive development with consideration on aspects such as provision of public transport facilities, pedestrian connections to improve mobility, enhancement of the pedestrian experience and quality of public spaces. Factors such as streamlining vehicular movement and improving the quality of public spaces have also been considered in the preparation of the planning and design guiding principles. 3.1.1.2 The planning and urban design principles are intended to form the standard basis on which the development of the initial development options will be based and form the checklist for assessing the performance of the options.
3.2 Development Concept 3.2.1.1 The development will make reference to the existing urban fabric of Mong Kok. The massing of the development shall follow the existing Mong Kok Road, Fife Street and Hak Po Street to respect the urban grid. 3.2.1.2 In Diagram 3.2.1, the proposed building blocks (red bubbles) falling within the developable area are intended for high development intensity to optimize the development potential of the Site. These areas are located on government land with little development constraints. The proposed development will need to be well integrated with the surrounding land uses, yet mitigation measures for sensitive land uses (e.g. residential uses) are required to tackle the noise and air impacts arising from the Sai Yee Street and Argyle Street traffic. Other areas within the developable area should mostly be used for public open space (POS) purpose for public enjoyment.
8 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diagram 3.2.1 Development Concept Development of Building Blocks Possible Pedestrian Connections towards the Study Site Podium Possible Pedestrian Connections Public Open Space within podium
Old and Valuable Trees (OVT) / Potential OVT
3.2.1.3 Defined by the OVTs, the placement of the proposed PTI will be most rational to be along Sai Yee Street. A podium is required to cover the proposed PTI as illustrated at the diagram. Pedestrian connections to and within the podium will be provided to facilitate pedestrian movement from Mong Kok to the KCRC deck. 3.2.1.4 The southern portion of the MKES deck which has limited extra structural loading capacity may have potential for development of POS to enhance the provision of open space in Mong Kok for public enjoyment. The development concepts are listed below.
Capturing the Development Potential of the Study Site 3.2.1.5 The Study Site is a valuable asset which is uniquely situated at the heart of the urban area in a transport hub with MKES and a PTI with buses, public light buses (PLB) and taxi stands to the immediate east, the MTR Mong Kok and Prince Edward Stations as well as on-street PLB and cross-boundary (X-B) coach stands nearby. Development potential of the Study Site should be well explored and optimized. The development should also address the development needs of the Study Site, Study Area and also the Mong Kok district. Where possible, it should also address the territorial needs of Hong Kong.
9 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.2.1.6 In considering the development potential of the Study Site, structural capacity of the MKES deck should also be taken into account.
Seamless Pedestrian Connection 3.2.1.7 Pedestrian connection will be well integrated with the existing and planned footbridge system of Mong Kok while multi-level pedestrian walkways/accesses will be available for better connectivity and maximization of choices for pedestrians.
Integrating with Mong Kok Identity 3.2.1.8 The character and identity of Mong Kok as shopping and entertainment destination as well as tourist spots with the “Goldfish Street”, “Ladies Market”, “Sneakers Street”, street market at Fa Yuen Street and “Flower Market” and “Bird Garden” which are unique and should be well integrated into the design concept.
Relief to the Congested Mong Kok 3.2.1.9 To address the congested environment and the lack of leisure place in Mong Kok, the development should provide quality POS for public relief and gathering through sustainable planning and green building design, greening and landscape and good urban design. The design of the development shall also create the sense of place by applying people oriented place-making approach throughout the design process of the development. 3.2.1.10 The redevelopment of the Study Site shall also help alleviate the traffic congestion and mitigate the problem by providing suitable mitigation measures.
Building a Caring and Social Inclusive Mong Kok 3.2.1.11 Apart from consideration of deficiency in GIC facilities, realizing the presence of aged and underprivileged people in the Study Area, suitable social/community facilities should be explored in the Study Site in providing support and help to the community to build a caring and social inclusive Mong Kok.
3.2.2 Future Role of the Study Site in Mong Kok 3.2.2.1 The Study Site shall form a focal and gathering point functioning as an urban relief, a convenient transportation hub and a place for people to live/work/play in.
Guiding Planning and Design Principles 3.2.2.2 The guiding planning and design principles are formulated in responding to the problems and needs of the Study Area, together with the constraint and opportunities of the Study Site. The Study Site presents an opportunity as a solution space to tackle the problems identified. The table below shows the guiding principles and the specific problems of the Study Site.
10 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 3.2.1: Guiding Principles and Problems to be Tackled Problems to be tackled Guiding Principles Needs for housing, Grade-A office, Hotel - Development Needs and G/IC facilities Congested Environment and Lack of - Sustainable Planning and Green Building Design Leisure Place - Good Urban Design - Greening and Landscape Old District and Community - Echo and inherit the unique character and identity of Mong Kok - Building stronger community bonding and enhancing social inclusiveness
Poor walking environment - Integration, Connectivity and Walkability - Echo and inherit the unique character and identity of Mong Kok - Human scale, place making with focal interest and accessibility with good visual and physical connectivity Rich while congested traffic network - Integration and Connectivity
3.2.3 Development Needs Optimize Development Potential 3.2.3.1 As a prominent site with high visibility in a congested urban core that also serves as a key pedestrian route, the site’s development potential should account for connectivity and other urban design considerations. As technical constraints will limit the full utilization of the site exclusively for commercial uses, a development approach that balances between maximizing future uses and improving the urban environment would be considered optimal for the site’s development potential. 3.2.3.2 The candidate of uses will also play a major role in the identification of optimization of development potential at the Study Site. The Study Brief requires the Study Site to be redeveloped into a comprehensive development which includes residential, commercial/office/hotel, open space and/or Government, Institution or Community (GIC) facilities. The development potential of the Study Site will be different under different candidate of uses and in order to optimize the potential of the Study Site, the candidate of uses should be considered according to the site context, constraints, and the district characters etc.
Re-provision of Existing Facilities 3.2.3.3 A number of public facilities will need to be re-provided in the proposed development. These include provision of PTI facilities to relocate some of the X-B coaches and on-street public light buses (PLB) currently terminating in the Mong Kok area, re-provision of the MKGO car parking spaces and the public toilet near the FEHD office site, as well as the provision of public car parking spaces to compensate the loss of public car parking spaces from the temporary car park and public pedestrian networks within the proposed development, where appropriate.
11 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Provision of Grade-A Office and Mixed Commercial Uses 3.2.3.4 The Hong Kong Property Review 2015 2 published by Rating and Valuation Department (RVD) states that the vacancy rate of grade-A office at Yau Ma Tei/ Mong Kok area is only 1.9%, which is much lower than overall Kowloon (7%) and the territory (6.4%). This vacancy rate is also much lower than Sheung Wan (3.9%), Central (4.9%), Wan Chai/ Causeway Bay (4.8%), North Point/ Quarry Bay (3%) and Tsim Sha Tsui (3.7%). The low vacancy rate of Yau Ma Tei/ Mong Kok area reveals a demand of new grade-A office supply in the area. 3.2.3.5 With excellent connectivity and a location at the heart of Mong Kok, the Study Site has a strong potential to serve the needs for additional office, retail and possibly hotel spaces in the area. In particular, due to the centrality and prominence of the site, Grade-A office space and ancillary retail that is of the highest spatial standards is considered an appropriate use for the commercial development that will be realized within the Study Site. However, other uses such as hotel that meet the district and territorial demand for this type of commercial space should also be considered, giving the opportunity to inject vitality to Mong Kok.
Provision of Residential Uses 3.2.3.6 As illustrated in WP1, land supply of residential uses is in a deficit. The supply of residential uses within the Study Site should be well integrated into the planning and design theme of the options. The development of residential uses at the Study Site should be explored yet constraints on traffic noise and air quality impacts on the Study Site for such sensitive uses should be well taken into account. The district character of Mong Kok should also be a consideration factor for the provision of residential units in the Study Site.
3.2.4 Integration and Connectivity 3.2.4.1 In terms of integration and connectivity, the reprovision/improvement on the existing PTI shall be explored in order to improve the traffic condition and meeting the expectation of the public. Enhancement of the pedestrian network is also one of the fundamental considerations of this Study. Redevelopment of the Study Site should aim to clarify the flows of vehicular traffic utilizing the site. Design of the redevelopment of the Study Site should target to maximize integration with the existing pedestrian footbridge network. Enhanced pedestrian mobility is also key to improving the quality of the urban environment and contributing to a healthy lifestyle while also relieving some of the traffic congestion in the area. While mobility may be restricted due to the requirements of the PTI, clear and legible routes through the ground floor should be identified and incorporated into the overall pedestrian circulation network.
2 Hong Kong Property Review 2015, available at: http://www.rvd.gov.hk/doc/en/hkpr15/PR2015_full.pdf
12 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.2.5 Echo and inherent the unique character and identity of Mok Kok Activating and expanding street activities and identity 3.2.5.1 Mong Kok identity should be well integrated into the Study Site by adopting user- friendly and active street front design and open space environment. A gathering place with space where on-site activities should be considered in the design of options. The diversity of retail should also be accompanied by various types of entertainment such as cinema, open-air cafe and on-site activities. Hotel should be considered within the Study Site in order to provide more accommodation choice for tourists in facilitating the development of tourism in the area. Local problems shall be addressed and district needs shall be met as far as possible within the Study Site in response to the public aspiration on the redevelopment of the Study Site.
3.2.6 Building Stronger Community Bonding and Enhancing Social Inclusiveness of Mong Kok 3.2.6.1 Adequate GIC facilities should be provided to support the aged population and meet the need in the area. Other GIC facilities that are considered to be in a deficit by the authority should also be considered to be placed within the Study Site. Adequate space and daily facilities should be provided to enhance the social inclusiveness of the area.
3.2.7 Good Urban Design 3.2.7.1 The design of the development should respect the ‘20% Building Free Zone’, and adapt to the maximum height that would still permit views to the ‘20% Building Free Zone’ of the ridgelines. Redevelopment of the Study Site should also consider the integration with the surroundings so that the building form is compatible with the office context, supports the flows of pedestrians and capitalizes on its location to create an identifiable and vibrant destination. However, according to HKPSG, the Metroplan (1991) guidelines recommended 20% to 30% Building Free Zone below selected sections of ridgelines could be used as a starting point, but allowed flexibility for relaxation on individual merits and for special landmark buildings to give punctuation effects at suitable locations (referring to section 6.2.5 of the HKPSG). This flexibility allows the design of the development taking opportunity of the Site’s specific characteristics and location to provide relief to the congested Mong Kok area through reducing building bulk, provision of more POS and achieving better permeability and air ventilation in the local context especially at the pedestrian level.
3.2.8 Sustainable Planning and Green Building Design 3.2.8.1 To enhance the quality of the urban environment, the redevelopment should aim to retain and create, as much as possible, the significant visual corridors (i.e. Mong Kok Road) identified in the Study Site. It is also important for all development scheme options to follow the Sustainable Building Design Guidelines (SBDG). Green building design elements such as efficient energy and water use in a building and good indoor environmental quality should also be encouraged. This would be considered at the detailed design stage where appropriate.
13 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.2.9 Greening and Landscape 3.2.9.1 The junction of Argyle Street and Sai Yee Street lends itself well for an urban square or forecourt type of space. Consideration should be given to designing and provisioning of a convivial setting with decorative paving, integration of sufficient public art, sculptures and lush landscape elements between the main facades of the proposed building, interaction between the internal layout and the external usage of the forecourt as well as Argyle Street and Sai Yee Street to enhance the streetscape area and create a sense of place. 3.2.9.2 The OVTs currently present in the Study Site requires preservation during and after redevelopment. The OVT should be kept untouched and will be integrated into future design of the development.
14 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.3 Suitable Uses of the Study Site 3.3.1.1 According to the Study Brief, residential, commercial and GIC uses shall be considered in the formulation of initial development options. Yet in choosing the uses within the Study Site, each use must be considered carefully in rationalising the placing of uses within the Study Site. 3.3.1.2 Out of the uses suggested in the Study Brief, the Study Site is considered not suitable for industrial uses which are not compatible with the surrounding land uses.
3.3.2 Residential 3.3.2.1 As discussed in previous section, the possible residential use in the Study Site, being a sensitive receiver to noise and air quality impacts, shall be considered carefully, especially when the traffic noise from Argyle Street and Sai Yee Street is taken into account. Different design measures, including set-back, building orientation, building layout, single-aspect building etc., shall be considered in formulating the development scheme if residential uses are included. The special design building may however limit the optimization of the development potential of the Study Site.
3.3.3 Commercial 3.3.3.1 A diverse commercial uses including different kinds of retail, office and hotel shall be proposed in the initial development options in order to inherent the unique identity of Mong Kok. 3.3.3.2 Street front retail shall be proposed to echo with the unique on-street retail activities together with diverse mall functions in the area. Commercial uses will further enhance the image of vibrant Mong Kok as a shopping and entertainment district in Hong Kong.
3.3.4 GIC 3.3.4.1 Taken into account the characteristics of the Mong Kok area and the needs of the local community, opportunities shall be explored to provide GIC facilities in the Study Site. After consultation with Social Welfare Department (SWD), Home Affairs Department (HAD) and WSD, the following facilities are considered to be accommodated into the initial development options.
15 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 3.3.1: Requested GIC Facilities Development Total GFA (m2) Integrated Children & Youth Services Centre SWD 1,230m2
Neighbourhood Elderly Centre* SWD 667m2
Day Care Centre for the Elderly (60-place)* SWD 909m2 Integrated Community Centre for Mental Wellness* SWD 872m2 Customer Enquiry Counter @ WSD 240m2 100-placed Residential Care Home for the Elderly * SWD 3,046 m2 Community Hall^ HAD 1,100 m2#
Note * The above welfare facilities are subject to 24 m height restriction. @ WSD confirmed that the provision of the customer enquiry counter is no longer required at the Site. ^ The community hall should preferably have a minimum clearance height of 7.65m, with a seating capacity of 450. It should be provided with teakwood floor and good acoustic design. Major facilities include stage lighting, stage curtain, public address system and two badminton courts. Separate entrances, lift service and car-parking / loading / unloading facilities should preferably be provided. # The GFA of the community hall is calculated based on the estimated NOFA to GFA ratio of 1.8.
16 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.4 Common Design Elements 3.4.1.1 With a similar site configuration and requirements for the reprovision of specific facilities within the Study Site for all initial development options, specific elements of the design layout are common for all three options. These include:
3.4.2 Mong Kok Government Offices 3.4.2.1 The land covered by the KCRC deck is vested in KCRC and the Government has reserved the right to use the area atop the deck given that the railway operation is not interrupted. 3.4.2.2 Understanding that the area of MKGO is vested in KCRC, the relocation of MKGO, which involves the demolishing of the existing MKGO building will require liaising with KCRC and MTRC. The demolition of MKGO cannot affect existing structures of the MKES and the normal operation of the East Rail. Cautious measures and procedures are necessary to be taken although the demolition can be carried out after the land disposal of the developable area. 3.4.2.3 Relocation of MKGO also creates uncertainty on the structural capacity issues of the KCRC deck. Structural re-use possibility will require detailed assessment. The detailed assessment of the foundation shall not affect the operation of the East Rail Line and the structure of the deck, and hence permission from MTRC and KCRC is required. 3.4.2.4 Based on the above, the MKGO will be retained in all initial options.
3.4.3 MKGO Car Park at the KCRC Deck 3.4.3.1 The existing government car park (35 parking spaces3) of MKGO located on KCRC deck to the immediate south of MKGO is proposed to be relocated and incorporated into the proposed development of the Study Site. Due to the limited structural capacity of the KCRC deck, the relocation of the existing car park provides an opportunity for a comprehensive planning and design of the area with the adjacent piece of vacant land at the southern end as a POS on the deck which will be well integrated with the development with continuous connectivity within the POS.
3.4.4 Proposed POS on KCRC Deck 3.4.4.1 With constraints on structural capacity for topside development on the KCRC deck adjacent to the Study Site, the redevelopment of the piece of vacant land and the MKGO car park at the southern portion of the KCRC deck is designed with a different approach. 3.4.4.2 Amongst the key components of the proposed POS on the KCRC deck, the extensive 3,200m2 plaza will provide a transitional space for the pedestrians to Grand Century Place and the existing PTI on the KCRC deck, which is proposed to be enhanced with landscaping works, and for pedestrian circulation (Figure 3.4.1) to the elevated walkways leading to Sai Yee Street and Argyle Street as well as serving an area to
3 The latest number of the car parking spaces to be re-provided in the proposed development is confirmed to be 41 instead of 35 under the revised RDS.
17 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
host temporary events such as performances or outdoor markets that reflect the vitality of the street atmosphere in the wider district. 3.4.4.3 Depending on the development options and themes, additional civic amenities within the proposed POS may have the area of the existing car parking spaces for MKGO being converted into an open space for passive recreation and public performance with delineated garden areas that will function as entrance areas as well as outdoor extensions of indoor activities. The proposed POS is expected to contribute to reducing the severe deficit of POS in the area. 3.4.4.4 For the proposed performance activities, Environmental Protection Department (EPD)’s “Noise Control Guideline for Music, Singing and Instrument Performing Activities” requires noise level from the activities (including rehearsal and main event) not more than 10 dB(A) above the prevailing background noise level on the nearby noise sensitive receivers (NSRs) during 7am to 11pm. Noise from the activities should not be audible by the nearby NSRs during 11pm to 7am. With proper management measures, the proposed POS is suitable for performance activities.
3.4.5 Landscape Proposal 3.4.5.1 The primary connection of the proposed POS on the KCRC deck in north-south direction is designed as an intensively planted walkway with seating elements. It connects via two elevated landscaped walkways to the proposed development at the Site, creating direct pedestrian connection in the form of a subtle integration between the intensely built area of Mong Kok and the open green of Kadoorie Hill. 3.4.5.2 The landscape design of the development comprises hardscape plaza spaces, planted walkways and lush landscape rooms which provide flexible and attractive open space to the visitors and office workers in the immediate surroundings. The design also maximizes the green coverage visually softening the visibility of built form at ground level and creating an elevated open space network on multiple layers. Trees that are removed due to the redevelopment of the Study Site shall be compensated in the future POS. 3.4.5.3 A recognizable identity and character for the Study Site as a whole is recommended due to the regional importance of the area, its location as a transport hub and major access point to the district as well the scale of development. A clear and themed planting strategy will improve coherence and create a more holistic experience of the area.
3.4.6 Temporary Car Park at the Junction of Argyle Street and Luen Wan Street 3.4.6.1 The existing temporary open-air car park (70 parking spaces) at the junction of Argyle Street and Luen Wan Street under short-term tenancy is proposed to be reprovisioned into the proposed development at the Study Site.
18 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.4.7 The Proposed Additional PTI
Proposed Additional PTI 3.4.7.1 In order to cater for the local concern of consolidating the PLB and X-B coaches in the Mong Kok area, an additional PTI is proposed to be provided at the Study Site. The main access point is at the junction of Sai Yee Street/Mong Kok Road for the PTI which is solely for PLB and X-B coaches. The actual operation of the PTI is subject to TD’s further review. 3.4.7.2 The proposed PTI at ground level consists of eight X-B coach loading/unloading (L/UL) spaces in total to accommodate the existing and future routes. In addition, there are in total 30 PLB spaces to accommodate the existing and future demand (Figure 3.4.2). As shown, the PLB are proposed to be assigned to the northern side and the middle area of the PTI. The coaches will be concentrated in the southern side of the PTI. The layout is considered as preliminary and further enhancement will be carried out, subject to comments from various parties and stakeholders. 3.4.7.3 In order to fulfill Transport Department (TD)’s requirements, the preliminary layout concept of the proposed PTI will be in saw-tooth layout for efficient use of bus bays and layover facilities. There will be also a footpath with minimum 3m in width provided inside the PTI. 3.4.7.4 Under the preliminary assessment, the critical junctions around the Study Site, including the junctions of Sai Yee Street/ Argyle Street, Mong Kok Road/ Sai Yee Street and Argyle Street/Luen Wan Street/Yim Po Fong Street are still working within capacity at present. Nevertheless, it is not recommended to relocate all the nearby PLB termini stands to the proposed development at the Site to avoid overloading these major road junctions. 3.4.7.5 The provision of air-conditioned waiting area should be considered in the proposed PTI. This will enhance the waiting environment of the passengers in the PTI. The concept of air-conditioned waiting area for the PTI to better serve the public is to be further explored.
Proposed X-B Coaches and Heavy Goods Vehicles (HGV) Loading/Unloading (L/UL) Areas at B1 3.4.7.6 The area for X-B coach parking and stacking is proposed to be on the Basement 1 (B1) floor as suggested by TD, together with the area for HGV L/UL. The ingress/egress point of the B1 floor will be at Luen Wan Street. The layout and total number of bays will be the same under the three initial options. 3.4.7.7 In the preliminary layout of B1, it is proposed to have two areas: one for HGV L/UL and one for X-B coaches parking. In this layout, there are a total of 43 bays available (Figures 3.4.3). The distribution in the provision of HGV and coach bays will be different between each option. The area for X-B coaches can be regarded as public car park for coaches.
19 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.4.8 Vehicular/ Pedestrian Circulation Proposal
Proposed Vehicular Circulation 3.4.8.1 With the proposed ingress/egress point for the additional PTI at the junction of Mong Kok Road / Sai Yee Street, most of the vehicles (or coaches) will head southbound on Sai Yee Street and take left turn to PTI at the junction, or simply via Mong Kok Road and travel straight to the PTI. For departing, the vehicles or coaches will leave the PTI and head southbound on Sai Yee Street, and make turn movements to Argyle Street and access to the east or to the west of the site (Figures 3.4.4a and 3.4.4b).
Existing, Planned and Proposed Pedestrian Circulation towards the Study Site 3.4.8.2 There are four major MTR stations currently within and near the Study Area, namely MKES, Mong Kok Station, Prince Edward Station and Yau Ma Tei Station. Major pedestrian flow should be addressed for the four stations. Besides walking at-grade, footbridge system is another crucial media of pedestrian circulation within the area (Figure 3.4.5). The connections are summarized at the table below:
Table 3.4.1 Pedestrian Connections towards the Study Site Connections Status Levels Mong Kok Road/ Bute Street Existing Elevated Footbridge Argyle Street Railway Footbridge Existing Elevated Argyle Street/ Sai Yee Street Junction Existing At grade Argyle Street/ Luen Wan Street Existing At grade Proposed Argyle Street Footbridge Proposed by TD Elevated Possible underground connection at Proposed by Geotechical Underground Fife Street Engineering Office (GEO)/ Civil Engineering and Development Department (CEDD)* Note: * As advised by CEDD, the “possible underground connection” is not going to be implemented under the “Territory-wide Study on Underground Space Development in the Urban Areas of Hong Kong”.
3.4.8.3 In general, pedestrians from Prince Edward Station shall head south from Nathan Road and turn east to Bute Street, or route through Prince Edward Road West to Sai Yee Street, both connecting to the existing Mong Kok footbridge system, which directly leads to MKES. 3.4.8.4 Pedestrians from Yau Ma Tei Station can head north through Nathan Road and reach the existing footbridge system on Mong Kok Road, thus connecting the MKES. However, with the operation of the proposed footbridge at Argyle Street, it certainly will benefit the pedestrians especially those passengers who prefer walking through Argyle Street and Sai Yee Street to MKES. The travel time for pedestrians from Argyle Street/Sai Yeung Choi Street South to Mong Kok Road/Sai Yee Street would be reduced to about 4.8 minutes with account of the free flow.
20 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.4.8.5 The proposed footbridge along Argyle Street is proposed to be further extended and connect with the podium of the proposed development 4 . The connection will facilitate the pedestrian movement from the existing MKES to the Mong Kok Station and may divert pedestrian flow to the proposed footbridge.
Barrier Free Facilities
3.4.8.6 In order to enhance walkability, uninterrupted access including lifts, aged friendly and barrier-free access among various POS, the proposed residential/ commercial, G/IC facilities, the MKES and the surroundings will be provided wherever technically possible.
Pedestrian Circulation within the Study Site 3.4.8.7 The proposal optimizes the possibility to extend the elevated footbridge system through the proposed development directly to the proposed POS on the KCRC deck and towards MKES and Grand Century Place to facilitate pedestrian circulation. Barrier free connections will be provided along the routes (Diagram 3.4.1, more detailed pedestrian connections are shown under each option). 3.4.8.8 The existing Mong Kok Road footbridge will be connected to the Study Site by a proposed footbridge. Pedestrian connections within the proposed development will be proposed and bring pedestrians to the proposed POS on the KCRC deck/MKES, as well as the proposed PTI in the development through multi-level pedestrian connections. This footbridge will be open 24-hour for public use. 3.4.8.9 The Luen Wan Street Sitting-out Area will be retained as a POS, and directly connected not only towards Argyle Street and Bute Street, but also to the POS within the proposed development. 3.4.8.10 The existing pedestrian connection between MKES and Yim Po Fong Street via the KCRC deck will be kept, which will go through the proposed POS on the KCRC deck. The existing elevated footbridge along Bute Street brings pedestrians from the north to MKES. 3.4.8.11 A proposed elevated footbridge across Argyle Street to Mong Kok south area will provide an opportunity for the development to connect at the elevated pedestrian level with the planned Argyle Street Footbridge, connecting Argyle Street with MKES through the development.
4 Under the latest scheme, it is proposed to construct a footbridge from the proposed development across Argyle Street to the Mong Kok area south of the Site with provision to allow connection with the proposed footbridge along Argyle Street being pursued separately by Highways Department.
21 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Connection to Yim Po Fong Street
Connection to Grand Century Place Connection to Planned Footbridge
Connection to possible Connection underground to MK Road passage Footbridge
Diagram 3.4.1 Pedestrian Circulation within the Study Site
3.4.9 Traffic Improvement Proposal 3.4.9.1 Based on the proposed new PTI and the current PTI, the following measures are proposed under the initial development options to improve the existing traffic condition near the Study Site. 3.4.9.2 Sai Yee Street currently is considered substandard. The width of traffic lanes at Sai Yee Street near the junction with Argyle Street cannot fulfil the present requirement. It is proposed to increase the widths to standard lane width. One of the traffic measures is to set back the kerbline along Sai Yee Street for additional carriage lanes. As a result, 4 sub-standard lanes are converted to 4 standard lanes near the Sai Yee Street and Argyle Street Junction. Similar approach to set back the kerbline for additional lane is also proposed along Argyle Street (Figure 3.4.6). Chapter 5 provides details of the technical assessment on the proposed road widening works. 3.4.9.3 Mong Kok Road currently has 1 left-turn lane and 2 right-turn lanes; upon the proposed new PTI being constructed at the junction of Mong Kok Road and Sai Yee Street, it is recommended to amend the left-turn lane into all-way-movement lane. So that there will be 3 traffic lanes that will be able to provide right turn (Figure 3.4.6). 3.4.9.4 Another access point at Luen Wan Street is proposed to allow vehicles for the development, public parking, X-B coach parking, as well as L/UL to enter to the development with separate ingress/egress apart from the PTI at ground floor level to avoid further aggregate the traffic congestion situation at Sai Yee Street and nearby road junctions.
22 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.4.10 Reprovision of Public Facilities 3.4.10.1 Other existing public facilities will also be re-provided within the Study Site. These include the public toilet as well as the car park for the MKGO and the temporary public car park currently at Luen Wan Street. The proposed development will also host the proposed PTI for the relocation of some of the nearby on-street PLB stands and X-B coach termini in the area.
3.4.11 Streetscape Configuration 3.4.11.1 To improve the pedestrian environment, facilitate vehicular circulation and enhance the streetscape along both Sai Yee Street and Argyle Street, new public footpath with amenity area has been incorporated in the layout of all the options. Along both Argyle Street and Sai Yee Street, a width of 7.5m in total (including 3m for amenity planting strip and 4.5m for footpath) has been allocated for streetscape improvement to widen the pedestrian mobility route which is currently about 3m and provide visual relief by providing trees lining along the edge of these busy roads (Figure 3.4.7). Along Sai Yee Street, a supplementary vehicular lane has been added along the edge of the Study Site to improve vehicular circulation. Chapter 5 provides details of the technical assessment on the proposed road widening works.
23 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.5 Initial Development Option A: Residential Focus
3.5.1 Planning and Design Proposal 3.5.1.1 With the realization of hustle living style in the Mong Kok area, the option will provide an urbanized metropolitan living style with high-rise and high-intensity domestic structure for the residents in the Study Site. 3.5.1.2 The development will compose of modern domestic structure serving with a well- equipped shopping centre while retail products ranging from daily commodities to electronic appliance and trendy latest playthings will be available at close proximity at Mong Kok. 3.5.1.3 The proposed development is also convenient given the multiple transportation choices available including the East Rail service, the existing PTI and the proposed new PTI at the development. The public transportation facilities will serve the residents and also other general public by providing direct connections to other places of the territory and even the boundary crossing points to Shenzhen. 3.5.1.4 Public open space will be provided for the enjoyment of the general public and for the provision of a joyful and pleasant living atmosphere to the residents of the proposed development (Diagram 3.5.1)
Diagram 3.5.1: Option A – Development Concept
24 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.5.2 Planning Merits and Demerits
Merits 3.5.2.1 The option will provide a fast and ready housing supply to cater for the shortage of housing and the strong demand of housing needs. 3.5.2.2 Welcoming and pleasant sizable public space will be provided within the Study Site. 3.5.2.3 Convenient transportation network favouring the commuting of residents and locals to and from the Study Site. 3.5.2.4 Convenient locations for the residents and locals in accessing to the well-equipped shopping centre at the podium of the development and also the diverse types of commodities available at Mong Kok. 3.5.2.5 The pedestrian movement is well connected through the existing and proposed footbridge system at Mong Kok Road and Argyle Street to enhance the people movement towards the Study Site (Figures 3.5.1 and 3.5.3).
Demerits 3.5.2.6 The option can hardly inherit the vibrant Mong Kok identity. The identity of vibrant, compact and energetic environment will create noise nuisance to the future residents. Vibrant performance activities which are currently happening at the streets of Mong Kok will not be provided in the option. 3.5.2.7 The proposed private domestic buildings will require privatization of pedestrian connections for the residents. Private pedestrian connections will diminish the public connectivity efficiency within the development. 3.5.2.8 The option can hardly enhance the tourism activities in the Mong Kok area due to the privatized arrangement of residential uses. 3.5.2.9 Given the Site is located in urban area with high traffic volume in the vicinity, development at the Site may be impacted by the traffic emission in terms of air quality and traffic noise. Extensive at-source mitigation measures including buffer area, cantilevers projecting beyond the site boundaries, etc., may be required for residential development. In addition, at-receiver mitigation measures including special arrangement such as single aspect design, special layout, acoustic windows and acoustic balconies may also be required. As such, development potential of the Site may not be able to maximize.
3.5.3 Design Concept 3.5.3.1 The option is basically to maximize the production of domestic flats in the Study Site under the high territorial housing demand while taking care to mitigate air pollution and noise nuisances from the surrounding busy streets of Sai Yee Street and Argyle Street and also the East Rail.
25 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diagram 3.5.2: Option A – Urban Design Concept 3.5.3.2 The development potential of the Study Site under the composite uses is maximized by adopting the maximum plot ratio (PR) of 9 allowed under “Residential (Group A)” zone of the draft Mong Kok OZP No. S/K3/30. 3.5.3.3 In addition to the common design elements, the key characteristics (Figures 3.5.1 to 3.5.6) of this option are:
· A mixed development uses including residential, office and retail; · All OVTs considered worthy of preservation within the Study Site are retained in- situ; · Strategically located at-grade public open space at the corner of Argyle Street and Sai Yee Street; · Enhanced MKES deck along with the proposed POS on the KCRC deck for the provision of public space and enhanced existing PTI facilities; · Multi-level pedestrian connections from street level to footbridges system; · Provision of atrium space in commercial podium for vertical pedestrian transition between Mong Kok Road elevated walkway and existing MKES entrance level; and · Additional PTI facilities within the development to host X-B coaches and PLB.
26 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.5.4 Key Development Parameters 3.5.4.1 Key development parameters of Development Option A are provided in Table 3.5.1 below. Figures 3.5.1 to 3.5.6 show the details.
Table 3.5.1: Development Option A – Development Parameters
Development Site Area (m2) (about) 11,600 Plot Ratio 9 GFA (m2) – Total 104,400 Residential 52,200 Commercial 36,732 GIC 5,018 PTI and Public Car Park 10,450 Site Coverage (%) – At grade 65 Coverage (%) – By towers 27 Max. Building Height (mPD) 145 POS within the Site (m2) – Total (Figure 3.5.2) 4,550 Podium Deck at 13mPD 1,350 Entrance Plaza 3,200 POS adjacent the Site on KCRC Deck (m2) (about) (Figure 3.5.2) 3,200
3.5.4.2 The distribution of domestic and non-domestic GFA is based on the following considerations:
· Capping of total PR to 9; · lowest three floors (excluding basement floors) for non-domestic uses (as permitted under “R(A)” zone); and · limit on maximum building height under regulation 31 of the Building (Planning) Regulations (B(P)R) with respect to minimum requirements of windows for natural lighting and ventilation.
3.5.4.3 Diagram 3.5.3 below illustrates the requirement between building height and facing windows under regulation 31 of B(P)R.
27 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diagram 3.5.3: Regulation 31 under Cap 123F Building (Planning) Regulations
28 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.6 Initial Development Option B: Mixed-use Commercial Focus
3.6.1 Planning and Design Proposal 3.6.1.1 Inheriting the local Mong Kok retail identity, the option will serve as a new commercial landmark at Mong Kok with vibrant street activities including diverse types of on-site performance, street-front shopping experience and on-street dinning. 3.6.1.2 The public open space provided within the Study Site will serve different types of activities, passive and active, serving different purposes and functions to capture both the needs for rest and leisure place in Mong Kok and the dynamic street characters. 3.6.1.3 The proposed development will be supported by multiple transportation choices, including the MKES and the nearby MTR stations, existing PTI on the KCRC deck and the proposed PTI at the Site, which will favour the Site to become a new social gathering hub of Mong Kok, allowing tourists and locals to commune conveniently in and out the Site and access easily to the vibrant Mong Kok distinctive retail activities through the seamless pedestrian connections and to the rest of the territory as well (Diagram 3.6.1).
Diagram 3.6.1: Option B– Development Concept
29 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.6.1.4 Modern high-rise and high-density office spaces will also be provided within the Study Site in order to diversify the commercial uses within the Study Site.
3.6.2 Planning Merits and Demerits
Merits 3.6.2.1 The option will inherent the Mong Kok identity through injecting diversified commercial activities and bringing in the energetic, vibrant and trendy street activities of Mong Kok. The development layout will facilitate the interaction between POS and other on-site activities including on-street shopping, dining, art installation and performance to promote social gathering and networking of the users. 3.6.2.2 Diverse types of public open space will be provided within the Study Site. Adequate amount of public open space will be provided for leisure purpose while spaces are also reserved to actively interact with the retail facade of the proposed development. The problem of congested environment and lack of leisure places will be relieved and the needs for bringing in the retail characters of Mong Kok can also be met. 3.6.2.3 Convenient transportation network favouring the commuting of visitors and locals to and from the Study Site will be provided in the option. 3.6.2.4 To provide convenient locations for shopping activities for the visitors, workers and locals including the shopping centre at the podium, the shopping arcade and also the energetic on-street shopping experience at the retail facade of the development. 3.6.2.5 The pedestrian movement is well connected through the existing and planned footbridge system at Mong Kok Road and Argyle Street to enhance the people movement between the Study Site and the diverse types of commodities available at Mong Kok. 3.6.2.6 The diverse commercial activities, convenient pedestrian connectivity and the incorporation of Mong Kok identity will assist further development of tourism in the area. Provision of hotel will also provide more choices of accommodation to the tourists. 3.6.2.7 Minimal development of the MKES deck for the provision of a POS to prevent overloading of the existing foundation. Should further development be erected on the deck, detailed structural investigation would need to be taken.
Demerits 3.6.2.8 GIC facilities are provided under the option, reducing the salable GFA of the development. 3.6.2.9 Public perception of overcrowdingness resulted from the massive footprint of the 145mPD building. 3.6.2.10 The high-rise tower may have overshadowing effect on the surrounding developments. The openness of the Site would be less welcoming than the existing situation.
30 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.6.3 Design Concept 3.6.3.1 The design responds to multiple needs integrating retail, grade-A office and hotel uses into the development (Diagram 3.6.2).
Diagram 3.6.2: Option B– Urban Design Concept
3.6.3.2 The development potential of the Study Site under the commercial uses is maximized by adopting the maximum PR allowed under “Commercial (1)” zone of draft Mong Kok OZP No. S/K3/30. 3.6.3.3 The key characteristics (Figures 3.6.1 to 3.6.5) of this option are:
· A mixed development including hotel, office, retail and G/IC facilities; · Triple towers arrangement with all towers reaching 145mPD and not intruding the “20% Building Free Zone”; · All OVTs considered worthy of preservation within the Study Site are retained in- situ;
31 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
· Strategically located at-grade public open space at the corner of Argyle Street and Sai Yee Street; · Interstitial ground-level pedestrian link from Sai Yee Street to Luen Wan Street; · Multi-level pedestrian connections from street level to footbridges system; · Enhanced KCRC deck along with the proposed POS on KCRC deck for the provision of public space and enhanced existing PTI facilities; and · Additional PTI facilities within the development to host X-B coaches and PLB.
3.6.4 Key Development Parameters 3.6.4.1 Key development parameters of Option B are provided in Table 3.6.1 below. Figures 3.6.1 to 3.6.5 show the details.
Table 3.6.1: Development Option B – Development Parameters Development Site Area (m2) (about) 11,600 PR 12 GFA (m2) – Total 139,200 Commercial 123,732 GIC 5,018 PTI and Public Car Park 10,450 Site Coverage (%) – At grade 65 Coverage (%) – By towers 48 Max. Building Height (mPD) 145 POS within the Site (m2) – Total (Figure 3.6.5) 3,850 Podium Deck at 23mPD 1,350 Entrance Plaza 2,500 POS adjacent the Site on KCRC Deck (m2) (about) (Figure 3.6.5) 3,200
32 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.7 Initial Development Option C: Mixed-use Commercial Focus
3.7.1 Planning and Design Proposal 3.7.1.1 Similar to Option B, this option inherits the local Mong Kok retail identity and serves as a new commercial landmark at Mong Kok with its built form and vibrant street activities including diverse types of on-site performance, street-front shopping experience and on-street dinning while creates a commercial hub at Mong Kok. 3.7.1.2 Largest amount of public open space to be provided within the Study Site among the options with different types of activities, passive and active, serving different purposes and functions to capture both the needs for rest and leisure place in Mong Kok and the dynamic street characters.
Diagram 3.7.1: Option C– Development Concept
33 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.7.1.3 The proposed development will be supported by multiple transportation choices, including the MKES and the nearby MTR stations, existing PTI on the KCRC deck and the proposed PTI at the Site, which will favour the Site to become a new social gathering hub of Mong Kok, allowing tourists and locals to commune conveniently in and out the Site and access easily to the vibrant Mong Kok distinctive retail activities through the seamless pedestrian connections and to the rest of the territory as well. 3.7.1.4 A modern high-rise and high-density commercial building will be provided to maximize the development potential within the Study Area. The commercial building will be accompanied by hotel which will capture high-end business customers who are working for companies operating in grade-A offices.
3.7.2 Planning Merits and Demerits
Merits 3.7.2.1 The option will inherit the Mong Kok identity through injecting diversified commercial activities and bringing in energetic, vibrant and trendy street activities to Mong Kok. The development layout will facilitate the interaction between POS and other on-site activities including on-street shopping, dining, art installation and performance to promote social gathering and networking of the users. 3.7.2.2 A landmark building with height reaching 230mPD breaking through the ridgeline creating an eye catching built form with stepped building height profile gradually descending from Argyle Street towards Hong Kong and Kowloon Chiu Chow Public Association Secondary School. 3.7.2.3 Diverse types of public open space will be provided within the Study Site. Largest amount of public open space will be provided for leisure purpose due to the minimized building footprints of the towers. Spaces are also reserved to actively interact with the retail facade of the proposed development. The problem of congested environment and lack of leisure places will be relieved and the needs for bringing in the retail characters of Mong Kok can also be met. 3.7.2.4 Convenient transportation network favouring the commuting of visitors and locals to and from the Study Site will be provided in the option. 3.7.2.5 To provide convenient locations for shopping activities for the visitors, workers and locals including the shopping centre at the podium, the shopping arcade and also the energetic on-street shopping experience at the retail facade of the development. 3.7.2.6 The pedestrian movement is well connected through the existing and planned footbridge system at Mong Kok Road and Argyle Street to enhance the people movement between the Study Site and the diverse types of commodities available at Mong Kok. 3.7.2.7 The diverse commercial activities, convenient pedestrian connectivity and the incorporation of Mong Kok identity will assist further development of tourism in the area. Provision of hotel will also provide more choices of accommodation to the tourists.
34 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.7.2.8 Minimal development of the MKES deck for the provision of a POS to prevent overloading of the existing foundation. Should further development be erected on the deck, detailed structural investigation would need to be taken. 3.7.2.9 Provision of a visual corridor along Fife Street through the proposed POS on top of the podium deck. More public open space at podium/low level with smaller building footprints of building blocks on top allows better air ventilation and visual permeability.
Demerits 3.7.2.10 GIC facilities are provided under the option, reducing the salable GFA of the development. 3.7.2.11 Public perception of overcrowdingness resulted from the 230mPD high-rise building. 3.7.2.12 The high-rise tower may have overshadowing effect on the surrounding developments. The openness of the Site would be less welcoming than the existing situation.
3.7.3 Design Concept 3.7.3.1 The design responds to multiple needs integrating retail, grade-A office and hotel uses (Diagram 3.7.2).
Diagram 3.7.2: Option C– Urban Design Concept
35 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.7.3.2 The key characteristics (Figures 3.7.1 to 3.7.5) of this option are:
· A mixed development including hotel, office, retail and G/IC facilities; · Stepped height profile with the highest tower reaching 230mPD as a landmark building; · Smaller footprints for the buildings compared with Option B allowing larger visual corridors, air paths and public open spaces; · All OVTs considered worthy of preservation within the Study Site are retained in- situ; · Strategically located at-grade public open space at the corner of Argyle Street and Sai Yee Street; · Interstitial ground-level pedestrian link from Sai Yee Street to Luen Wan Street; · Multi-level pedestrian connections from street level to footbridges system; · Provision of an additional visual corridor along Fife Street; · Enhanced KCRC deck along with the proposed POS on KCRC deck for the provision of public open space and enhancement of the existing PTI facilities; and · Additional PTI facilities within the development to host X-B coaches and PLB.
3.7.4 Key Development Parameters 3.7.4.1 Key development parameters of Option C are provided in Table 3.7.1 below. Figures 3.7.1 to 3.7.5 show the details.
Table 3.7.1: Development Option C – Development Parameters Development Site Area (m2) (about) 11,600 PR 12 GFA (m2) – Total 139,200 Commercial 123,732 GIC 5,018 PTI and Public Car Park 10,450 Site Coverage (%) – At grade 65% Coverage (%) – By towers 34% Max. Building Height (mPD) 230 POS within the Site (m2) – Total (Figure 3.7.5) 5,650 Podium Deck at 13mPD 1,600 Podium Deck at 23mPD 1,350 Entrance Plaza 2,700 POS adjacent the Site on KCRC Deck (m2) (about) (Figure 3.7.5) 3,200
36 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.8 Evaluation Methodology 3.8.1.1 The three initial development options have been evaluated to establish the RDS for the Study Site. The evaluation methodology was based on qualitative assessment approach under which the relative merits and shortcomings of all the options were appraised against a set of evaluation criteria.
3.9 Evaluation Criteria 3.9.1.1 The principles formulated for guiding the planning and design process have been condensed into a series of evaluation criteria for qualitative assessment of the options.
Table 3.9.1: Evaluation Criteria Criteria Description Benefit to the public What existing problems in Mong Kok and the territory are resolved and what public gains are provided under the option? Enhance Community Resilience To what degree does the design cater for the local community’s needs and provide opportunities to enhance social bonds? Development Potential How does the design option perform in terms of GFA production? Promote Pedestrian Mobility How comprehensive is the pedestrian mobility system? Effect on Junctions’ Capacity How does the design option affect the junctions’ capacity around the Study Site? Respect Views to Ridgelines Does the option preserve the “20% Building Free Zone” along the Beacon Hill and Lion Rock ridgelines? Integration with Urban Context How does the design layout respond to the surroundings of Mong Kok’s urban fabric, Kadoorie Hill backdrop and proximity to Grand Century Place? Promote Visual Permeability Are the key visual corridors preserved? Promote Air Permeability How does the option respond to air ventilation requirements? Sustainable Building Design Does the option suitably take on-board the SBDG to improve air Guidelines ventilation and site greening? Provide Quality Public Realm Does the option provide opportunities for improvement of the quality of public space? Preservation of Old and Valuable Under what conditions are the OVTs preserved? Trees Additional Patronage on East Does the proposed development induce significant loading on Rail Line East Rail Line?
37 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.10 Summary of Assessment 3.10.1.1 Table 3.10.1 below provides a comparison of basic development parameters for Initial Development Options A, B and C.
Table 3.10.1: Comparison of Basic Development Parameters Initial Option A Initial Option B Initial Option C Development Site (m2) (about) 11,600 11,600 11,600 Plot Ratio 9 12 12 Max. Building Height (mPD) 145 145 230 GFA (m2) – Total 104,400 139,200 139,200 Residential 52,200 - - Commercial 36,732 123,732 123,732 GIC 5,018 5,018 5,018 PTI and Public Car Park 10,450 10,450 10,450 Site Coverage (%) – At grade 65 65 65 Coverage (%) – By towers 27 48 34 Max. Building Height (mPD) 145 145 230 POS within the Site (m2) - Total 4,550 3,850 5,650 Podium Deck at 13mPD - - 1,600 Podium Deck at 23mPD 1,350 1,350 1,350 Entrance Plaza 3,200 2,500 2,700 POS adjacent the Site on KCRC Deck 3,200 3,200 3,200 (m2) (about) 3.10.1.2 In the evaluation of the options, conclusion has been drawn from the qualitative assessment of the options. While in some respects there is clear preferred quality/ performance, all the options have merits that should be considered in formulating the RDS.
Table 3.10.2: Summary of Options Assessment
Criteria Initial Option A Initial Option B Initial Option C Benefits to the Yes Yes Best public Enhance Fine with some GIC Fine with some GIC Fine with some GIC Community facilities facilities facilities Resilience Development Residential focus with a Mixed-use commercial focus Mixed-use commercial focus Potential maximum PR of 9 with a maximum PR of 12 with a maximum PR of 12 Promote Pedestrian Provides links between Provides links between Provides links between Mobility MKES, existing Mong Kok MKES, existing Mong Kok MKES, existing Mong Kok Footbridge System and Footbridge System and Footbridge System and proposed Argyle Street proposed Argyle Street proposed Argyle Street Footbridge Footbridge Footbridge Effect on Better performance than the Performance is acceptable Performance is acceptable Junctions’ other options Capacity Respect Views to All towers do not intrude All towers do not intrude Two towers extend into Ridgeline into ‘‘20% Building Free into ‘‘20% Building Free ‘‘20% Building Free Zone’’ Zone’’ Zone’’ of the Beacon Hill and Lion
38 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Criteria Initial Option A Initial Option B Initial Option C Rock ridgelines Integration with Large façade surface area Large façade surface area Achieves better integration Urban Context minimizes integration with minimizes integration with at tower and street levels surrounding urban form surrounding urban form Promote Visual Large façade surface area Large façade surface area Visual corridor from ground Permeability blocks panoramic view of blocks panoramic view of level of Fife Street to Mong Kok skyline Mong Kok skyline Kadoorie Hill with sky is preserved Promote Air Worst among the options Better than Option A and Best among the options Permeability worse than Option C Sustainable Equal Equal Equal Building Design Guidelines Provide Quality Provides context-driven Provides the least total Provides the largest total Public Realm public realm amount of open spaces amount of open space Preservation of Old Trees preserved in-situ Trees preserved in-situ Trees preserved in-situ and Valuable Trees Additional Insignificant Insignificant Insignificant Patronage to East Rail Line
39 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.11 Formulation of Recommended Development Scheme
3.11.1 Design Approach Summary 3.11.1.1 Based on the evaluation of the options, the most preferable option of the three initial options will be adopted as the RDS. As the evaluation has pointed out, Options B and C provide a variety of land uses including office, hotel and retail/dining facilities that would better optimise the prime location and capitalize on the commercial context of the district than Option A. In this regard, both B and C are preferable to Option A and thus a mix of compatible uses should be adopted for the RDS. 3.11.1.2 In terms of building height and preservation of the “20% Building Free Zone” below the ridgelines, Option A as well as Option B remain under the allowable height of 145mPD without penetrating into the “Building Free Zone”. Option C will protrude into the “Building Free Zone” but is allowed in accordance with the HKPSG on individual merits and for special landmark buildings at suitable locations. Options A and B perform better in preserving the “Building Free Zone”, but at the cost of reduced visual permeability at the pedestrian level and a larger building bulk. 3.11.1.3 With regard to the distinct urban form for each option according to the evaluation, overall Option C performs relatively better than Options A and B. The evaluation includes aspects on urban design, visual impact and air ventilation. Specifically the towers of Option B appear more bulky and cover a larger portion of the viewing horizon, limiting the visibility from the street-level towards Kadoorie Hill and from the KCRC deck level towards the Mong Kok skyline. Qualitative assessment of air ventilation performance reveals that due to larger volume the towers of Options B and C, a larger wind shadow would be cast on the surrounding area. However, due to the relatively less bulky form of the towers under Option C, Option C would be preferable to Option B. The building gap between the central tower and the tower at the south in Option C is 22m and that in Option B is 15m respectively. The building gap of Option C can therefore facilitate better wind penetration to the area than Option B. 3.11.1.4 In terms of the low-zone of the initial options, the relatively compact footprint of the podium in Option C is preferable to Options A and B. The configuration of Option C’s podium which includes several positive features such as the visual extension of Fife Street into the Study Site permits better views from ground level to the Kadoorie Hill backdrop, facilitates wind penetration and creates opportunities to extend the urban scale of the existing urban areas into the new development. 3.11.1.5 As far as open space is concerned, the evaluation reveals that certain characteristics of Option C such as the arrangement of open spaces and the quantity of open space in Option C are elements that favourably compared with the other two options. Specifically, the visual extension of Fife Street to Luen Wan Street in Option C and the sheer quantity of open space in Option C would benefit the development and quality of the public realm. 3.11.1.6 The 35mPD GIC tower in Option C is also better in design compared with that in Options B and A. The lower GIC tower favors wind penetration and minimizes the overshadowing effect on the Hong Kong and Kowloon Chiu Chow Public Association Secondary School at the north of the Site.
40 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.11.1.7 All options consider the relocation of existing public facilities within the extent of the proposed development in a similar way and therefore none of the three options are more preferable on this aspect. 3.11.1.8 The broad evaluation reveals that the design and layout of the tower blocks under Option B presents several drawbacks in terms of air ventilation, visual permeability and integration with the surrounding urban form. Overall, Option C is comparatively better performed than Options A and B. With the intention to optimize the development potential of the Site while maximize the benefits for the surrounding community and minimize adverse impacts of the development, a PR of 12 will be adopted which is in line with the maximum PR suggested in the Metroplan for Kowloon’s urban areas and the maximum PR for commercial zoning under the Mong Kok OZP. 3.11.2 Researches of Alternative Options
Hybrid Uses Option
3.11.2.1 Additional research has been conducted to investigate the possibility for a hybrid RDS, combining the merits of having the residential component of Option A with the merits of the commercial component in Option C. Several drawbacks have been identified in relation to the feasibility of this hybrid option (Diagram 3.11.1).
Diagram 3.11.1: Hybrid Residential Commercial Mixed Use
41 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3.11.2.2 As explained, the GFA production per floor is significantly lower for the residential component compared to the office component which is mainly due to the narrower width of residential buildings. Thus, if the building heights for the two tall towers are retained at the maximum as under Option C (i.e. 230mPD and 165mPD), the overall GFA production would be reduced which leads to a reduced PR. 3.11.2.3 Similar to Option A, the GFA production per floor in the residential tower is around 700m2 per floor compared to 1,690m2 per floor of the office tower for the central tower under Option C. The maximum height of this tower allows 40 residential storeys compared to 30 office storeys resulting in an overall GFA reduction of 22,700m2 as compared to Option C with a PR of 12. Pursuing these parameters for the RDS would therefore result in a PR of 10 thus not utilizing the Site to its optimal development potential. 3.11.2.4 To allow the full use of the Site’s development potential, it would require an additional 33 residential storeys (and an additional refuge floor) which would result in an increase in height of around 107m to generate a maximum building height of around 270mPD which would rise well above the ridgeline backdrop. The added height would also mean that the key massing of the Site would shift towards the narrower Sai Yee Street as compared with the wider Argyle Street in Option C. This will be inevitably detrimental to the urban design and visual impact of the development as the 270mPD residential tower would be immediately adjacent to existing residential buildings within Mong Kok’s urban grid making the development further incompatible with surrounding context. 3.11.2.5 To achieve the full development potential of the Site by placing the additional residential storeys as an additional tower at the northern edge of the Site (similar to the northernmost commercial tower in Option A) would result in non-compliance with the daylight regulations according to the B(P)R. Moreover, an additional tower would reduce some of the merits of Option C in terms of minimizing adverse visual impact and improved air ventilation. 3.11.2.6 While it is acknowledged that residential component would go some way to balance the sometimes contradictory demands for new land uses in the district, the overall impacts on the urban design and visual integration of this proposal would be reduced as compared with Option C. Furthermore, the proposed residential uses would also have impacts on the range of uses at the podium-level open spaces (that would need to adopt a passive character) as well as present a façade towards Sai Yee Street that would require substantial mitigation measures, i.e. single aspect facade facing Sai Yee Street, to avoid the future residents from being affected by the noise nuisance. 3.11.2.7 Thus, given the character of the district, the position of the Site between MKES and the district’s popular commercial areas and the aforementioned issues, it is suggested that the RDS only adopts commercial uses.
42 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Allocation of Residential Care Home for the Elderly (RCHE) into the Options
3.11.2.8 Under Options A, B and C, RCHE is not desirable to be accommodated into the development. In order to accommodate the RCHE into the Site, an alternative podium design has been developed based on Option C which is the RDS in meeting the requirements of 24m height restriction, openable windows and noise level limits for RCHE.
Diagram 3.11.2: Alternative Layout for RCHE
3.11.2.9 The design allows the RCHE to be located at the northern edge of the Site, with windows perpendicular to Sai Yee Street and facing the adjacent school. The tower in front could provide some screening effect from the road traffic noise from Argyle Street, the facade could also be relocated towards Luen Wan Street. Together with the extended podium towards Argyle Street and special design features, including orientation of windows, architectural fins and special design windows, the location of the RCHE will effectively reduce noise impacts from major roads. However, all retail space at the podium will need to be sacrificed under this design. 3.11.2.10 Taking into account the limited floor area that could be reserved for welfare uses, the competing demands for welfare facilities at the Site, and the environmental concerns on poor air quality and noise that might impact the RCHE, the provision of RCHE at the Site is undesirable and will not be pursued.
3.11.3 Recommended Development Scheme 3.11.3.1 Based on the findings of the evaluation on the initial options and further assessment for formulating the RDS, Option C is considered to be the scheme to be brought forward as the RDS for technical assessments to determine its development feasibility and viability.
43 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
4 Findings of the Recommended Development Scheme Finalisation Phase
4.1 Introduction 4.1.1.1 Considerations of the Study Site’s current condition and surrounding development have revealed a number of opportunities that would support integration of the redevelopment at the Site with its immediate environment, while simultaneously maximize the potential of the Site for comprehensive development with respect to provision of public transport facilities, pedestrian connectivity to improve mobility, enhancement of pedestrian experience and quality of public open spaces. Factors pertaining to the operation of the new development such as streamlining vehicular movement and improving the quality of public open space have also been considered in the preparation of the design guiding principles.
4.2 Major Changes to the Initial Development Options and Recommended Development Scheme 4.2.1.1 In response to the comments received from bureaux and departments, Initial Development Options A, B and C and the RDS have been further revised. Main changes lay in the increase in scale of the PTI (increase from 1 storey to 2 storeys) and an adjustment in the site boundary for development (increased from 1.16ha to 1.18ha) (Figures 4.2.1 and 4.2.2). The changes are summarized and explained below.
4.2.2 Adopting a new PTI Layout 4.2.2.1 The PTI under initial options provides 30 spaces for PLB and 8 spaces for X-B coaches. Further to the discussion with TD after the formulation of the initial options, TD advised that a PTI of at least 52 spaces for PLB5 and 22 spaces for X-B coaches was required to be provided for the relocation of the on-street PLB termini stands at Fa Yuen Street and Tung Choi Street and the X-B coaches at Mong Kok. The capacity of the PTI was therefore increased to meet the targets of TD. The latest PTI layout is shown on Figures 4.2.3 to 4.2.4. 4.2.2.2 Due to the limited space available at ground level, the new PTI is divided into two levels, namely the PTI for PLB and the L/UL facilities for X-B coaches. The PLB PTI will be located at ground floor (Level 1) with main access point at the junction of Sai Yee Street/ Mong Kok Road. The L/UL facilities for X-B coaches is proposed to be located at basement level one (B1) and to share the main access with the development traffic at the southern end of Luen Wan Street.
Possibility for PTI and L/UL Facilities at Ground Level (Level 1) and Upper 1st Level (Level 2)
4.2.2.3 The possibility of placing the PLB PTI at Level 1 and L/UL facilities for X-B coaches at Level 2 of the podium had been explored. From traffic technical point of view, placing the L/UL facilities for X-B coaches at Level 2 of the development is technically feasible. However, placing the facilities at the upper level will sacrifice
5 Based on the assumption that the length of each of the PLB space is 7m.
44 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
retail, GIC spaces and the elevated POS on podium deck which is proposed to be provided on the same floor. Besides, placing the facilities at Level 2 will reduce the efficiency of the activities within the podium. Currently the retail activities at street level and the podium are well connected, placing the L/UL facilities for X-B coaches at Level 2 will segregate the retail connectivity and affect the vibrancy of the podium. Moreover, due to the size requirement of the L/UL facilities for X-B coaches, placing the facilities at Level 2 of the podium will result in a large size podium development along Sai Yee Street creating a wall-effect to the pedestrians at street level. A large size podium development is not desirable from urban design nor architectural points of view. 4.2.2.4 Also, the existing Mong Kok Road Footbridge connects with the retail/ GIC spaces at Level 2 of the proposed development under all options. Pedestrians from the Mong Kok Road Footbridge through the development to the MKES deck can experience the retail/GIC activities located along the route. Placing the L/UL facilities for X-B coaches at Level 2 will lead to change of such walking environment to a less desirable environment.
Possibility for Semi-sunken PTI Design
4.2.2.5 Semi-sunken option for the PLB PTI had also been explored. It is revealed that the semi-sunken design is not desirable from the land use efficiency point of view. For the semi-sunken floor, half of the storey (3.5m in height) is still required to be above ground for natural light and ventilation. Therefore, an internal ramp has to be provided from Level 1 down to the semi-sunken level. The internal ramp will occupy part of the usable floor area of the PLB PTI which is anticipated to lead to a reduction of approximately 20 PLB spaces, making the final number of PLB spaces provided in the PTI to 32 which is far less than the requirement set by TD. An additional level would therefore be necessary if the required numbers of spaces for PLB and X-B coaches are to be retained.
4.2.3 Carriageway Widening at Luen Wan Street 4.2.3.1 Owing to the enlarged capacity of the PTI, road widening at Luen Wan Street is anticipated necessary. The existing 6m one-way dual lanes Luen Wan Street near the junction of Argyle Street/ Yim Po Fong Street is proposed to be widened to 12.5m dual-way three lanes. The widening of the carriageway will improve the traffic flow at Luen Wan Street which will also benefit the proposed development with its main ingress/egress point located at Luen Wan Street.
4.2.4 Revising the Width of Footpaths 4.2.4.1 To enhance the pedestrian environment, the existing footpaths at Sai Yee Street and Argyle Street, which have width ranging from 2m to 3.5m, are proposed to be widened to 7.5m pedestrian walkways. The pedestrian walkways include 3m amenity planting strip and 4.5m footpath6. In order to optimize the development potential of the Site, the 3m amenity planting strip is proposed to be removed. The pedestrian
6 The proposed width as stipulated in Chapter 8 of HKPSG has been adopted which recommends that in commercial/residential zone with high pedestrian volume, footpath/walkway should be of width of 4.5m plus 3m street furniture and green zone for planting of large trees or understorey planting along boulevards or main roads.
45 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
walkways along Argyle Street and Sai Yee Street are reduced to 4.5m as a result. The 4.5m footpaths together with the at-grade open space provided within the Site will serve as visual relief in the congested Mong Kok area. 4.2.4.2 Existing footpath at Luen Wan Street is about 3m wide. As road widening is also proposed for Luen Wan Street, the footpath is proposed to be widened to 3.5m under the current revised initial options.
4.2.5 Refinement in Proposed Development Site Boundary 4.2.5.1 As a result from the revisions on the width of the carriageway at Luen Wan Street and the footpaths at Luen Wan Street, Sai Yee Street and Argyle Street, the site boundary for development is refined. The size of the Site is revised from 11,600 m2 to 11,800 m2. The revised site boundary is shown on Figure 4.2.2.
4.3 Summary on the Revised Initial Options 4.3.1.1 The increase in site area has subsequently increased the development potential, hence the GFA of each of the initial options. The revised development parameters of each options are listed in Table 4.3.1 below. The revised initial options are shown in Figures 4.3.1 to 4.3.15. 4.3.1.2 For Option A, the increase in GFA has resulted in an increase in the retail spaces. Other changes include the change in layout and arrangement of the PTI. 4.3.1.3 For both Options B and C, the increase in GFA has resulted in an increase in the office spaces and retail spaces. Other changes include the change in layout and arrangement of the PTI.
46 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 4.3.1: Changes to Initial Options
Initial Revised Initial Revised Initial Revised Changes Changes Changes Option A Option A Option B Option B Option C Option C Development Site 11,600 11,800 +200 11,600 11,800 +200 11,600 11,800 +200 (m2) Plot Ratio 9 9 - 12 12 - 12 12 - GFA (m2) -Total 104,400 106,200 +1,800 139,200 141,600 +2,400 139,200 141,600 +2,400 Residential 52,200 52,200 ------Commercial 36,732 37,532 +800 123,732 125,132 +1,400 123,732 125,132 +1,400 GIC 5,018 5,018 - 5,018 5,018 - 5,018 5,018 - PTI and Public 10,450 11,450 +1,000 10,450 11,450 +1,000 10,450 11,450 +1,000 Car Park Site Coverage (%) – 65 65 - 65 65 - 65 65 - At grade (about) Coverage (%) – By 26 26 - 65 65 - 58 58 - towers (about) Max. Building 145 145 - 145 145 - 230 230 - Height (mPD) POS within the Site 4,550 4,550 - 3,850 3,850 5,650 5,650 - (m2) - Total Podium Deck at - - - - - 1,600 1,600 - 13mPD Podium Deck at 1,350 1,350 - 1,350 1,350 1,350 1,350 - 23mPD Entrance Plaza 3,200 3,200 - 2,500 2,500 2,700 2,700 -
Note: The floor to floor height of office is 4.2m, hotel is 3.5m, retail is 5m, residential is 3.15m and PTI and public car park is 7m. The floor to floor height of G/IC facilities in Tower 1 and the podium are 3.5m and 5m respectively, while the floor to floor height of the community hall is 10m.
47 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
4.4 The Recommended Development Scheme 4.4.1.1 Initial Option C is considered as the RDS (Figure 4.3.12) which composes of two high-rise buildings of 230mPD and 165mPD together with a low-rise GIC building of 35mPD at the north. While encroaching onto the ridgelines, the RDS provides more open space and better visual permeability in comparison with the other options. At pedestrian level, the visual impact is less significant as compared with other initial options which have a long 3-storey podium. The RDS also offers the largest amount of POS which are interconnected at different levels. The air ventilation performance of the RDS would perform better than other initial options given its permeability along Fife Street and low podium design. The tall tower under the RDS also produces a downwash effect on the pedestrian level which facilitates wind penetration. 4.4.1.2 Efforts have been made to explore whether the Site can be further open up to enhance the visual permeability and provide larger open space which are mostly needed in an old urban area without affecting achieving PR 12. The various transport and GIC facilities proposed in the initial options should also be maintained to meet the local needs. After further study, the RDS is further developed with enhancement on the open space provision and visual permeability, especially at the pedestrian level. The following summarizes the changes proposed for the RDS.
Reduced Ground Coverage
4.4.1.3 A taller building is proposed to reduce the ground coverage. The number of high-rise towers is also reduced from two to one to allow a larger POS to be provided at the entrance plaza for local enjoyment.
Clustering of GIC Facilities into One Block
4.4.1.4 The dedicated GIC block at the north of the Site remains and the proposed height is slightly adjusted upward to 6 storeys (40mPD). This allows the GIC facilities to be consolidated at the same cluster and create a better integration of the GIC facilities provided within the development.
Integrated POS
4.4.1.5 The podium design in general remains the same. A small retail block of 33mPD is proposed at the southern part of the podium platform to facilitate the connection between the proposed southern elevated landscaped walkway above Luen Wan Street and the proposed footbridge across Argyle Street to Mong Kok south area.
4.4.2 Planning Merits and Demerits Merits
4.4.2.1 The RDS will inherit the Mong Kok identity through injecting diversified commercial activities and bringing in the energetic, vibrant and trendy street activities at Mong Kok. The building layout will facilitate the interaction between POS and other on-site activities including on-street shopping, dining, art installation and performance in order to promote social gathering and networking of the users.
48 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
4.4.2.2 A landmark building with height reaching 350mPD though breaching the ridgelines will create an eye catching built form from the Hong Kong Island, which flexibility is allowed under HKPSG on individual merits and for special landmark buildings to give punctuation effects at suitable locations. A stepped building height profile which gradually decreases from the central part of the Site towards south and north directions is proposed to improve the integration with the surrounding. 4.4.2.3 Diverse types of POS will be provided within the Study Site. Largest amount of 6,550 m2 POS will be provided for leisure purpose due to the minimized building footprints of the towers. Spaces are also reserved to actively interact with the retail facade of the proposed development and maximize the openness of the area. The problems of congested environment and lack of leisure places will be relieved. The need for bringing in the retail characters of Mong Kok will be met. 4.4.2.4 Including the entrance plaza area into the Site for development can increase the development potential of the whole redevelopment. The future privately owned POS will be managed and maintained by the future developer(s) to facilitate the integration and implementation of the development. 4.4.2.5 Convenient transportation network favouring the visitors and locals to commute to and from the Site will be provided. 4.4.2.6 Convenient locations for the visitors and locals to access the shopping centre at the podium, the shopping arcade and also the energetic on-street shopping experience at the retail facade of the developable area will be provided. 4.4.2.7 Pedestrian movement is well connected through the existing and planned footbridge system at Mong Kok Road and Argyle Street for the people between the Study Site and the diverse types of commodities available at Mong Kok. 4.4.2.8 The diverse commercial activities, convenient pedestrian connectivity and the injection of Mong Kok identity will assist further development of tourism in the area. Provision of hotel will also provide more choice of accommodation to the tourists. 4.4.2.9 Minimal development of the MKES deck for the provision of a POS to prevent overloading the capacity of the foundation. Should further development be erected on the deck, detailed structural investigation would need to be taken. 4.4.2.10 Provision of visual linkage towards green backdrop of Kadoorie Hill from pedestrian level along Fife Street to facilitate view penetration into the development over the podium.
Demerits 4.4.2.11 The dominating building height of 350mPD is comparative to the building height of International Finance Centre (410mPD) in Central and International Commercial Center (490mPD) in West Kowloon. The beaching of ridgelines will be one of the public concerns. 4.4.2.12 GIC facilities, a two-level PTI at ground floor and basement level 1 and public car parking spaces are provided in response to public needs. However the salable GFA of the development will be reduced.
49 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
4.4.2.13 The development potential at the MKES deck is not capitalized due to structural and land issues. Planning of the whole KCRC deck platform should be considered separately. 4.4.2.14 Overshadowing effects from the 350mPD tower towards the surrounding buildings will be anticipated.
4.4.3 Design Concept and Development Parameters 4.4.3.1 The development concept of the RDS after revision responds to the Study Site’s strategic position at the crossroads between the major commercial areas in Mong Kok and MKES to generate a new eastern node to the district. The design responds to multiple programmatic needs integrating retail and grade-A office with a ground floor configuration that extends Fife Street into the Site to create a new pedestrian connection to the Luen Wan Street Sitting-out Area. The POS at Level 1 is also maximized to create the largest amount of leisure place for local enjoyment. Visual relief to the people in the area is also enhanced by the minimized building footprints of the towers (Diagram 4.4.1).
Diagram 4.4.1: RDS– Development Concept
50 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
4.4.3.2 In addition to the common design elements, the key characteristics (Figures 4.4.1 to 4.4.4) of the RDS are:
· A mixed development including office, retail, hotel and G/IC facilities; · Stepped towers arrangement with a tower reaching 350mPD as a landmark building; · Smaller footprints for the buildings compared with the Initial Option C providing larger visual corridors, air paths and public open spaces; · All OVTs considered worthy of preservation within the Study Site are retained in-situ; · Strategically located at-grade public open space at the corner of Argyle Street and Sai Yee Street; · Interstitial ground-level pedestrian link from Sai Yee Street to Luen Wan Street; · Multi-level pedestrian connections from street level to footbridges; · Provision of visual linkage towards green backdrop of Kadoorie Hill from pedestrian level along Fife Street; · Enhanced MKES deck along with the proposed POS on the KCRC deck for the provision of public space and enhanced existing PTI facilities; and · Additional PTI facilities within new development to host X-B coaches and PLB.
Table 4.4.1: Development Parameters for RDS after Refinement Development Site (m2) (excluding the area 11,800 setback for road/footpath widening) Plot Ratio 12 Site Coverage (%) – At grade 65% Coverage (%) – Above 15m 46% Max. Building Height (mPD)# 1 350 Number of Storeys (excluding basement) Max. 78 GFA (m2) - Total * 141,600 - Office 91,260 - Hotel 16,000 - Retail 17,872 - GIC 5,018 - PLB PTI 4,000 - L/UL Facilities for X-B Coaches 4,000 - Public Car Park/Space2 3,450/80 POS within the Site(m2) 6,550 - Entrance Plaza 3,200 - Podium Deck at 13mPD 2,000 - Podium Deck at 23mPD 1,350 POS adjacent the Site on KCRC Deck (m2) 3,200 #: Including rooftop structure assumed to be 10m in height for the high-rise tower and 5m in height for the two low-rise buildings. *: A total 125,132m2 of commercial GFA for grade-A office, hotel, shops and services, place of entertainment etc. will be provided in the RDS. The Hotel/ Office and Retail GFA mix is subject to future developer(s) to decide according to the market.
51 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
A 16,000m2 is taken with reference to the hospitality offering at the Hyatt Regency on the lower floors of Tsim Sha Tsui’s the Masterpiece, which is a vertical-mixed development similar to the proposed revised RDS. 1: The floor to floor height of office is 4.2m, hotel is 3.5m, retail is 5m, residential is 3.15m and PLB PTI, L/UL facilities for X-B coaches and public car parking space are 7m. The floor to floor height of G/IC facilities in Tower 1 and the podium are 4m and 5m respectively, while the floor to floor height of the community hall is 10m. 2: Including 10 parking spaces for coaches, medium and heavy goods vehicles.
4.4.4 Development Parameters for Technical Assessments 4.4.4.1 Based on the RDS, the worse-case scenario of the land use mix possible for the redevelopment was adopted for technical assessments. The development parameters are presented in Table 4.4.2.
Worst Case Scenario
4.4.4.2 According to Transport Planning and Design Manual (TPDM), hotel trip rates (lower limit) are based on number of guest rooms. The trip rates for hotel are anticipated to generate less traffic trips than office development. The worst-case scenario with commercial GFA under the RDS is only for grade-A office and retail uses only was adopted. Future developer(s) may add hotel element at the redevelopment site without generating more traffic trips.
Table 4.4.2: Development Parameters for Worst-Case Scenario of RDS for Assessments Development Site (m2) (excluding the area 11,800 setback for road/footpath widening) Plot Ratio 12 Site Coverage (%) – At grade 65% Coverage (%) – Above 15m 46% Max. Building Height (mPD) 350 Number of Storeys (excluding basement) Max. 78 GFA (m2) - Total 141,600 - Office 107,260 - Hotel - - Retail 17,872 - GIC 5,018 - PLB PTI 4,000 - L/UL Facilities for X-B Coaches 4,000 - Public Car Park/Space 3,450/80 POS within the Site(m2) 6,550 - Entrance Plaza 3,200 - Podium Deck at 13mPD 2,000 - Podium Deck at 23mPD 1,350 POS adjacent the Site on KCRC Deck (m2) 3,200
52 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
4.5 Key Design Components
4.5.1 Commercial Uses 4.5.1.1 The RDS generates about 141,600m2 of commercial space that corresponds to a PR of 12 which is in line with the maximum allowable PR according to the Metroplan for the Kowloon area and as stipulated under “Commercial” zoning of the relevant OZP. About 17,872 m2 of retail space is distributed on the podium floors and upper levels. A total of about 107,260m2 of grade-A office space will be generated which is distributed to approximately 78 floors in the central high-rise tower. A 6-storey GIC building is proposed at the northern side of the Site achieving a total GFA of 5,018m2 for GIC uses (including the GIC facilities in the podium). In addition, the PLB PTI and the L/UL facilities for X-B coaches will occupy about 8,000m2 while the 80 public car parking spaces including 10 spaces for coaches and heavy and medium goods vehicles will take up about 3,450m2 at the basement levels (Figures 4.5.1 to 4.5.10).
4.5.2 Public Uses and Facilities 4.5.2.1 The MKGO associated parking spaces and the parking spaces currently hosted in the temporary open-air public car park at the corner of Argyle Street and Luen Wan Street are re-provided within the basement of the proposed development with a total of 548 parking spaces. The car parking area associated with existing MKGO together with the vacant land at southern portion of the MKES deck are proposed to be developed as a passive POS for leisure purpose. Similarly, a public toilet will be provided each at the floors of the PLB PTI and L/UL facilities for X-B coaches for reprovisioning of the public toilet near the existing FEHD depot and for the convenience of the passengers (Figures 4.5.2 and 4.5.7). 4.5.2.2 The northern building near the Hong Kong and Kowloon Chiu Chow Public Association Secondary School is proposed for GIC uses. The building height of the tower is designed to be at 40mPD including rooftop facilities and providing a gradual increase in building height from the School to the 350mPD central tower, creating an un-offensive and transitional visual environment to the surrounding area. Details about the proposed GIC facilities are listed in Table 4.5.1 below.
Table 4.5.1: RDS – GIC Facilities Location GIC Facilities Department GFA (m2) (about) Tower 1 UG4 Integrated Children & Youth SWD 1,230 Services Centre (ICYSC) Tower 1 UG3 Neighbourhood Elderly Centre* SWD 667 UG2 Day Care Centre for the Elderly SWD 909 (60-place)* UG1 and UG2 Community Hall^ HAD 1,100 &% UG1 Integrated Community Centre SWD 872 for Mental Wellness* UG1 Customer Enquiry Counter % WSD 240 Total 5,018
53 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Location GIC Facilities Department GFA (m2) (about) Other – Level 1 PLB PTI Public Toilet# FEHD 60 Basement 1 Public Toilet+ FEHD 60 L/UL Facilities for X-B Coaches *: The above welfare facilities are subject to 24m height restriction. ^: The community hall should preferably have a minimum clearance height of 7.65m with a seating capacity of 450. The hall should be provided with teakwood floor and good acoustic design. Major facilities include stage lighting, stage curtain, public address system and two badminton courts. Separate entrances, lift service and car-parking / loading / unloading facilities should preferably be provided & The GFA of the community hall is calculated based on the estimated NOFA to GFA ratio of 1.8. #: The GFA of the public toilet in the PLB PTI is calculated as part of the PLB PTI GFA. The public toilet is serving as the repovision of the existing public toilet at the Site. The size of the public toilet has been increased to 100m2 under the revised RDS in Table 6.8.1. +: As requested by FEHD, a public toilet is provided at the floor of the L/UL facilities for X-B coaches. The size of the public toilet has been increased to 100m2 and the floor of the L/UL facilities for X-B coaches has been moved to Basement 2 level under the revised RDS in Table 6.8.1. In addition, the L/UL facilities for X-B coaches including the public toilet will be managed by the future developer(s). %: As subsequently confirmed by WSD, the originally proposed customer enquiry counter will no longer be required which will be provided at an alternative site, allowing an increase in the size of the community hall to a standard size of 1,260m2 in GFA.
4.5.2.3 All the GIC facilities requested by SWD and HAD are air and noise sensitive receivers and require special attention in the arrangement of the facilities. However, as there are no GIC facilities involving domestic premises which require natural ventilation to be provided to every room for habitation, mechanical ventilation can be proposed as a mitigation measure for the GIC facilities and other noise and air sensitive receivers (i.e. hostel, nursery, education institution, performing arts centres etc).
4.5.3 Building Height 4.5.3.1 The proposed maximum building height for the landmark building is 350mPD which is 90m above Langham Place. This building will break through the “20% Building Free Zone” and the ridgelines of Lion Rock and Beacon Hill as seen from the Sun Yat Sen Memorial Park, Sai Ying Pun (SVP1) and Central Pier No. 7, Central (SVP2) (Figures 4.5.11 and 4.5.12). The other two low-rise buildings with 40mPD and 33mPD do not reach the “20% Building Free Zone”. 4.5.3.2 A podium with the highest point at 23mPD is proposed which tallies with the OZP requirement for a building gap above this level. POS is proposed on the podium deck each at the building gap area at 23mPD and at 13mPD on top of the PLB PTI (Figure 4.5.13 to 4.5.15).
4.5.4 Parking Provision 4.5.4.1 The provision of car parking spaces and loading/unloading facilities are in accordance with HKPSG requirements and are detailed at Table 4.5.2 below. Owing to the close proximity to public transport services and network, lower end of the HKPSG car parking requirements are adopted for the provision of car parking spaces
54 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
within the development. The car parking spaces at the MKGO (357 parking spaces) and Luen Wan Street Temporary Public Car Park (70 parking spaces) will be reprovided under the car parking spaces provision within the future Sai Yee Street development. The car parking facilities will be placed at the basement of the development. The requirement of parking spaces for persons with disabilities shall take reference to regulation 72 of the B(P)R.
Table 4.5.2: Required Parking and Loading/Unloading Facilities Required Tentative Use Facility HKPSG/Specific Requirement Provision Provision Car 1 car space per 200m2 to 300m2 60-90 60 Parking Motor-cycle: 5-10% of total 3-9 3 Spaces provision for private cars 1 L/UL bay per 800m2 to Retail L/UL 2 2 1,200m LGV:10-15 (17,872m ) Bays for HGV:5- 8 15 goods Goods vehicle provision is Total:15-23 vehicles divided into 65% LGV and 35% HGV For first 15,000m2, 1 space per 150m2 to 200m2 Car 383-562 383 Above 15,000m2, 1 space for Parking 2 2 Spaces 200m to 300m Motor-cycle: 5-10% of total 20-57 20 provision for private cars Office 1 L/UL bay per 2,000m2 to 2 L/UL 2 (107,260m ) 3,000m LGV:24-36 Bays for HGV:12-18 36 goods Goods vehicle provision is Total:36-54 vehicles divided into 65% LGV and 35% HGV 1 pick-up/drop-off lay-by for Lay-by taxis and private cars for every 6 6 20,000m2 16-seater van with tail-lift (for Car day care centre for the elderly 3 3 Parking Spaces Private car including 1 for the 2 2 disables (for community hall) L/UL Bays for For shared use between social GIC 1 1 goods welfare facililties (5,018m2) vehicles L/UL Bays for For community hall 1 1 coaches Ambul- ance For community hall 1 1 Bays
7 The latest number of the car parking spaces to be re-provided in the proposed development is confirmed to be 41 instead of 35 under the revised RDS.
55 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Required Tentative Use Facility HKPSG/Specific Requirement Provision Provision Lay-bys For community hall 2 2 for vans
Public Car Park Reprovision 70 80*
MKGO Car Park Reprovision 35+ 35 * The 80 pubic car parking spaces include 10 spaces for coaches and medium and heavy goods vehicles required by TD + The latest number of the car parking spaces to be re-provided in the proposed development is confirmed to be 41 instead of 35 under the revised RDS.
4.5.5 Public Open Space Proposal 4.5.5.1 In addition to the proposed POS on the KCRC deck, the proposed development includes an at-grade POS in the form of an entrance plaza at the corner of Sai Yee Street and Argyle Street which will integrate with the existing POS outside the Site, i.e. the Luen Wan Street Sitting-out Area. The existing OVT and the designated Tree Protection Zone (TPZ) will retain in-situ and with the potential OVTs to form a landscaped area at the at-grade POS at +6mPD. Together with the connected POS at +13mPD on the podium deck, they provide maximized visual amenity along Argyle Street and Sai Yee Street. The landscaped areas would also fully integrate with the streetscape and future development especially at the street level for better integration and connectivity as a whole. 4.5.5.2 The POS at +23mPD and +13mPD on the podium deck also provide landscaped visual elements when viewed from Mong Kok Road and Fife Street towards the Kadoorie Hill respectively. Public access with proper barrier free access facilities will be provided to all the POS within the development and the POS on the KCRC deck adjacent to the development.
4.5.6 Landscape Proposal 4.5.6.1 The at-grade POS, occupying about 3,200m2 of the Site, along Argyle Street functions as an entrance plaza to the development and a visual respite along the intensely built Argyle Street. The POS has a balanced share of hard and softscape with planters separating the public footpaths along the abutting streets providing filtration of traffic noise while regularly providing visual permeability towards the development. Functions from the development can spill out onto the POS to reflect the vitality of the Mong Kok area (Figures 4.5.13 and 4.5.14). 4.5.6.2 The existing POS outside the Site, the Luen Wan Street Sitting-out Area, directly connected to the proposed elevated pedestrian route between MKES and the footbridge system at Mong Kok Road via the existing footbridge at the Luen Wan Street Sitting-out Area and the proposed southern elevated landscaped walkway connecting the development podium and the MKES deck. The POS is extended onto the development to the 2,000m2 sized POS at +13mPD on the podium deck, the Luen Wan Street Balcony, increasing its accessibility and visibility. The design of the two POS coheres to each other with visual connectivity. 4.5.6.3 The third POS proposed in the development is at +23mPD on the podium deck between the central tower and the northern GIC building, the Sai Yee Terrace,
56 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
providing an elevated green space on top of the retail podium. The space primarily provides a lush green outdoor seating area adjacent to the GIC facilities within the proposed development. The outdoor space is located directly on top of the pedestrian route from the Mong Kok Road Footbridge to the MKES through the development. The size of this outdoor park is 1,350 m2 . 4.5.6.4 The total area of the proposed POS within the whole Study Site is 9,750m2 with up to 6,550m2 within the site for development, which equals to about 56% of the Development Site, and conforms to APP-152 SBDG which requires the provision of a minimum of 20% landscaped area at the main pedestrian levels. With reference to the “Public Open Space in Private Developments Design and Management Guidelines” (POSPD), within each POS, at least 30% of the POS area is to be softscaped when its design intention is for “plaza”, and at least 50% is to be softscaped when its design intention is for “public green”, corresponding to a minimum of 960m2 for the at-grade POS, a minimum 600m2 for the POS at +13mPD on the podium deck, and 675m2 for the POS at +23mPD on the podium deck. 4.5.6.5 The proposed POS on the KCRC deck adjacent to the development will serve for passive activities as a civic square in front of the MKGO for visitors and locals. It will be fully integrated with the POS within the development for coherent design and overall connectivity. The 3,200m2 sized POS with landscaped and delineated garden areas adjacent to the MKGO will respond to the deficit and request for more POS from the public.
57 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
4.6 Proposed Traffic Facilities
4.6.1 New PTI 4.6.1.1 In order to cater for the local concern of consolidating the PLB and X-B coaches operating in the nearby area, a new PTI is to be proposed at the development. The main access point is at the junction of Sai Yee Street/Mong Kok Road for the PTI on ground floor which is solely for PLB. L/UL facilities for X-B coaches are also proposed at Basement 1 level of the proposed development with main access point at Luen Wan Street. The proposed L/UL facilities for X-B coaches consist of a total number of 15 bays8 for X-B coaches to accommodate the existing and future X-B coach routes. The PLB PTI will have a total of at least 52 bays to accommodate the future demand (Figures 4.5.2 and 4.5.7).
4.6.2 Internal Transport Facilities 4.6.2.1 In addition to the PLB PTI and the L/UL facilities for X-B coaches, 10 additional bays are proposed for public parking of coaches and medium and heavy goods vehicles at Basement 2 level of the development (Figure 4.5.8). Moreover, 6 nos. of taxi/private car lay-bys and pick-up/drop-off bays for serving the GIC facilities will also be provided at Basement 2 level. 4.6.2.2 Public car parking spaces and ancillary car parking spaces for the development as well as those for reprovision of the existing MKGO car park will be at Basement 3 and 4 levels of the development (Figures 4.5.9 and 4.5.10).
4.6.3 Proposed Pedestrian Connection 4.6.3.1 A pedestrian footbridge across Argyle Street is proposed to connect the podium via the small low-rise building at the south of the proposed development with the Planned Argyle Street Footbridge (Figure 4.5.3). The connection will facilitate the pedestrian movement from MKES to the Mong Kok Station and may divert pedestrian flow to this route. The proposed southern elevated landscaped walkway (which connects to the southern low-rise building of the development) and northern elevated landscaped walkway (which connects through the podium of the development by a proposed link bridge to the Mong Kok Road Footbridge) are proposed to be 24-hour accessible. To facilitate pedestrian circulation, 24-hour pedestrian barrier-free access routes are proposed within the development and along the connected footbridges and walkways. Figures 4.6.1 to 4.6.5 show the details. 4.6.3.2 In general, the provision of undisrupted, barrier-free and inter-connecting pedestrian network will greatly enhance the integration of the Study Area. Pedestrian travel time will be reduced with fewer conflicts between pedestrians and vehicles. According to the information provided by HyD, as part of the Universal Accessibility Programme, lifts would be provided to the elevated walkway at Luen Wan Street, which is scheduled to be completed in 20189. As such, the lifts will be integrated into the design of the proposed scheme. Uninterrupted access including walkable and barrier-
8 Due to limited space of Basement 1 level and to fulfil the arrangement requirement of the L/UL facilities for X-B coaches, the number of bays is reduced from 22 to 15 which was agreed by TD.
58 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
free access among various POS, commercial and GIC facilities, the MKES and the surroundings are required wherever they are technically possible.
4.6.4 Road/Footpath Widening 4.6.4.1 In view of the heavily trafficked condition in Mong Kok, it is desirable to implement improvement measures in the vicinity if allowed. With the proposed redevelopment at the subject Site, both Sai Yee Street southbound and Argyle Street eastbound would be granted an opportunity for partial road/footpath widening. Road/footpath widening works along Luen Wan Street would also be undertaken to facilitate the development.
9 Contract No. HY/2013/23 – Provision of Barrier-free Facilities for Highways Structure Phase 3 Contract 4.
59 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5 Technical Assessments on Recommended Development Scheme
5.1 Geotechnical and Structural Engineering Assessments
5.1.1 Geotechnical 5.1.1.1 The detailed site history and geology is presented in the baseline review report. Further aerial photograph interpretation is conducted by going through the available aerial photos in the Lands Department (LandsD) and CEDD aerial photos libraries. 5.1.1.2 For the support of buildings with height at around 350mPD, bored piles sitting on rock will be a choice of the foundation scheme. With deep basement, there could be net uplifting force acting on the bottom of the podium. Mini piles or tension anchors could be considered in dealing with the uplifting forces. The diameter and length for each kind of piles will be further studied in the next detailed design stage. In addition, rockhead level at some areas might be shallower than the excavation base level, pad or raft foundation with rock excavation could be a potential foundation type for these areas. Due to the lack of ground investigation (GI) information on WSD compound and FEHD depot, the rockhead level within the area may vary and combination foundation of pads and piles could be a solution. 5.1.1.3 According to Figure 5.1.1, the soil profile for the excavation area from ground level to rock head consists of layers of fill, alluvium, completely decomposed granite (CDG) and highly decomposed granite (HDG). Based on the current available GI information, it is anticipated that most of the excavation works will be in soil portion. While it is likely that core stones will be encountered during the excavation, a maximum depth of 21m for four levels of basement is proposed for the RDS. As part of the excavation area is within MTR railway protection zone, settlement control becomes a critical issue. In order to minimize ground movement induced by excavation, diaphragm walls with 1m in thickness are suggested as the retaining structure with top down construction method. Other than using soil nails, new basement wall with extension to above ground level can also be used to retain the existing elevated Luen Wan Street as one of the possible options for the retaining works. 5.1.1.4 A model with the use of the geotechnical engineering analysis software FREW has been set up to simulate the excavation process. The analysis result shows that the maximum total induced ground settlement is around 39mm within 5m distance from the excavation boundary which decreases to 18.5mm at 15m distance, implying that a minimum offset of 15m from the MTR railway protection zone is required for excavation and lateral support (ELS). The basement boundary of the RDS is about 20m away from the MTR protection zone which meets the requirement. 5.1.1.5 Ground settlement related to ELS is generally contributed by the following three types of activity: excavation works; diaphragm wall installation; and water drawdown. However, as the railway station, i.e. MKES, was built on a large cut slope during 1910s, the Study Site could be treated as pre-loaded. Water drawdown during excavation stage will cause additional loading on the area. As the Study Site is pre-loaded, ground settlement induced by water drawdown may be minimal and the total ground settlement caused by the excavation may be smaller than the model
60 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
result. Moreover, there are some existing underground structures such as caisson piles and retaining walls in the surrounding areas, which may potentially stiffen the ground and help reduce the ground settlement. All these will be studied in future detailed design stage. 5.1.1.6 The closest building to the excavation is the Hong Kong and Kowloon Chiu Chow Public Association Secondary School which is on pile foundation, hence the influence is not critical. The foundation information for the buildings close to the Site including those on opposite sides of Sai Yee Street and Argyle Street is summarized in Table 5.1.1 below. All are on pile foundations except Sun Mong House which is almost out of the excavation influence zone with about 35m away from excavation boundary. There will only be minimal settlement at such far distance. Close settlement monitoring for all the nearby buildings will be conducted during the construction stage of the ELS works especially those on shallow foundations.
Table 5.1.1: Foundation Information of nearby Buildings No. Address Lot. Foundation Type Details
1 19 Yim Pong LEE FUNG Driven steel tube Pile depth about 12m; diameter 300 to 480mm; St. BUILDING piles capacity 34 to 72 ton
2 317 Castle CHEONG Driven steel tube Pile depth about 20m; diameter about 500mm; Peak Rd. MING piles capacity 90 ton BUILDING 3 Argyle St. HONG LOK Driven Steel tube Depth of pile 13 to 17m; diameter 350 to 72-78 MANSION piles 520mm 4 Sai Yee St. WAI KEE Driven square Dimensions: 356mm*356mm* 13.7m & 61-91 HOUSE concrete piles 356mm*356mm* 12.2m; capacity 55 ton
5 Sai Yee St. - Bored piles and Bored pile diameter 2.5m, toe level -21.5m; 101-105 driven steel tube driven pile diameter 420 to 470mm, length piles 24m 6 Sai Yee St. - Driven steel tube Diameter 320 to 470mm 107-109 piles 7 Sai Yee St. - Driven steel tube Depth of pile about 20m; diameter 350 to 111-121 piles 520mm; capacity 50 to 110 ton
8 Sai Yee St. KIN WONG Driven steel tube Pile depth 18 to 21m; diameter 320 to 470mm 123-127 MANSION piles 9 Sai Yee St. TAI YUE Driven steel tube Pile depth 12 to 18m; diameter 350 to 520mm; 129-135 MANSION piles capacity 50 to 110 ton
10 Sai Yee St. MONGKOK Driven steel tube Pile gross length 17m and net length 14m; 135A-135B BUILDING piles diameter 610 mm; capacity 151 ton
11 58 Mong KWOK CHAI Caissons Diameter 1200 to 1800mm with bellout 2100 to Kok Road BUILDING 3500mm; capacity 277 to 757 ton
12 50-56 Mong SUN MONG Caissons and Bearing capacity of spread footing 3.0 T/sq.ft Kok Road HOUSE spread footings 13 Sai Yee St. CHENG WAH Driven steel tube Depth of pile 12 m to 14 m; diameter 400 to 141-145 MANSION piles 520mm; capacity 67 to 110 ton
61 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
No. Address Lot. Foundation Type Details
14 Sai Yee St. Hong Kong Steel H piles Steel H 305*305*180 kg/m, capacity = 2400kN 150 and Kowloon (socket & driven) (single) & 2040 kN (group), length = 20 to Chiu Chow and driven steel 30m; steel tube pile diameter 430 to 500mm, Public tube piles capacity 60 to 75 ton Association Secondary School 5.1.1.7 Although the total settlement for surrounding utilities seems to be large, the estimated differential settlement is around 1/1000 which is acceptable. 5.1.1.8 Since the presence of core stones will slow down the diaphragm wall construction and bulk excavation rates, it is one of the ground related risks which needs to be addressed in future detailed design stage with further well-planned ground investigation to reveal the distribution underground core stones. 5.1.1.9 An OVT and two potential OVTs located within the area of the proposed at-grade POS above the basement area are required to be preserved in-situ. No excavation within their TPZs up to Basement 1 level should be allowed. Retaining walls enclosing the TPZs of the trees will be constructed to facilitate the basement excavation. The retaining walls can be diaphragm walls or other types of walls, such as contiguous bored pile walls, pipe pile walls, soldier pile walls, etc. Underpinning is required for the excavation below the TPZs of the trees from Basement 2 to Basement 4 levels. Traditional tunnel excavation techniques could be used for excavation with underpinning below the trees, such as installing horizontal pipe piles at Basement 1 level and then excavate under TPZ areas step by step with temporary supporting frame. For permanent structure, the loading of the trees and the surrounding soil will be transferred to the underpins then through beams and columns to the foundation. Due to the large soil load, bored pile foundation is preferred. Six piles with 2m in diameter are expected to support a typical TPZ area of size 27mx21m.
5.1.2 Structural Basement and Foundations
5.1.2.1 As described above, the proposed foundation solution consists of bored piles with supplementary mini piles or tension anchors if required to control uplift. Pad foundations may also be considered should the ground conditions allow for it. An appropriate foundation solution should consider the effect of soil-structure interaction which will influence the distribution of vertical loads on the ground and stresses in the structures, soil settlement and the dynamic behavior of the structure under the effects of horizontal forces. Any lack of stiffness at the base can be detrimental to the performance of the overall structure. 5.1.2.2 In addition to the geotechnical considerations with the proposed basement, as described above, there are requirements of the structure that are unique for the high- rise building with basement extends beyond the tower footprint. Slab continuity should be maintained across the basement to resist lateral pressures (unless permanent ground anchors are employed). Additionally, with large spans,
62 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
consideration will need to be given to the construction method to ensure shrinkage and creep of the slabs will not lead to excessive displacement of the basement walls.
Tower
5.1.2.3 The RDS comprises a high-rise building that extends to 350mPD (approximately 80 storeys). With ground level at around 6mPD, the building is in the ‘super tall’ category. The building is rectangular on plan with typical floor plate size of approximately 45m by 50m. However, the overall slenderness (ratio of height to smaller breadth) is less than 8 which suggests that the building is able to perform reasonably well under dynamic (wind) loads based on the industry guidelines. 5.1.2.4 Selection of an appropriate structural system is critical in providing lateral stability and overturning capacity. Being ‘super tall’ precludes the use of systems typically adopted for structures with height in the normal range such as a frame, shear wall, and simple tube system. 5.1.2.5 Options of braced-tube or tube-in-tube system are available for the proposed high- rise building which comprise a dense network of perimeter columns at relatively close distance. While these systems can reduce the structural requirements for a central concrete core, they are unlikely to be suitable for the RDS given that they would significantly disrupt the flow of traffic of the PTI at the lower level. 5.1.2.6 A braced outrigger system is considered to be most appropriate for the RDS, which requires perimeter ‘mega columns’ to act in combination with a central ‘mega core’. This is achieved through the introduction of horizontal outrigger elements (often trusses) of one or two floors deep, connecting the core with the outer columns at regular height intervals up the building. At the levels of the outriggers will be exterior solid walls or trusses (‘belt trusses’) connecting the perimeter columns to the outriggers which also serve to distribute vertical loads. 5.1.2.7 A large ‘mega core’ is a natural requirement given the structure’s height as well as the great number of occupants and lifts/building services requirements that the building must accommodate. Internal walls and openings may be developed in order to suit the internal building arrangement which should integrate with lift shafts and lobbies, staircases and primary vertical services shafts. This is especially pertinent to the PTI in order to suit the necessary thoroughfares. The core and column structures should remain continuous through to foundation level. The use of transfer plate is not deemed to be suitable for a building of this high building height. 5.1.2.8 The building is likely to be of reinforced concrete construction and should consider the use of high strength concrete and composite column sections such as encased steel and concrete filled tubular sections.
Podium
5.1.2.9 A Podium structure extends beneath the Tower with height from 1 to 3 storeys above ground level. Two low-rise building blocks of maximum building height at 40mPD and 33mPD are proposed at the northern and southern portions of the Site respectively on top of the podium. The podium accommodates a PLB PTI, some GIC facilities and retail units which may require large open floor and larger floor-to-floor height, allowing the consideration of a different (to the Tower) construction method.
63 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Public Open Space
5.1.2.10 Parts of the podium deck will be for POS use while the southern portion of the KCRC deck is proposed to be converted to POS use. Any conversion/change of use should consider the structural and geotechnical capacity of the existing structures. 5.1.2.11 Two elevated landscaped walkways across Luen Wan Street connecting the proposed development with the KCRC deck are proposed. These walkways should be supported off new piers/foundations located adjacent to the existing KCRC structures. These piers/foundations may need to be located on Luen Wan Street, either on the pavement (in a similar fashion to the structure supporting the existing staircase that connects Argyle Street with MKES) or on some other suitable locations.
5.1.3 Conclusion 5.1.3.1 Based on desktop study, the RDS with the super high-rise building at 350mPD is considered technically feasible in terms of geotechnical and structural engineering.
64 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.2 Traffic Impact Assessment (TIA) 5.2.1.1 For the RDS, the most updated GFA proposed for different uses are tabulated in Table 5.2.1 below:
Table 5.2.1 Summary of GFA for Different Uses under RDS Component^ GFA (m2) Retail 17,872 Office 107,260 G/IC 5,018 PLB PTI 4,000 L/UL Facilities for X-B Coaches 4,000 Public Car Park (including 10 spaces for coaches 3,450 and heavy and medium goods vehicles) Total 141,600 5.2.1.2 The GFA above will be set as the basis for conducting the technical assessments, at the Design year of Year 2027. The development is proposed to have the full intake by Year 2024 and by TD’s requirements, 3 years after the full intake should be assessed. Hence, Year 2027 is set as the design year.
5.2.2 Pedestrian Circulation Ground Level (Figure 5.2.1)
5.2.2.1 The development would be setback along the kerbline of Sai Yee Street, Argyle Street, and Luen Wan Street thus creating wider footpaths along the streets. The existing footpaths of around 3m will be widened to a width of 4.5m at Sai Yee Street and Argyle Street while the existing footpath at Luen Wan Street will be widened from about 3.0m to 3.5m.
5.2.2.2 The widened footpaths would encourage pedestrian movement along Sai Yee Street and Argyle Street adjoining the Site. There will be shopfront along Sai Yee Street, which will attract pedestrian movements to enhance street vibrancy.
5.2.2.3 There will be a large at-grade POS located on the southern side of the Site, near the junction of Argyle Street and Sai Yee Street. The space will also function as an entrance plaza. With the integration of the existing OVT and potential OVTs into the POS, it is anticipated that pedestrians will be attracted to the POS for the green and pleasant environment.
Podium Level and Elevated Walkway System (Figures 5.2.2 to 5.2.5)
5.2.2.4 Adjoining to the existing MKGO, a landscaped POS on the southern portion of the KCRC deck will be provided, creating a second layer of walking environment which connects to existing PTI on the deck fronting the MKES, and via two elevated landscaped walkways to Tower 1 (the GIC block), Tower 2 (the super high-rise tower), and Tower 3 (the southern block for pedestrian circulation) of the proposed development, illustrated in Diagram 5.2.1 below:
65 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diagram 5.2.1: Pedestrian Connections with Proposed/Existing Footbridges at Podium Level
5.2.2.5 The existing footbridge along Sai Yee Street is a major pedestrian linkage in the area. At the western side of the proposed development, a link bridge is proposed to connect with the Mong Kok Road Footbridge. 5.2.2.6 A footbridge connection is also proposed between the planned Argyle Street Footbridge and the POS on podium deck at 13mPD of the proposed development to enhance pedestrian circulation from the planned Argyle Street Footbridge through the proposed development to the KCRC deck. The exact location of the footbridge connection is subject to further study/agreement. 5.2.2.7 With direct access to the MKES, it is anticipated that majority of the pedestrians using the station would be diverted to the podium level to access the adjacent developments, taking advantage of the seamless connection to the existing and planned footbridge system around the development.
Vertical Access Points (Figures 5.2.1 to 5.2.9)
5.2.2.8 Pedestrian routings of pedestrian connection are provided at different levels. In addition to the lifts at Tower 2 (high-rise tower) providing vertical accesses from basement levels to all levels of Tower 2, there are multiple vertical access points available for providing barrier-free facilities for accessing multiple levels from basement levels to ground level at Tower 1 (GIC block) and Tower 3(block for pedestrian circulation). 5.2.2.9 At the west of the development, there are escalators available for pedestrians commuting between ground level and the Mong Kok Road Footbridge and podium deck. Lifts are also provided for pedestrians to access all levels of Tower 2 from ground level.
66 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.2.2.10 At the south, there are escalators available for pedestrians commuting between ground level and the podium deck, whereas lift service is also available for pedestrians accessing all levels of Tower 3 from ground level, and as barrier-free access to the proposed link bridge connecting to the planned Argyle Street Footbridge. 5.2.2.11 At the north, there are escalators paired with lift service for the connection between the PLB PTI and the podium levels and the GIC facilities in Tower 1.
24-hours Pedestrian Access
5.2.2.12 To facilitate pedestrian circulation, 24-hour pedestrian barrier-free access is proposed for the major pedestrian routes within the development.
5.2.3 Traffic Arrangement Ingress/Egress Points
5.2.3.1 The ingress/egress point for the PLB PTI on ground floor is located at Sai Yee Street/ Mong Kok Road. The ingress/egress for the traffic of the underground L/UL facilities for X-B coaches and the development will via Luen Wan Street.
Sai Yee Street and Argyle Street Road/Footpath Widening
5.2.3.2 In view of the heavily trafficked condition in the area, it is desirable to implement improvement measures in the vicinity if allowed. With the proposed redevelopment at the Site, Sai Yee Street southbound and Argyle Street eastbound would be granted an opportunity for partial road/footpath widening. The proposed road layout for the works is illustrated in Figure 5.2.15.
5.2.3.3 Sai Yee Street southbound - Currently the width of the Sai Yee Street southbound carriageway ranges from 7m for 2 traffic lanes to sub-standard 11.5m for 4 approaching lanes towards Argyle Street. Under the RDS, it is proposed to widen the carriageway from existing 7m (2 lanes) to 10.5m (3 lanes) and improve the sub- standard 4 approaching lanes from 11.5m to 13.5m. The footpath will be widened to 4.5m.
5.2.3.4 Sai Yee Street northbound – The approach arm of Sai Yee Street northbound at the junction of Sai Yee Street/Argyle Street would be widened from 7.0m to 7.5m to cater for an additional pedestrian refuge to facilitate the proposed junction modification scheme in terms of method of control (MOC).
5.2.3.5 Argyle Street eastbound - Currently the width of the Argyle Street eastbound carriageway ranges from about 9.9m (3 lanes) to 14.2m (5 lanes). It is proposed to widen the carriageway with width in range from 11.5m~12m (2 lanes) to 15m (5 lanes) including the standard left turn lane for Luen Wan Street. The footpath will be widened to 4.5m.
Luen Wan Street Road/Footpath Widening
5.2.3.6 Vehicles are expected to enter the proposed development from Luen Wan Street northbound solely. This section of Luen Wan Street (between the ingress/egress point and Argyle Street) is proposed to be widened from existing 6m to 12.5m, with
67 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
3 lanes including 2 northbound lanes and 1 southbound lane to Argyle Street. The footpath will be widened from about 3m to 3.5m.
Existing PTI on KCRC Deck and the Proposed PTI in the Development
Existing PTI on KCRC Deck 5.2.3.7 The existing PTI is located on the KCRC deck adjacent to the existing MKES concourse. The existing PTI consists of seven different routes of franchised buses which are summarized in Table 5.2.2 below:
Table 5.2.2: Franchised Buses Routes Operating at the Existing PTI on KCRC Deck Bus Route From/To From/To 44 Tsing Yi Estate Mong Kok East Station 44P Tsing Yi Ferry Pier Mong Kok East Station 58X Leung King Estate Mong Kok East Station 59X Tuen Mun Pier Head Mong Kok East Station 67X Siu Hong Court Mong Kok East Station 93K Po Lam Mong Kok East Station N293 Sheung Tak Mong Kok East Station
5.2.3.8 In addition, the existing PTI consists of 5 different routes of Green Mini-Buses (GMB) which are summarized in Table 5.2.3 below:
Table 5.2.3: GMB Routes Operating at the Existing PTI on KCRC Deck GMB Route From/To From/To 12 Pak Tin Mong Kok East Station 12S Central Park Mong Kok East Station 12A Cosmopolitan Estate Mong Kok East Station 12B Metro Harbour View Mong Kok East Station 79K Park Avenue Mong Kok East Station
5.2.3.9 There are a taxi stand and a lay-by for pick-up and drop-off at the PTI as listed in Table 5.2.4 below:
Table 5.2.4: Taxi Stand and Drop-off Point at Existing PTI on KCRC Deck No. Taxi Stand/ Drop-off Point Length 1 Taxi stand 52 m (~ 9 taxis) 2 Taxi drop-off point 5 m 5.2.3.10 Although the status of the existing PTI on KCRC deck will stay as it is, it is worthwhile to explore more opportunities to improve the configurations and arrangement of the existing PTI and also the waiting environment of the passengers i.e. provision of seats, landscaping and Wi-Fi services at the waiting area of the
68 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
existing bus terminus. The management and maintenance responsibility of the facilities will be further liaised with relevant departments.
Proposed PLB PTI at Level 1 (Ground Floor) 5.2.3.11 After various meetings with TD, and to cater for the local concerns of consolidating some of the on-street PLB stands in the area, a new PLB PTI is proposed at the Site. The proposed PLB PTI is for the relocation of the existing PLB termini at the sections of (i) Tung Choi Street and Fa Yuen Street between Mong Kok Road and Argyle Street and; (2) Fife Street between Fa Yuen Street and Sai Yee Street to the Site to help address the traffic congestion problems in the area. 5.2.3.12 The ingress/egress point is at the junction of Sai Yee Street/Mong Kok Road for the PTI at Level 1 which is solely for PLB. The PLB would access the PTI via Sai Yee Street southbound. 5.2.3.13 The proposed PLB PTI at Level 1 consists of a total number of at least 60 PLB bays. Figure 5.2.10 shows the layout. The proposed layout is preliminary and further enhancement will be carried out, subject to comments from various parties and stakeholders. Nevertheless, footpaths of minimum 3m in width will be provided inside the PTI.
Proposed L/UL Facilities for X-B Coaches and Internal Transport Facilities at Basement 5.2.3.14 The L/UL facilities for X-B coaches are proposed to be located at Basement 1 level (Figure 5.2.11). The facilities will accommodate the X-B coach termini cum stopping points at Sai Yee Street near MacPherson Playground and the new X-B routes operating to/from the new boundary control points. Besides, car parking spaces for the public and development will be provided at the Basement 2 to 4 levels. It is proposed that the future developer will be responsible for the management and maintenance of the X-B facilities and public car parking spaces. The ingress/egress point for these facilities will be at Luen Wan Street. 5.2.3.15 Owing to the constraints of the Site, the capacity for accommodating the existing nearby on-street X-B coach termini and stopping points in the area into the proposed development is limited. The following criteria have been taken into account for prioritizing the routes for relocation:
a. desirability of relocation of the routes; b. any nuisance and obstruction caused to traffic and residents; c. cumulative traffic impact due to relocation; d. potential passengers’ benefits; e. impacts due to route diversion and convenience to passengers; and f. public feedbacks and the trade’s opinions 5.2.3.16 It is proposed that 15 bays for picking-up, dropping-off and stacking for X-B coaches will be provided in the development according to the latest requirement. The passenger waiting areas will be in the middle of the floor near the building core area. In addition to waiting areas, space will be set aside for ticketing offices. The waiting areas will also be air-conditioned to provide a better environment for awaiting passengers.
69 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.2.3.17 The area for pick-up/drop-off for the GIC facilities proposed in the development as well as lay-bys for private cars and taxis will be at Basement 2 level. In addition, 10 spaces for coaches/medium and heavy goods vehicles and 52 parking spaces for L/UL (17 for heavy goods vehicles and 35 for light goods vehicles) are proposed to be located at that level (Figures 5.2.12). 5.2.3.18 There is a temporary public car park held under Short Term Tenancy agreement (70 parking spaces) located at the corner of Argyle Street and Luen Wan Street. Due to the redevelopment, it is proposed to terminate the tenancy agreement of this temporary car park. The affected public car parking spaces will be reprovisioned into the future car park at the proposed development. 5.2.3.19 The existing government car park (35 parking spaces) at the south of MKGO is proposed to be relocated and incorporated into the future car parking spaces provided within the proposed development. The removal of the existing car park allows a comprehensive design of the proposed POS on KCRC deck and a continuous connectivity within the POS (Figures 5.2.13). 5.2.3.20 The ancillary car parking spaces and L/UL facilities to the proposed development are at Basement Levels 3 and 4 (Figures 5.2.13 and Figure 5.2.14). 5.2.4 Proposed Traffic Management after Relocation of On-street PLB Public Transport Arrangement on Sai Yeung Choi Street South Southbound (near Argyle Centre)
5.2.4.1 To address District Council (DC) Members' concern, the feasibility for optimizing the use of Tung Choi Street to alleviate the traffic impact on the area after relocation of the PLB from there has been explored. The concerns of relocating the current public transport services from Sai Yeung Choi Street South to Tung Choi Street are illustrated as below (Appendix A):
a. The current taxi stand on Sai Yeung Choi Street South mainly serves the passengers of MTR Mong Kok Station and Argyle Centre. The relocation of the taxi stand to Tung Choi Street would potentially induce substantial negative feedback from the public for the additional walking distance required. As indicated by the queue of idling taxis observed at the current taxi stand on Fa Yuen Street, the longer distance from the MTR Mong Kok Station exits and Argyle Centre, the less attractiveness of the taxi stand to the passengers. b. For the bus routes towards Tai Kok Tsui or Hong Kong Island via Western Harbour Crossing (e.g. route nos. 904, 905, E21 etc. ), they are not recommended for the re-routing since right-turn movement is not allowed from Tung Choi Street to Argyle Street, leading to significant detour. c. For the bus routes towards Kowloon East (i.e. route nos. 13D, 16 and E21A), together with the routes of currently have stopping points on Argyle Street eastbound near Sin Tat Plaza, it is necessary to further investigate and address the following issues for the potential re-routing: • utilization of the on-street bus stops and the associated queue back impact; • nuisance (noise and air) to the locals; • vertical clearance requirement (min. 5m) of double-decker buses; • manoeuvre of buses; and
70 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
• consultation with local residents, stakeholders and bus operators. 5.2.4.2 In view of the conflict with vehicular movement, existing location of bus stops, current service frequencies and routings, the following bus routes are suggested for further investigation regarding potential re-routing and relocation of bus stops to Tung Choi Street:
Table 5.2.5: Suggested Bus Routes for Further Investigation regarding Potential Re-routing and Relocation of Bus Stops Route Headway (min) Destination Existing Bus Stop Location No. AM PM E21A Ho Man Tin (Oi Man Estate) Sai Yeung Choi Street South 12 20 13D Po Tat (Section between Mong Kok 20 15 16 Lam Tin (Kwong Tin Estate) Road and Argyle Street) 7 – 12 7 – 12 2A Lok Wah Argyle Street Eastbound 10 – 12 10 – 12 2X Choi Fook (Near Sin Tat Plaza) 30 30
5.2.4.3 Subject to potential bus routes diversion in the detailed design stage, the arrangement of on-street bus stops at Sai Yeung Choi Street South could also be reviewed based on schedules of future bus services and passenger demands so as to improve the existing issues on bus queuing.
Traffic Management Scheme for Tung Choi Street and Fa Yuen Street after Relocation of PLB
5.2.4.4 Subsequent to the relocation of the on-street PLB termini from Tung Choi Street and Fa Yuen Street to the PLB PTI proposed in the development, the queuing problem of PLB along these streets would be resolved. To better taking this opportunity to address the traffic congestion problems in the area, traffic management scheme is proposed for these streets after the relocation of the PLB termini. Following the existing practice at junction of Nathan Road/ Fife Street, it is proposed to introduce traffic signs at the junctions of Mong Kok Road/Tung Choi Street and Mong Kok Road/ Sai Yee Street to prohibit the PLB (Red Minibuses) from entering into these streets and convert these streets for the provision of general lay-by/ bus stops/ parking spaces/ PLB Stands (Green Minibuses). Appendix A shows the details.
Traffic Management Scheme upon Widening of Sai Yee Street, Argyle Street and Luen Wan Street
5.2.4.5 With the proposed PLB PTI ingress/egress point located at the junction of Mong Kok Road / Sai Yee Street, entry to the PLB PTI will be via Sai Yee Street southbound taking a left turn into the PTI at the junction while exit from the PLB PTI will be via Sai Yee Street southbound, then make left or right turn at the Argyle Street junction heading east or west of the Site. 5.2.4.6 Vehicles other than PLB (i.e. X-B coaches, private vehicles) to and from the proposed development will be via the ingress/egress point at Luen Wan Street through Argyle Street eastbound. A standard left turn lane will be provided at Argyle Street for left turn to Luen Wan Street to the development.
71 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.2.4.7 Vehicles leaving the proposed development via the ingress/egress point at Luen Wan Street can turn left to Luen Wan Street northbound to Bute Street and Sai Yee Street. In addition, flexibility has also been provided for vehicles to turn right through Luen Wan Street to Argyle Street or Yim Po Fong Street. Figure 5.2.15 shows the traffic management scheme after the road/footpath widening works. 5.2.5 Car Parking Provision 5.2.5.1 Car parking spaces will be provided at Basement 3 to 4 levels of the proposed development (Figures 5.2.13 and 5.2.14).
5.2.5.2 According to HKPSG, the required parking and L/UL facilities for the RDS are provided in Table 5.2.6 below.
Table 5.2.6: Parking and L/UL Facilities Requirements for the RDS Required Tentative Use Facility HKPSG/Specific Standard Provsion Provision Car 1 car space per 200m2 to 300m2 60-90 60 Parking Motor-cycle: 5-10% of total 3-9 3 Spaces provision for private cars 1 L/UL bay per 800m2 to Retail L/UL 2 2 1,200m LGV:10-15 15 (17,872m ) Bays for HGV:5- 8 (LGV: 10 goods Goods vehicle provision is Total:15-23 HGV: 5) vehicle divided into 65% LGV and 35% HGV For first 15,000m2, 1 space per 150m2 to 200m2 383-562 383 Car Above 15,000m2, 1 space for Parking 200m2 to 300m2 Motor-cycle: 5-10% of total 20-57 20 provision for private cars Office 1 L/UL bay per 2,000m2 to 2 L/UL 2 (107,260m ) 3,000m LGV:24-36 36 Bays for HGV:12-18 (LGV:24 goods Goods vehicle provision is Total:36-54 HGV: 12) vehicle divided into 65% LGV and 35% HGV 1 pick-up/drop-off lay-by for Lay-by taxis and private cars for every 6 6 20,000m2 Public Car Park Reprovision 70 80*
MKGO Car Park Reprovision 35 35 * The 80 pubic car parking spaces include 10 spaces for coaches and medium and heavy goods vehicles required by TD.
72 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.2.5.3 In addition to the required parking and loading/unloading facilities for the retail and office uses in the proposed development as per HKPSG requirements, 10 parking spaces for coaches and medium and heavy goods vehicles will also be provided as public car parking spaces.
5.2.5.4 To cater for the vehicular transportation needs of the proposed GIC facilities in the development, parking and L/UL facilities will be provided as required and summarized in Table 5.2.7 below.
Table 5.2.7: Parking and L/UL Facilities Requirements for GIC Facilities Use Facility Requirements Tentative Provision Car Parking 3 parking spaces for 16-seater 3 Day Care Centre Spaces vans with tail-lift for the Elderly L/UL Bays for Shared use with other GIC 1 goods vehicles facilities Neighbourhood L/UL Bays for Shared use with other GIC - Elderly Centre goods vehicles - facilities Integrated Children & L/UL Bays for Shared use with other GIC - Youth Services goods vehicles - facilities - Centre Integrated Community L/UL Bays for Shared use with other GIC - Centre for goods vehicles - facilities Mental Wellness Car Parking 2 parking spaces including 1 2 Spaces for disabled person L/UL Bays for 1 1 Coaches Community Hall Ambulance 1 1 Bays 1 with an area for parking of 2 Lay-by 2 vans
5.2.5.5 According to HKPSG, the provision of car parking spaces for disabled persons is subject to the total number of car parking spaces provided in the development. Since there are 548 car parking spaces proposed for the development with 1 additional private parking space for the community hall, a total of 7 car parking spaces for disabled person would be provided in the development.
73 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.2.6 Modelling Approach 5.2.6.1 A two-tier transport modelling structure was proposed and adopted to produce traffic forecast with respect to the planning parameters, potential highway and railway in a territorial level. 5.2.6.2 The Local Area Traffic Model (LATM) has been validated to the traffic condition in year 2015 as the base year. The demand flows of Year 2015 are presented in Figures 5.2.16a and 5.2.16b. 5.2.6.3 Two forecast scenarios will be assessed in this Study: with the completion of the proposed development by 2024, the scenario in 3 years after the completion (i.e. Year 2027) is adopted. Year 2027 as the reference case and design case will be adopted for comparison of the situation without and with the proposed development respectively as below :
· Year 2027 Reference Case (without proposed development) (Figures 5.2.17a and Figure 5.2.17b); and
· Year 2027 Design Case (with proposed development and road improvement) (Figures 5.2.18a and 5.2.18b).
5.2.6.4 For the Year 2027 design case, the improvement scheme, which is presented in Figures 5.2.18a and 5.2.18b), involves the road widening of Sai Yee Street southbound (from Mong Kok Road to Argyle Street) and also along Argyle Street eastbound (from Sai Yee Street to Luen Wan Street ). A traffic lane at Argyle Street (section between Sai Yee Street and Yim Po Fong Street) will be reserved for the columns of HyD’s proposed Argyle Footbridge. 5.2.7 Broad Review of Impact on Mong Kok East Station 5.2.7.1 A broad assessment by using bottom-up approach that the development parameters are added into the enhanced 2011-based TPEDM planning data has been conducted for the assessment of impact on rail services. 5.2.7.2 The railway catchment of MKES covers both walk-in and ride-in passengers under an “all-or-nothing” methodology that all population and employment places in the Planning Data Zones (PDZ) within the railway catchment will be considered. Walk- in zones are defined as those within 500m from the MKES while ride-in zones are those with direct feeder services to the MKES with limited accessibility to nearby railway services. As areas on the southern / western side would be well served by several existing railway services including Tsuen Wan Line / Kwun Tong Line / Tung Chung Line and West Rail, ride-in zones will include areas on the north (Kowloon City) and southeast (Ho Man Tin) sides only. The railway catchment area of MKES is illustrated below in Diagram 5.2.2.
74 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diagram 5.2.2: Railway Catchment Area of Mong Kok East Station
5.2.7.3 As shown in Diagram 5.2.2 above, the railway catchment area of the MKES consists of 10 PDZ, five are walk-in zones and the remaining five are ride-in zones. The total population and employment within the railway catchment area of MKES and from the proposed development are summarized below in Table 5.2.8.
Table 5.2.8: Planning Data within Railway Catchment Area of Mong Kong East Station Planning Data within Railway Percentage of Catchment Estimated Pop + Emp from Development Railway (Enhanced 2011 based TPEDM, the Proposed Development Pop + Emp / Catchment Year 2031) Catchment Populat- Employ- Populat Employ- Total Total Total ion ment -ion ment Within Walk-in 84,050 113,800 197,900 3.2% Catchment Within Walk-in 0 6,257 6,257 + Ride in 168,800 142,250 311,050 2.0% Catchment
75 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.2.7.4 As summarized in Table 5.2.8 above, the proposed development would provide around 6,257 employment places, which is about 3.2% and 2.0% of the total population & employment places of walk-in and walk-in + ride-in catchment respectively. From the above estimation, it is anticipated that the provided employment places in the proposed development (6,257) would only contribute about 4.4% (in other word: less than 5%) to the employment places within existing railway catchment (142,250). 5.2.7.5 The Site is served by a good mixture of public transport services in close proximity to both franchised bus (for both intra and inter district services) and PLB termini. The proposed development is also within desirable walking distance to MTR Prince Edward / Mong Kok Station of Tsuen Wan Line and Kwun Tong Line. The sole reliance on the East Rail from the proposed development is limited. 5.2.7.6 Considering the insignificant increase in employment places and also the wide variety of public transport services available in the vicinity of the proposed development, the impact of the proposed development on the East Rail patronage is considered minimal. 5.2.8 Junction Capacity Assessment 5.2.8.1 There are totally 12 critical junctions identified near the proposed development for junction capacity assessment. Junction performances analysis has been conducted with focus on existing case (i.e. Year 2014), reference case (Year 2027) and design case (Year 2027). The identified critical junctions include:
· Argyle Street/ Kadoorie Avenue
· Prince Edward Road West/ Sai Yee Street
· Sai Yee Street/ Bute Street
· Mong Kok Road/ Sai Yee Street
· Fife Street/ Sai Yee Street
· Argyle Street/ Sai Yee Street
· Nathan Road northbound/ Bute Street
· Nathan Road southbound/ Bute Street
· Nathan Road / Mong Kok Road.
· Nathan Road/ Argyle Street
· Argyle Street/ Luen Wan Street/ Yim Po Fong Street
· Luen Wan Street / proposed access point of the development
76 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.2.8.2 As mentioned, it is anticipated that the earliest completion of the proposed development would be at Year 2024. In normal traffic engineering practice, an additional three years after the completion of the development would be chosen for TIA. Thus, Year 2027 is chosen to be the year for the reference case as well as the design case.
5.2.8.3 Traffic survey was conducted during the periods 0700-1000 and 1700-2000. The AM and PM peak hours were identified as 0815-0915hr and 1745-1845hr respectively. Taking account of the currently observed queue back impact, demand traffic flow of validated year 2014 model instead of observed flow is applied in junction performance assessment to reflect the actual existing traffic demand. The existing case reserve capacity (RC) is summarized in Table 5.2.9 below.
Table 5.2.9: Summary of Junction Performances for Existing Case Existing Case Name Type AM PM Argyle St / Kadoorie Avenue Signalised >50% >50% Prince Edward Rd W / Sai Yee St Signalised >50% >50% Sai Yee St / Bute St Signalised >50% >50% Mong Kok Rd / Sai Yee St Signalised >50% 42% Fife St / Sai Yee St Priority 0.08 0.10 Argyle St / Sai Yee St Signalised 3% 8% Nathan Rd Northbound/ Bute St Priority 0.27 0.44 Nathan Rd Southbound/ Bute St Priority 0.41 0.58 Nathan Rd / Mong Kok Rd. Signalised >50% 31% Nathan Rd/ Argyle St Signalised 31% 28% Argyle St / Luen Wan St / Yim Po Signalised 12% 7% Fong St Remarks: Figures shown represent “reserve capacity” (RC) for the signal controlled junctions and “design flow to capacity” (DFC) ratio for the priority junctions. 5.2.8.4 As shown in Table 5.2.9, in the existing case, the RC for the junctions in the Area of Influence (AOI) are found to be operated within capacity.
5.2.8.5 For the design case, due to the highly public transport dependent nature in this location, in order to establish the reasonable future development flows, it is recommended to use the lower limit of the trip generation / attraction rates provided in TPDM (Annex D Table 2). The trip generation/attraction rates are listed in Table 5.2.10a below:
Table 5.2.10a: Trip Attraction/Generation Rates for the Proposed Development Type of Use AM PM Generation Attraction Generation Attraction Retail 0.129 0.152 0.236 0.262 Office 0.104 0.165 0.122 0.084 Note: In units of pcu/hr/100m2
77 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.2.8.6 The number of attraction and generation trips for the proposed development are tabulated in Table 5.2.10b below:
Table 5.2.10b: Number of Attraction/Generation Trips for the Proposed Development Type of AM PM Development Generation Attraction Generation Attraction Proposed Retail 23 28 42 47 (17,872m2) Proposed Office 112 177 131 90 (107,260m2) Total 135 205 173 137
5.2.8.7 The RC of the assessed junctions in Year 2027 reference case and design case (with consideration of the future PLB PTI and L/UL facilities for X-B coaches) are presented in Table 5.2.11 below:
Table 5.2.11: Summary of Junction Performances for 2027 Reference and Design Cases Reference Case Design Case Name Type AM PM AM PM Argyle St / Kadoorie Avenue Signalised 32% 42% 24% 35% Prince Edward Rd W / Sai Yee St Signalised >50% 34% 48% 24% Sai Yee St / Bute St Signalised >50% >50% >50% >50% Mong Kok Rd / Sai Yee St Signalised 28% 26% 17% 31% Fife St / Sai Yee St Priority 0.08 0.12 0.08 0.10 Argyle St / Sai Yee St Signalised -13% -6% 10% 10% Nathan Rd Northbound/ Bute St Priority 0.40 0.53 0.42 0.53 Nathan Rd Southbound/ Bute St Priority 0.45 0.62 0.45 0.63 Nathan Rd / Mong Kok Rd. Signalised 45% 18% 45% 17% Nathan Rd/ Argyle St Signalised 11% 16% 11% 15% Argyle St / Luen Wan St / Yim Po Signalised -3% -5% 10% 11% Fong St Luen Wan St / Access of the Proposed Development at Luen Priority - - 0.35 0.36 Wan Street Remarks: Figures shown represent RC for the signal controlled junctions and DFC ratios for the priority junctions. 5.2.8.8 It is shown that all assessed junctions will operate within capacity in the Year 2027 design case. 5.2.9 Pedestrian Traffic Network Performances 5.2.9.1 To appreciate the existing pedestrian network performance, a pedestrian survey was undertaken in July 2015 with an additional pedestrian survey for rectifying the existing conditions conducted in July 2016 during AM and PM peaks. Based on the latest 2011-based TPEDM, the extracted annual growth rate of 0.27% has been applied to estimate the pedestrian flows in Year 2027 reference case within 500m catchment of the MKES.
78 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.2.9.2 The 2027 design case pedestrian flow figures are the summation of the 2027 reference case pedestrian flow figures, the generation/ attraction pedestrian flow figures of the proposed development and the figures of the future passengers using the proposed PLB PTI and L/UL facilities for X-B coaches. Besides, the planned Argyle Street Footbridge (Agreement No. CE21/2013 (HY)) has also been incorporated in the pedestrian network assessment. 5.2.9.3 The pedestrian generation and attraction trips of the proposed development will be based on the findings of the in-house survey. 5.2.9.4 These future year pedestrian office and retail trip rates were developed by using trip generation rates obtained from in-house survey results. The following Tables 5.2.12a and 5.2.120b summarise the adopted pedestrian trip generation rates and the results.
Table 5.2.12a: Trip Generation/Attraction Rates – Pedestrian Trip Rates (per 100m2) Trip Rates (per 100m2) Type of Use (AM Peak) PM Peak Gen. Att. Total Gen. Att. Total Retail 0.000 0.000 0.000 3.830 4.060 7.89 Office 0.222 1.934 2.156 1.567 0.266 1.833
Table 5.2.12b: Number of Generation/Attraction Trips – Pedestrian Trips (per 100m2) Trips (per 100m2) Type of Use (AM Peak) PM Peak Gen. Att. Total Gen. Att. Total Retail ( 17,872 m2) 0 0 0 684 726 1410 Office (107,260m2) 238 2,075 2,313 1,681 285 1,966 Total 238 2,075 2,313 2,365 1,011 3,376
5.2.9.5 The future pedestrian trip rates have been adopted in the Year 2027 design case for pedestrian link performance assessment. As shown, the total numbers of two-way pedestrian trips are 2,313 and 3,376 ped/hour for AM and PM peaks respectively. Level of Service 5.2.9.6 Level of Service (LOS) is a measure to determine the effectiveness of elements of transportation infrastructure. LOS is most commonly used in station design and venue planning for crowd management. In general, walkways/ entrances and exits are planned for mid- LOS C, although it is recognised that there will be times when busier conditions are experienced. This analysis, therefore, considers a peak level of service C/D is acceptable. Given the concentrated nature of the arrival of pedestrians when either a bus or a MTR train arrives, there will be unavoidable higher levels of service. As this will be for a temporary period, it is not considered a cause of concern.
5.2.9.7 Table 5.2.13 presents the description of LOS from TPDM, Volume 6, Chapter 10 – Pedestrian Action Plan, in reference to Highway Capacity Manual 2000.
79 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.2.13: Description of Level of Service for Walkways – Flow Rate (pedestrian/min/m) LOS Flow Rate Description Pedestrians basically move in desired paths without altering their movements in response to other pedestrians. Walking speeds are A ≤ 16 freely selected, and conflicts between pedestrians are unlikely.
Sufficient space is provided for pedestrians to freely select their walking speeds, to bypass other pedestrians and to avoid crossing conflicts with others. At this level, pedestrians begin to B 16 - 23 be aware of other pedestrians and to respond to their presence in the selection of walking paths.
Sufficient space is available to select normal walking speeds and to bypass other pedestrians primarily in unidirectional stream. C 23 - 33 Where reverse direction or crossing movement exists, minor conflicts will occur, and speed and volume will be somewhat lower. Freedom to select individual walking speeds and bypass other pedestrians is restricted. Where crossing or reverse-flow movements exist, the probability of conflicts is high and its D 33 - 49 avoidance requires changes of speeds and position. The LOS provides reasonable fluid flow; however considerable friction and interactions between pedestrians are likely to occur.
Virtually, all pedestrians would have their normal walking speeds restricted. At the lower range of this LOS, forward movement is possible only by shuffling. Space is insufficient to E 49 - 75 pass over slower pedestrians. Cross- and reverse-movement are possible only with extreme difficulties. Design volumes approach the limit of walking capacity with resulting stoppages and interruptions to flow. All walking speeds are severely restricted. Forward progress is made only by shuffling. There are frequent and unavoidable conflicts with other pedestrians. Cross- and reverse-movements F > 75 are virtually impossible. Flow is sporadic and unstable. Space is more characteristics of queued pedestrians than of moving pedestrian streams.
5.2.9.8 Different measures of LOS are available depending on the nature of the walkways involved. The level of service for walkways is an appropriate measure of pedestrian conditions for passageways where pedestrians are expected to keep moving and not waiting.
5.2.9.9 Tables 5.2.14a to 5.2.14f show the existing, Year 2027 reference case and Year 2027 design case pedestrian flows along concerned footpaths and key footbridges within the Study Area. The index plan for pedestrian flows on footpaths and footbridges is in Appendix B.
80 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.2.14a: Existing Pedestrian Flows Along Concerned Footpaths
Actual Effective Peak Hour Flow Peak Hour Flow Link LOS Width Width (2-way) (ppl/hr) (2-way) (ppl/min/m) ID (m) (m) AM PM AM PM AM PM Bute Street/ Nathan Road p011 5.3 4.3 1052 3044 4.1 11.8 A A p012 7.7 6.7 98 408 0.3 1.0 A A p013 4.5 3.5 820 2310 4.0 11.1 A A p014 4.4 3.4 1082 2958 5.3 14.3 A A p015 3.6 2.6 651 1557 4.3 10.2 A A p016 4.4 3.4 585 1862 2.9 9.2 A A p017 4.5 3.5 589 1695 2.8 8.1 A A p018 4.7 3.7 664 2633 3.0 11.9 A A Argyle Street/ Nathan Road p021 7.6 6.6 1120 2763 2.8 7.0 A A p022 6.4 5.4 1842 2988 5.7 9.2 A A p023 4.9 3.9 1142 3184 4.9 13.6 A A p024 4.7 3.7 1631 1557 7.4 7.0 A A p025 3.9 2.9 2805 4764 16.1 27.4 B C p026 7.8 6.8 384 920 1.0 2.3 A A p027 4.4 3.4 813 1978 4.0 9.8 A A p028 4.8 3.8 1079 2017 4.7 8.8 A A Argyle Street/ Sai Yeung Choi Street South p031 6.5 5.5 2066 6969 6.3 21.1 A B p032 4.6 3.6 3096 5481 14.5 25.7 A C p033 2.8 1.8 1716 7072 15.9 65.5 A E p034 2.7 1.7 550 2429 5.3 23.4 A C p035 5.9 4.9 824 1493 2.8 5.1 A A p036 7.6 6.6 576 1393 1.5 3.5 A A p037 3.5 2.5 629 4268 4.3 29.0 A C p038 2.9 1.9 480 2429 4.3 21.5 A B Tung Choi Street/ Mong Kok Road p041 3.90 2.90 769 3265 4.42 18.77 A B p042 3.78 2.78 440 1567 2.64 9.40 A A p043 8.60 7.60 364 1468 0.80 3.22 A A p044 3.28 2.28 704 1967 5.15 14.38 A A Bute Street/ Fa Yuen Street p051 3.5 2.5 2228 2636 14.9 17.6 A B p052 3.0 2.0 341 704 2.9 6.0 A A
81 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
p053 5.1 4.1 225 1038 0.9 4.2 A A p054 5.3 4.3 222 1191 0.9 4.6 A A p055 6.2 5.2 724 1388 2.3 4.5 A A p056 6.0 5.0 1507 2679 5.0 8.9 A A p057 5.4 4.4 263 1011 1.0 3.9 A A p058 4.6 3.6 441 1188 2.1 5.5 A A Bute Street/ Sai Yee Street p061 3.4 2.4 10 16 0.1 0.1 A A p062 2.4 1.4 39 42 0.5 0.5 A A p063 3.5 2.5 307 241 2.0 1.6 A A p064 3.6 2.6 353 999 2.3 6.4 A A p065 3.0 2.0 341 704 2.9 5.9 A A p066 5.5 4.5 2228 2494 8.3 9.2 A A p067 3.3 2.3 543 846 3.9 6.1 A A p068 3.3 2.3 939 852 6.8 6.2 A A Mong Kok Road/ Sai Yee Street p071 3.5 2.5 333 264 2.3 1.8 A A p072 3.7 2.7 366 1474 2.3 9.2 A A p073 3.5 2.5 561 1980 3.8 13.5 A A p074 6.6 5.6 341 1865 1.0 5.6 A A p075 3.5 2.5 245 1172 1.7 7.9 A A p076 3.5 2.5 236 221 1.6 1.5 A A Argyle Street/ Sai Yee Street p081 3.3 2.3 846 1294 6.0 9.2 A A p082 3.8 2.8 1570 2880 9.2 16.9 A B p083 3.9 2.9 342 586 2.0 3.4 A A p084 5.4 4.4 469 1225 1.8 4.7 A A p085 4.5 3.5 1452 2466 6.9 11.8 A A p086 3.6 2.6 1403 3173 8.9 20.0 A B p087 3.6 2.6 441 1901 2.9 12.3 A A p088 2.7 1.7 694 408 7.0 4.1 A A Luen Wan Street/ Argyle Street p091 4.7 3.7 1491 1943 6.8 8.8 A A p092 6.0 5.0 1811 2509 6.1 8.4 A A p093 2.2 1.2 700 1113 9.9 15.7 A A p094 3.6 2.6 524 1632 3.4 10.5 A A p095 3.5 2.5 1621 3224 10.8 21.5 A B p096 5.2 4.2 846 1294 3.4 5.1 A A p097 3.0 2.0 170 284 1.4 2.4 A A
82 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.2.14b: Existing Pedestrian Flows Along Concerned Footbridges
Peak Hour Flow Peak Hour Flow Actual Effective LOS Link ID (2-way) (ppl/hr) (2-way) (ppl/min/m) Width (m) Width (m) AM PM AM PM AM PM f01 4.6 3.6 1013 2080 4.8 9.8 A A f02 8.6 7.6 203 298 0.5 0.7 A A f03 4.8 3.8 743 807 3.3 3.6 A A f04 5.5 4.5 930 2681 3.5 9.9 A A f05 5.0 4.0 432 1440 1.8 6.0 A A f06 4.4 3.4 3995 5487 19.9 27.3 B C f07 3.0 2.0 109 697 0.9 5.9 A A f08 4.9 3.9 484 1133 2.1 4.9 A A f09 4.4 3.4 1355 870 6.7 4.3 A A f10 6.3 5.3 3211 4390 10.0 13.7 A A f11 17.5 16.5 5447 8897 5.5 9.0 A A f12 2.8 1.8 3670 4131 35.0 39.4 D D f13 2.8 1.8 4071 4267 38.1 40.0 D D
Table 5.2.14c: Year 2027 Reference Case - Pedestrian Flows Along Concerned Footpaths
Peak Hour Flow Peak Hour Flow Actual Effective LOS Link ID (2-way) (ppl/hr) (2-way) (ppl/min/m) Width (m) Width (m) AM PM AM PM AM PM Bute Street/ Nathan Road p011 5.3 4.3 1087 3144 4.2 12.2 A A p012 7.7 6.7 101 421 0.3 1.1 A A p013 4.5 3.5 847 2386 4.1 11.5 A A p014 4.4 3.4 1118 3055 5.4 14.8 A A p015 3.6 2.6 672 1608 4.4 10.5 A A p016 4.4 3.4 604 1923 3.0 9.5 A A p017 4.5 3.5 608 1751 2.9 8.4 A A p018 4.7 3.7 686 2720 3.1 12.3 A A Argyle Street/ Nathan Road p021 7.6 6.6 1157 2854 2.9 7.2 A A p022 6.4 5.4 1903 3086 5.9 9.5 A A p023 4.9 3.9 1180 3289 5.1 14.1 A A p024 4.7 3.7 1685 1608 7.6 7.3 A A p025 3.9 2.9 2897 4921 16.7 28.3 B C p026 7.8 6.8 397 950 1.0 2.3 A A
83 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
p027 4.4 3.4 840 2043 4.2 10.1 A A p028 4.8 3.8 1114 2083 4.9 9.1 A A Argyle Street/ Sai Yeung Choi Street South p031 6.5 5.5 2134 7198 6.5 21.8 A B p032 4.6 3.6 3198 5661 15.0 26.5 A C p033 2.8 1.8 1772 7305 16.4 67.6 B E p034 2.7 1.7 568 2509 5.5 24.2 A C p035 5.9 4.9 851 1542 2.9 5.3 A A p036 7.6 6.6 595 1439 1.5 3.6 A A p037 3.5 2.5 650 4408 4.4 30.0 A C p038 2.9 1.9 496 2509 4.4 22.3 A B Tung Choi Street/ Mong Kok Road p041 3.9 2.9 794 3372 4.6 19.4 A B p042 3.8 2.8 454 1619 2.7 9.7 A A p043 8.6 7.6 376 1516 0.8 3.3 A A p044 3.3 2.3 727 2032 5.3 14.9 A A Bute Street/ Fa Yuen Street p051 3.5 2.5 2301 2723 15.3 18.2 A B p052 3.0 2.0 352 727 3.0 6.2 A A p053 5.1 4.1 232 1072 0.9 4.3 A A p054 5.3 4.3 229 1230 0.9 4.8 A A p055 6.2 5.2 748 1434 2.4 4.6 A A p056 6.0 5.0 1557 2767 5.2 9.2 A A p057 5.4 4.4 272 1044 1.1 4.0 A A p058 4.6 3.6 456 1227 2.1 5.7 A A Bute Street/ Sai Yee Street p061 3.4 2.4 10 17 0.1 0.1 A A p062 2.4 1.4 40 43 0.5 0.5 A A p063 3.5 2.5 317 249 2.1 1.7 A A p064 3.6 2.6 365 1032 2.3 6.6 A A p065 3.0 2.0 352 727 2.9 6.1 A A p066 5.5 4.5 2301 2576 8.5 9.6 A A p067 3.3 2.3 561 874 4.1 6.3 A A p068 3.3 2.3 970 880 7.1 6.4 A A Mong Kok Road/ Sai Yee Street p071 3.5 2.5 344 273 2.3 1.9 A A p072 3.7 2.7 378 1522 2.4 9.5 A A p073 3.5 2.5 579 2045 3.9 13.9 A A
84 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
p074 6.6 5.6 352 1926 1.1 5.8 A A p075 3.5 2.5 253 1211 1.7 8.1 A A p076 3.5 2.5 244 228 1.6 1.5 A A Argyle Street/ Sai Yee Street p081 3.3 2.3 874 1337 6.2 9.5 A A p082 3.8 2.8 1622 2975 9.5 17.5 A B p083 3.9 2.9 353 605 2.0 3.5 A A p084 5.4 4.4 484 1265 1.9 4.8 A A p085 4.5 3.5 1500 2547 7.2 12.1 A A p086 3.6 2.6 1449 3277 9.2 20.7 A B p087 3.6 2.6 456 1964 3.0 12.7 A A p088 2.7 1.7 717 421 7.2 4.2 A A Luen Wan Street/ Argyle Street p091 4.7 3.7 1540 2007 7.0 9.1 A A p092 6.0 5.0 1871 2592 6.3 8.7 A A p093 2.2 1.2 723 1150 10.2 16.3 A B p094 3.6 2.6 541 1686 3.5 10.8 A A p095 3.5 2.5 1674 3330 11.2 22.2 A B p096 5.2 4.2 874 1337 3.5 5.3 A A p097 3.0 2.0 176 293 1.5 2.5 A A
Table 5.2.14d: Year 2027 Reference Case - Pedestrian Flows Along Concerned Footbridges
Peak Hour Flow Peak Hour Flow Actual Effective LOS Link ID (2-way) (ppl/hr) (2-way) (ppl/min/m) Width (m) Width (m) AM PM AM PM AM PM f01 4.6 3.6 1046 2148 4.9 10.1 A A f02 8.6 7.6 210 308 0.5 0.7 A A f03 4.8 3.8 767 834 3.4 3.7 A A f04 5.5 4.5 961 2769 3.6 10.3 A A f05 5.0 4.0 446 1487 1.9 6.2 A A f06 4.4 3.4 4126 5667 20.5 28.2 B C f07 3.0 2.0 113 720 1.0 6.1 A A f08 4.9 3.9 500 1170 2.1 5.0 A A f09 4.4 3.4 1400 899 6.9 4.5 A A f10 6.3 5.3 3317 4534 10.4 14.2 A A f11 17.5 16.5 5626 9190 5.7 9.3 A A f12 2.8 1.8 3791 4267 36.1 40.6 D D f13 2.8 1.8 4205 4407 39.4 41.3 D D
85 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.2.14e: Year 2027 Design Case - Pedestrian Flows Along Concerned Footpaths
Peak Hour Flow Peak Hour Flow LOS Link Actual Effective (2-way) (ppl/hr) (2-way) (ppl/min/m) ID Width (m) Width (m) AM PM AM PM AM PM Bute Street/ Nathan Road p011 5.3 4.3 1350 3408 5.2 13.2 A A p012 7.7 6.7 364 685 0.9 1.7 A A p013 4.5 3.5 847 2386 4.1 11.5 A A p014 4.4 3.4 1118 3055 5.4 14.8 A A p015 3.6 2.6 935 1872 6.1 12.2 A A p016 4.4 3.4 867 2187 4.3 10.8 A A p017 4.5 3.5 608 1751 2.9 8.4 A A p018 4.7 3.7 686 2720 3.1 12.3 A A Argyle Street/ Nathan Road p021 7.6 6.6 1157 2854 2.9 7.2 A A p022 6.4 5.4 1903 3086 5.9 9.5 A A p023 4.9 3.9 1180 3289 5.1 14.1 A A p024 4.7 3.7 1685 1608 7.6 7.3 A A p025 3.9 2.9 2897 4921 16.7 28.3 B C p026 7.8 6.8 397 950 1.0 2.3 A A p027 4.4 3.4 840 2043 4.2 10.1 A A p028 4.8 3.8 1114 2083 4.9 9.1 A A Argyle Street/ Sai Yeung Choi Street South p031 6.5 5.5 4287 9416 13.0 28.5 A C p032 4.6 3.6 3371 5999 15.8 28.1 A C p033 2.8 1.8 1772 7305 16.4 67.6 B E p034 2.7 1.7 568 2509 5.5 24.2 A C p035 5.9 4.9 1024 1880 3.5 6.4 A A p036 7.6 6.6 2748 3657 6.9 9.2 A A p037 3.5 2.5 650 4408 4.4 30.0 A C p038 2.9 1.9 496 2509 4.4 22.3 A B Tung Choi Street/ Mong Kok Road p041 3.9 2.9 1057 3636 6.1 20.9 A B p042 3.8 2.8 717 1883 4.3 11.3 A A p043 8.6 7.6 376 1516 0.8 3.3 A A p044 3.3 2.3 727 2032 5.3 14.9 A A Bute Street/ Fa Yuen Street
86 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
p051 3.5 2.5 2301 2723 15.3 18.2 A B p052 3.0 2.0 352 727 3.0 6.2 A A p053 5.1 4.1 232 1072 0.9 4.3 A A p054 5.3 4.3 229 1230 0.9 4.8 A A p055 6.2 5.2 748 1434 2.4 4.6 A A p056 6.0 5.0 1557 2767 5.2 9.2 A A p057 5.4 4.4 272 1044 1.1 4.0 A A p058 4.6 3.6 456 1227 2.1 5.7 A A Bute Street/ Sai Yee Street p061 3.4 2.4 10 17 0.1 0.1 A A p062 2.4 1.4 40 43 0.5 0.5 A A p063 3.5 2.5 317 249 2.1 1.7 A A p064 3.6 2.6 365 1032 2.3 6.6 A A p065 3.0 2.0 352 727 2.9 6.1 A A p066 5.5 4.5 2301 2576 8.5 9.6 A A p067 3.3 2.3 561 874 4.1 6.3 A A p068 3.3 2.3 970 880 7.1 6.4 A A Mong Kok Road/ Sai Yee Street p071(1) 4.5 3.5 3061 2920 10.2 9.7 A A p072 3.7 2.7 378 1522 2.4 9.5 A A p073 3.5 2.5 842 2309 5.7 15.7 A A p074 6.6 5.6 615 2190 1.9 6.6 A A p075 3.5 2.5 253 1211 1.7 8.1 A A p076(1) 3.5 2.5 244 228 0.8 0.8 A A Argyle Street/ Sai Yee Street p081(1) 4.5 3.5 874 1337 6.2 9.5 A A p082 3.8 2.8 1795 3313 10.5 19.5 A B p083 3.9 2.9 353 605 2.0 3.5 A A p084 5.4 4.4 484 1265 1.9 4.8 A A p085 4.5 3.5 2526 3820 12.0 18.2 A B p086 3.6 2.6 3313 4989 20.9 31.5 B C p087 3.6 2.6 456 1964 3.0 12.7 A A p088(1) 4.5 3.5 3434 3068 12.7 11.4 A A Luen Wan Street/ Argyle Street p091 4.7 3.7 1598 2345 7.2 10.6 A A p092 6.0 5.0 1871 2592 6.3 8.7 A A p093 2.2 1.2 781 1488 11.0 21.0 A B p094 3.6 2.6 541 1686 3.5 10.8 A A
87 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
p095 3.5 2.5 1674 3330 11.2 22.2 A B p096(1) 5.2 4.2 874 1337 3.9 6.0 A A p097(1) 4.0 3.0 176 293 1.1 1.8 A A Note: (1) Footpath will be widened in 2027 Design Case
Table 5.2.14f: Year 2027 Design Case - Pedestrian Flows Along Concerned Footbridges
Peak Hour Flow Peak Hour Flow Actual Effective LOS Link ID (2-way) (ppl/hr) (2-way) (ppl/min/m) Width (m) Width (m) AM PM AM PM AM PM f01 4.6 3.6 1846 3005 8.7 14.1 A A f02 8.6 7.6 210 308 0.5 0.7 A A f03 4.8 3.8 767 834 3.4 3.7 A A f04 5.5 4.5 1250 3275 4.6 12.1 A A f05 5.0 4.0 446 1487 1.9 6.2 A A f06 4.4 3.4 4647 6426 23.1 32.0 C C f07 3.0 2.0 171 754 1.5 6.4 A A f08 4.9 3.9 558 1204 2.4 5.2 A A f09 4.4 3.4 1400 899 6.9 4.5 A A f10 6.3 5.3 2655 3371 8.3 10.5 A A f11 17.5 16.5 4501 7352 4.6 7.4 A A f12(1) 6.0 5.0 3791 4267 12.6 14.2 A A f13 2.8 1.8 2161 2542 20.2 23.8 B C f14 6.0 5.0 2851 2190 9.5 7.3 A A f15 6.0 5.0 2161 2542 7.2 8.5 A A f16 5.0 4.0 2434 3175 10.1 13.2 A A f17 6.0 5.0 2162 2330 7.2 7.8 A A Note: (1) Footpath will be widened in 2027 Design Case
5.2.9.10 It is observed that the pedestrian paths likely to be affected by the proposed development will operate at LOS C or above. It is concluded from the above tables that the LOS at all footpaths and footbridges are in an adequate level under Year 2027 design case.
Summary
5.2.9.11 The proposed development at Sai Yee Street would not induce adverse vehicular and pedestrian traffic impacts on the road network in the vicinity, with the implementation of proposed improvement schemes at critical junctions. 5.2.9.12 The proposed development at Sai Yee Street is therefore considered acceptable from traffic point of view.
88 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.3 Environmental Assessment
5.3.1 Air Quality 5.3.1.1 In accordance with Annex 12 of the TM-EIAO, types of Air Sensitive Receivers (ASRs) in the vicinity include domestic premises, hotel, hostel, hospital, clinic, nursery, temporary housing accommodation, school, educational institution, office, factory, shop, shopping centre, place of public worship, library, court of law, sports stadium or performing arts centre. Any other premises or places which, in terms of duration or number of people being affected, have a similar sensitivity to the air pollutants as the abovementioned types of premises and places are also considered as a sensitive receiver. 5.3.1.2 Representative ASRs within a distance of 500m from the boundary of the Site have been identified. These ASRs include both the existing and planned developments. The existing ASRs are identified by means of reviewing topographic maps, aerial photos, land status plans, supplemented by site inspections. They mainly include residential buildings with different storey heights, educational institutions etc. 5.3.1.3 Future/existing ASRs have been identified by making reference to relevant OZPs, Outline Development Plans, Layout Plans and other published plans in the vicinity of the Site, including: · Mong Kok OZP (S/K3/30); and · Ho Man Tin OZP (S/K7/24) 5.3.1.4 The locations of the representative ASRs for air quality impact assessment are illustrated in Figure 5.3.1, and are summarized in the Table 5.3.1 below. Table 5.3.1: Representative Air Sensitive Receivers ASR ID Description Land use No. of Approx. Separation [1] Storey Distance from boundary of Study Site (m) Existing ASRs
A1 The Church of Christ in E 4 110 China Heep Woh Primary School A2 Queen Elizabeth School E 3 90 A3 The Celebrity R 22 220 A4 Grand Century Place C 7 10 A5 Royal Plaza Hotel H 19 80 A6 Diocesan Boys’ School E 6 10 Primary Division A7 Diocesan Boys’ School E 3 50 Science Block A8 Harita Court R 12 260
89 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
ASR ID Description Land use No. of Approx. Separation [1] Storey Distance from boundary of Study Site (m) A9 Hung Tak Building R 10 80 A10 Kwok Chai Building R 16 30 A11 113 Argyle St building C 30 10 A12 Glen Haven R 20 40 A13 Fu Tao Building R 16 40 A14 Lee Fung Building R 11 30 A15 Cheong Ming Building R 16 30 A16 Wai Kee House R 14 40 A17 Richmond Commercial C 28 20 Building A18 Tai Yue Mansion R 14 20 A19 Hong Kong and Kowloon E 4 10 Chiu Chow Public Association Secondary School Planned ASRs P1 Tower 1 G/IC 5 Within Study Site P2 Tower 1 G/IC 5 Within Study Site P3 Tower 2 C 77 Within Study Site P4 Tower 2 C 77 Within Study Site P5 Tower 3 C 4 Within Study Site Note: [1] R – Residential; E - Education; H – Hotel; C – Commercial and G/IC – Government, Institution or Community. Construction Phase Construction Dust Impact 5.3.1.5 Construction dust is the key pollutant during the construction phase of the Project. A review on the construction methodology has been conducted. The demolition of the existing structures will be conducted by government departments and not included in this Project. The major construction activities of the Project include superstructure and road works. It is anticipated that no significant dust emission will be generated from these construction works. At the same time, it is understood that construction activities will not be taken place on the entire work sites at the same time, but to be undertaken at moving multiple work fronts. Hence, no adverse construction dust impact is anticipated with the implementation of dust suppression measures. Quantitative construction dust assessment is therefore considered unnecessary.
90 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Emission from Fuel Combustion Equipment 5.3.1.6 Fuel combustion from the use of Powered Mechanical Equipment (PME) during the construction works could be a source of NO2, SO2 and CO gases which are air pollutant. To improve air quality and protect public health, EPD has introduced the Air Pollution Control (Non-road Mobile Machinery) (Emission) Regulation, which came in operation on 1 June 2015, to regulate emissions from machines and non-road vehicles. Starting from 1 December 2015, only approved or exempted non-road mobile machinery are allowed to be used in construction sites. Hence, with the effect of the Regulation, the emissions from PME are considered relatively small and will not cause adverse air quality impact. Therefore, quantitative assessment on emission from PME is considered unnecessary. Dust Suppression Measures 5.3.1.7 Although adverse construction dust impact is not anticipated, dust suppression measures are recommended to minimize the dust emission from the Project. 5.3.1.8 The Contractor is recommended to follow the procedures and requirements given in the Air Pollution Control (Construction Dust) Regulation. It stipulates the construction dust control requirements for both Notifiable and Regulatory Works to be carried out by the Contractor. The following dust suppression measures should be incorporated by the Contractor to control the dust nuisance throughout the construction phase: · Any excavated or stockpile of dusty material should be covered entirely by impervious sheeting or sprayed with water to maintain the entire surface wet and then removed or backfilled or reinstated where practicable within 24 hours of the excavation or unloading; · Any dusty material remaining after a stockpile is removed should be wetted with water and cleared from the surface of roads; · A stockpile of dusty material should not extend beyond the pedestrian barriers, fencing or traffic cones; · The load of dusty materials on a vehicle leaving a construction site should be covered entirely by impervious sheeting to ensure that the dusty materials do not leak from the vehicle; · Where practicable, vehicles washing facilities including a high pressure water jet should be provided at every discernible or designated vehicle exit point. The area where vehicle washing takes place and the road section between the washing facilities and the exit point should be paved with concrete, bituminous materials or hardcores; · When there are open excavation and reinstatement works, hoarding of not less than 2.4m high should be provided as far as practicable along the site boundary with provision for public crossing. Good site practice shall also be adopted by the Contractor to ensure the conditions of the hoardings are properly maintained throughout the construction period; · The portion of any road leading only to the construction site that is within 30m of a vehicle entrance or exit should be kept clear of dusty materials;
91 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
· Surfaces where any pneumatic or power-driven drilling, cutting, polishing or other mechanical breaking operation takes place should be sprayed with water or a dust suppression chemical continuously; · Every stock of more than 20 bags of cement or dry pulverised fuel ash (PFA) should be covered entirely by impervious sheeting or placed in an area sheltered on the top and the three sides; · Immediately before leaving a construction site, every vehicle shall be washed to remove any dusty materials from its body and wheels; · Cement or dry PFA delivered in bulk should be stored in a closed silo fitted with an audible high level alarm which is interlocked with the material filling line and no overfilling is allowed; · Exposed earth should be properly treated by compaction, turfing, hydroseeding, vegetation planting or sealing with latex, vinyl, bitumen, shotcrete or other suitable surface stabiliser within six months after the last construction activity on the construction site or part of the construction site where the exposed earth lies; · Effective dust screen, sheeting or netting should be provided to enclose the scaffolding, which is erected around the perimeter of a building under construction, from the ground floor level of the building; and · Any skip hoist for material transport should be totally enclosed by impervious sheeting. Operational Phase Industrial Emission 5.3.1.9 A chimney survey was conducted in February 2017 to identify potential industrial emissions within the assessment area which is 500m from the Site. Based on the survey results, there is chimney(s) located at Kwong Wah Hospital which is within the assessment area. 5.3.1.10 The chimney(s) of Kwong Wah Hospital is located at about 490m from the Site. Since buffer distance required for chimney emissions from hospital is not available in HKPSG, reference has been made to the buffer distance requirement for industrial chimney emissions (i.e. 200m). Since the hospital is located at more than 200m from the Site, air quality impact arising from the chimney(s) is anticipated to be negligible. Vehicular Emission from Open Road 5.3.1.11 The major pollution source of the Project is the vehicular emission from the traffic arising from the existing roads in the vicinity. 5.3.1.12 The major roads adjacent to the proposed development include Sai Yee Street, Argyle Street and Luen Wan Street. According to Traffic Census 2015, the annual average daily traffic (AADT) of Sai Yee Street (between Mong Kok Road and Argyle Street) and Argyle Street (between Sai Yee Street and Yim Po Fong Street) were 26,910 and 48,670 in Year 2015 respectively. Potential air quality impact from vehicular emission is anticipated.
92 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.3.1.13 Argyle Street and Sai Yee Street are classified as Primary Distributor and District Distributor respectively in accordance with TD’s “The Annual Traffic Census 2015”. For Luen Wan Street, the road type is not published in any public publication. However, according to the TIA report of this Study, the road type of Luen Wan Street is Local Distributor. 5.3.1.14 Centralized air-conditioning system will be provided for the proposed development. Sufficient buffer distances between the roads and the fresh air intakes should be provided. In accordance with the HKPSG, buffer distance of 20m from Argyle Street (i.e. Primary Distributor), 10m from Sai Yee Street (i.e. District Distributor), and 5m from Luen Wan Street and the elevated road near Luen Wan Street (i.e. Local Distributor) are recommended. The recommended buffer distances are shown in Figure 5.3.2. Although parts of the buildings under the proposed layout are within the recommended buffer distances for roads by HKPSG as shown in Figure 5.3.2, insurmountable air quality impact on the development is not anticipated with the provision of the recommended buffer distances between the fresh air intakes and the roads. No air sensitive uses and openable windows should be allowed within the buffer zones. Similarly, 5m buffer distance should be provided between Luen Wan Street and the proposed POS on the KCRC deck to the east of Luen Wan Street. 5.3.1.15 Based on the estimation of the TIA, the number of vehicular trips generated and attracted by the proposed development is summarized in Table 5.3.2 below. Table 5.3.2: Number of Vehicular Trips Generated and Attracted by the Development AM Peak PM Peak Generation Attraction Generation Attraction 135 205 173 137
5.3.1.16 As shown in Table 5.3.2, the total numbers of vehicular trips generated and attracted by the development during AM peak and PM peak would be 340 and 310 respectively. Given that the proposed development will involve relocation of the on- street PLB termini at Fa Yuen Street and Tung Choi Street and the X-B coaches at the nearby area to the Site, the traffic patterns of the district will be altered by the development. In order to assess the potential air quality impact within the assessment area of 500m from the Site, the traffic data within the assessment area have been reviewed. 5.3.1.17 The vehicle kilometer travelled (VKT) under “without RDS development” and “with RDS development” scenarios in Year 2024 (i.e. commencement year of the development) and in Year 2039 (i.e. 15 years after commencement of the development) within the assessment area are summarized in Table 5.3.3. Table 5.3.3: Peak Hour VKT within Assessment Area in Year 2024 and Year 2039 Vehicle kilometer travelled (km) Difference Difference (with (with – – without Year without with without development) development) development development (km) (%) 2024 14631 14252 379 2.7 2039 16100 15816 284 1.8
93 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.3.1.18 It is observed that the difference in VKT is less than 3% and thus vehicular emission induced from the proposed development is not significant. Vehicular Emission from Semi-confined PLB PTI 5.3.1.19 A semi-confined PLB PTI will be provided in the proposed development. The design and operation of the PLB PTI should follow the EPD’s Practice Note for Professional Persons “Control of Air Pollution in semi-confined Public Transport Interchanges” (ProPECC PN 1/98) to maintain acceptable air quality inside the PLB PTI.
5.3.2 Noise Legislation, Standards and Guidelines 5.3.2.1 The noise assessment criteria and guidelines would follow HKPSG. It lists out criteria for evaluating noise impacts and provides guidelines for noise assessment by describing commonly adopted approaches and methodologies. Noise Sensitive Receivers 5.3.2.2 With reference to HKPSG, NSRs shall include residential uses (all domestic premises including temporary housing), institutional uses (educational institutions including kindergartens and nurseries), hospitals, medical clinics, residential care homes for the elderly, convalescent homes, places of public worship, libraries, courts of law, performing arts centres, auditoria, amphitheatres and others. 5.3.2.3 The assessment area for noise impact is generally defined by a distance of 300m from the boundary of the study site. Representative NSRs within a distance of 300m from the Site boundary have been identified with the first layer of NSRs selected for assessment. These NSRs would be affected during both construction and operational phases. The existing NSRs are identified by means of reviewing topographic maps, aerial photos, land status plans, supplemented by site inspections, while the planned NSRs are identified from OZPs. No representative planned NSR within the assessment area of the Site is identified. Under the RDS, retail, office/hotel, GIC, PTI, L/UL facilities for X-B coaches and public car park are planned. Commercial, office, retail, hotel and GIC uses (ICYSC, neighbourhood elderly centre, day care centre for the elderly, community hall, integrated community centre for mental wellness) will be central air-conditioned and will not rely on opened windows for ventilation. Hence, noise impacts on the proposed uses are not anticipated. 5.3.2.4 The Area Sensitivity Ratings depend on the type of area containing the NSR and the degree to which the NSR is affected by Influencing Factors (IFs) in accordance with the Technical Memorandum (TM) under the Environmental Impact Assessment Ordinance. The vicinity is urban area and the Site is adjacent to major roads including Sai Yee Street, Mong Kok Road, Argyle Street and Prince Edward Road West. The table below summarizes the 2015 Annual Average Daily Traffic (AADT) of these major roads.
94 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.3.4: 2015 AADT of Sai Yee Street, Mong Kok Road, Argyle Street and Prince Edward Road West Road Sections Station Number AADT in 2015 IF Mong Kok Road – Prince 3653 18,490 N Edward Road West Sai Yee Street Argyle Street – Mong 3453 26,910 N Kok Road Mong Kok Nathan Road – Sai Yee 3652 31,970 Y Road Street Nathan Road – Sai Yee 3422 36,680 Y Street Yim Po Fong Street – Sai Argyle Street 3617 48,670 Y Yee Street Waterloo Road – Yim Po 4204 47,840 Y Fong Street Nathan Road – Fa Yuen 3230 30,540 Y Street Sai Yee Street – Fa Yuen 3433 26,990 N Street Prince Edward Sai Yee Street – Yuen 3634 30,890 Y Road West Ngai Street Embankment Road – 4203 49,230 Y Yuen Ngai Street Embankment Road – 3635 46,480 Y Kadoorie Avenue 5.3.2.5 The selected representative existing NSRs are shown in Figure 5.3.5 and summarized in Table 5.3.5 below. As shown in the above table, the AADT figures of some sections of Mong Kok Road, Argyle Street and Prince Edward Road West are more than 30,000 vehicles. Hence, these major roads are considered as IFs. N3, N4, N6, N8 to N15 and N16-2 are located near the major roads which are either directly or indirectly affected. Hence, Area Sensitivity Rating of C is assigned. Other NSRs are not affected by the major roads and the Area Sensitivity Rating of B is assigned.
95 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.3.5: Descriptions of the Existing NSRs (within 300m from the Site) Lowest Influencing level of Directly/ Area Facing of No. of Type of Factor NSR Description [1] Uses[2] Noise Indirectly Sensitivity NSR Storey Area (AADT of Sensitive Affected Rating 2015) Use
Existing NSRs The Church of Christ in Not N1 China Heep South E 5 2/F - B Affected Woh Primary School Queen Not N2 Elizabeth South E 3 2/F - B Affected School Prince 1/F Edward Rd Indirectly The Celebrity N3 South R 22 W Affected C (30,890) Diocesan Boys’ School Argyle St Indirectly N4 Primary West E 6 2/F (47,840) Affected C Division Diocesan Argyle St Not Boys’ School 1/F N5 Southwest E 2 (47,840) Affected B Science Block Prince 1/F Edward Rd Indirectly Harita Court N6 Southwest R 12 W Affected C (46,480) Hung Tak Urban Not N7 Southeast R 10 1/F - Building area Affected B Mong Kok Kwok Chai Directly 1/F Road N8 Building East R 16 Affected C (31,970) Argyle St Directly Glen Haven N9 West R 20 1/F (47,840) Affected C Fu Tao Argyle St Directly N10 Building Northwest R 20 5/F (47,840) Affected C Lee Fung Argyle St Directly N11 Building North R 11 1/F (48,670) Affected C Cheong Ming Argyle St Directly N12 Building North R 23 1/F (48,670) Affected C Wai Kee Argyle St Directly N13 House Northeast R 14 1/F (48,670) Affected C Kin Wong Argyle St Indirectly N14 Mansion East R 8 1/F (48,670) Affected C Mong Kok Mong Kok Indirectly 5/F Road N15 Building East R 22 Affected C (31,970) Hong Kong and Kowloon N16- Not Chiu Chow South E 4 - B 1/F Affected 1 Public Association
96 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Lowest Influencing level of Directly/ Area Facing of No. of Type of Factor NSR Description [1] Uses[2] Noise Indirectly Sensitivity NSR Storey Area (AADT of Sensitive Affected Rating 2015) Use Secondary School Hong Kong and Kowloon Chiu Chow Mong Kok N16- Indirectly Public Southeast E 4 Road C 1/F Affected 2 Association (31,970) Secondary School Notes: [1]The assessment will only include NSRs which rely on opened windows for ventilation. [2]R – Residential Premises E – Education Construction Noise Impact Evaluation and Mitigation Measures 5.3.2.6 The major construction activities of the proposed development include superstructure and road works. Construction noise will be generated by the use of PME such as excavators, dump trucks etc. during the construction works. The nearest separation distance between the Site and the existing NSR is around 10m. Construction noise impacts on the existing NSRs are anticipated. Given that information of the PME is not available at this stage, construction noise impact assessment shall be required in the lease conditions. Only qualitative assessment has been conducted in this Study. 5.3.2.7 The demolition works of the existing buildings of the WSD compound and FEHD depot within the Site will be carried out before the disposal of the Site. Hence, there will be no noise impact arising from the demolition of these existing buildings within the Site in the construction stage of the proposed development by the future developer. 5.3.2.8 To minimize the construction noise impacts on the existing NSRs, noise mitigation measures in the EPD's “Recommended Pollution Control Clauses for Construction Contracts” shall be followed. The below recommended practices would be considered in all worksites as good practices to limit noise emissions at the source:
· use of quality PME (QPME); · use of site hoarding as noise barrier to screen noise at ground level of NSRs; · use of temporary noise barriers, noise enclosure and acoustic mat to screen noise from relatively static PMEs; · scheduling of construction works outside school examination periods in critical areas; and · alternative use of plant items within one worksite, wherever practicable.
97 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Good Site Management Practices 5.3.2.9 Good site practice and noise management techniques could considerably reduce the noise impacts from construction site activities on nearby NSRs. The following measures should be practised during each phase of construction:
· only well–maintained plant should be operated on–site and plant should be serviced regularly during the construction period; · machines and plant (such as trucks, cranes) that may be in intermittent use should be shut down between work periods or should be throttled down to a minimum; · plant known to emit noise strongly in one direction, where possible, be orientated properly so that noise is directed away from nearby NSRs; · silencers or mufflers on construction equipment should be properly fitted and maintained during the construction period; · mobile plant should be sited as far away from NSRs as possible and practicable; and · material stockpiles, site office and other structures should be effectively utilised, where practicable, to screen noise from on–site construction activities. 5.3.2.10 The benefits of these techniques can vary according to specific site conditions and operations. The environmental noise climate would certainly be improved with these control practices, although the improvement can only be quantified during implementation when specific site parameters are known.
Use of QPME 5.3.2.11 The use of quiet plant associated with the construction works should make reference to the PME listed in the TM or the QPME/ other commonly used PME listed in EPD web pages as far as possible which includes the sound power levels (SWLs) for specific quiet PME. It is generally known (supported by field measurement) that particular models of construction equipment are quieter than standard types given in the Technical Memorandum on Noise from Construction Work Other than Percussive Piling (TM–GW). Whilst it is generally considered too restrictive to specify that the Contractor has to use specific models or items of plant, it is reasonable and practicable to set plant noise performance specifications for specific PME so that some flexibility in the selection of plant is allowed. A pragmatic approach would be demanding the Contractor to verify the noise level of the plant proposed to be used and demonstrate through furnishing of these results that the plant proposed to be used on the site meets the requirements.
Use of Site Hoarding 5.3.2.12 Purpose-built temporary noise barriers located on the boundary of the Site between noisy construction activities and NSRs could generally reduce noise levels at low– level zone of NSRs through partial screening. It would be possible for the Contractor to provide these in the form of site hoardings to achieve this attenuation effect, provided that they have no openings or gaps and have a superficial surface density of at least 10kg/m2. Good site practice shall also be adopted by the Contractor to ensure
98 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
the conditions of the hoardings are properly maintained throughout the construction period.
Use of Movable Noise Barrier, Full Enclosure and Acoustic Mat for Relatively Fixed Plant Sources 5.3.2.13 Movable temporary noise barriers that can be located close to noisy plant and be moved concurrently with the plant along a worksite can be very effective for screening noise from NSRs. A typical design which has been used locally is a wooden framed barrier with a small–cantilevered upper portion of superficial density no less than 10kg/m2 on a skid footing with 25mm thick internal sound absorptive lining. This measure is particularly effective for low level zone of NSRs. A longer cantilever would be required to achieve screening benefits at upper floors of NSRs. 5.3.2.14 Movable barriers shall be used for some PME (e.g. excavator). The use of standard enclosure shall be considered to shelter fixed plant including air compressor and generator. The use of acoustic mat shall also be considered to shelter piling machine. 5.3.2.15 To ensure the design and logistics of movable barrier can be effectively manoeuvred with the PME, a noise mitigation plan shall be prepared to provide construction details, manoeuvring mechanism and trailing routes for the respective PME as part of the detailed implementation requirements.
Scheduling of Construction Works Outside School Examination Periods in Critical Areas 5.3.2.16 The contractor should closely liaise with the schools to avoid noisy construction works during examination periods. The construction works should be carried out at non–school hours such as school holidays as far as possible.
Operational Noise Impact Evaluation and Mitigation Measures Fixed Noise Impact Fixed Noise from Existing Fixed Plant 5.3.2.17 Operation of fixed plant (e.g. chillers and cooling towers) was identified in schools, shopping malls/commercial centres and MKES. However, since the noise sensitive uses in the proposed development will be central air-conditioned and will not rely on opened windows for ventilation, adverse noise impact on them is not anticipated. 5.3.2.18 Since mechanical ventilation will be provided to the proposed development for the various uses in the development including PLB PTI, L/UL facilities for X-B coaches, office/retail/hotel and GIC uses, fixed noise from the plant, i.e. chillers, louvers etc., may have noise impacts on the existing nearby NSRs. Since the noise sensitive uses in the proposed development will be central air-conditioned and will not rely on opened windows for ventilation, adverse noise impact on them from the plant is not anticipated. Fixed noise assessments for noise impacts due to the plant on existing nearby NSRs have however been conducted. The following general procedures have been adopted for the operation noise assessment:
· Identify and locate representative NSRs that may be affected by the noise sources;
99 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
· Determine the noise criteria for daytime, evening time and nighttime; · Use standard acoustic principles to determine the attenuation and directivity; and · Determine the maximum SWLs of the fixed noise sources by backward calculation. 5.3.2.19 If exceedance to the noise criteria is found for one NSR, the initial SWL of the dominant sources to that NSR would be gradually lowered until the corrected sound pressure level (SPL) at that NSR meets the relative noise criterion. The process would be repeated for other representative NSRs with exceedance of the noise criteria until all corrected SPLs at the representative NSRs meet the noise criteria. The maximum allowable SWLs of the proposed fixed plant have been predicted by this approach. 5.3.2.20 Since detailed information of the planned noise sources is not yet available at this stage, references have been made to nearby fixed noise sources (e.g. commercial building 113 Argyle St building, Mong Kok Government Offices etc.) to estimate the location and number of plants. It is assumed that the chillers would be located at the rooftop of the buildings in the proposed development and at 5m from the building boundaries closest to the nearest NSRs. For louvers, it is assumed that they will be located at podium level. The locations and IDs of the planned chillers and louvers are shown in Figure 5.3.6. The below table summarizes the quantities and operation parameters of the planned chillers and louvers at the buildings under the RDS.
Table 5.3.6: Estimated Quantities and Operation Parameters of the Planned Fixed Noise Sources Noise Estimated Operation mPD Level of mPD Level of the Location Source Quantity Time the Rooftop Noise Source Tower 1 2 40 41 Chiller Tower 2 10 350 351 Tower 3 2 33 34 Tower 1 Not 1 13 Podium 24 hours Applicable Tower 2 Not Louver 1 13 Podium Applicable Tower 3 Not 1 13 Podium Applicable 5.3.2.21 The estimated quantities in Table 5.3.6 are based on general observation in similar buildings. The details shall be subject to the engineering design in detailed design stage. Noise reassessment in the detailed design is required to ensure that the noise impacts on the NSRs comply with the criteria. 5.3.2.22 To minimize the fixed noise impacts on the existing NSRs, the following mitigation measures and strategy have been included in the assessment and summarized in Table 5.3.7.
100 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.3.7: Mitigation Measures for the Planned Fixed Noise Sources Fixed Noise Source Mitigation Measures / Strategy[1]
Chiller With silencers Locates at the eastern side of the rooftop and eastern facade of the podium respectively so as to have a longer distance from NSRs Louver With silencers along Sai Yee Street & Argyle Street [1] With reference to “Good Practices on Ventilation System Noise Control” from Environmental Protection Department, where practicable, the equipment should be placed in a plant room with thick walls or at a much greater distance from the receiver or behind some large enough obstruction (e.g. a building or a barrier) such that the direct line of sight between the receiver and the equipment is blocked.
5.3.2.23 In the noise assessment, a correction of -15 dB(A) is applied to NSRs with the installation of silencers and partial enclosure. A correction of -10 dB(A) is adopted to NSRs that have no direct line of sight of the planned chillers and louvers. A 3dB(A) facade correction and 3dB(A) tonality correction have also been applied. The predicted maximum allowable SWLs of the fixed noise sources are summarized in the table below.
Table 5.3.8: Maximum Allowable SWL for the Planned Fixed Noise Sources Maximum allowable Plant Sound Power Level, dB(A) Noise Sources Location ID Daytime and Night-time evening time T1-1 99 97 Tower 1 T1-2 99 97 T2-1 111 104 T2-2 111 104 T2-3 111 104 T2-4 111 104 T2-5 111 104 Chiller Tower 2 T2-6 111 104 T2-7 111 104 T2-8 111 104 T2-9 111 104 T2-10 111 104 T3-1 106 101 Tower 3 T3-2 106 101 L1-1 104 100 Louver Podium L2-1 104 100 L3-1 104 100
101 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.3.2.24 It should be noted that the detailed design of the fixed noise sources are yet to be developed. Hence, the future developer shall review the latest design to ensure that the respective criteria can be achieved for the NSRs. The fixed noise levels experienced by the NSRs due to the planned fixed noise sources (e.g. chillers and exhaust louver) shall comply with the HKPSG criteria which should be stated in the lease condition. Respective noise criteria for the representative NSRs are given in Table 5.3.9 below.
Table 5.3.9: HKPSG Criteria for Fixed Noise Levels for the Planned Fixed Noise Sources for Representative NSRs HKPSG Noise Criteria, dB(A)[2] Area Daytime and Evening time Night-time Sensiti- NSR Description [1] vity Noise Prevailing Prevailing[ Noise Rating ANL-5 Criteri ANL-5 [3] 3] Criteria a Diocesan Boys’ School N4 Primary Division[4] C 65 69 65 - - - N7 Hung Tak Building B 60 71 60 50 70 50
N8 Kwok Chai Building C 65 71 65 55 70 55
N9 Glen Haven C 65 73 65 55 71 55
N10 Fu Tao Building C 65 73 65 55 71 55
N11 Lee Fung Building C 65 73 65 55 71 55
N14 Kin Wong Mansion C 65 71 65 55 70 55
N15 Mong Kok Building C 65 71 65 55 70 55 Hong Kong and N16- Kowloon Chiu Chow B 60 71 60 - - - 1 Public Association Secondary School[4] Hong Kong and N16- Kowloon Chiu Chow C 65 71 65 - - - 2 Public Association Secondary School[4]
[1] The assessment includes only NSRs which rely on opened windows for ventilation. [2] For planning of new fixed noise sources, HKPSG requires 5dB(A) below the appropriate Acceptable Noise Levels (ANLs), or the prevailing background noise levels, whichever are the lower. [3] Prevailing noise levels have been measured in the vicinity of the Site in April, August, October 2015 and June 2016. The monitoring locations are shown in Figure 5.3.4. [4] No sensitive use is predicted for schools during night-time, hence adverse noise impact is not anticipated and marked as “-”.The detailed design should incorporate the following good practice in order to minimize the nuisance on the neighboring NSRs. The future developer would need to comply with the HKPSG requirements in the planning of fixed noise sources which would be included in the lease condition for noise assessment. · louvers should be orientated away from adjacent NSRs; and · direct noise mitigation measures including the use of silencers, acoustic louvers and acoustic enclosures should be allowed for in the design for the planned fixed noise sources.
102 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Noise from Existing PTI on the KCRC deck and Proposed PLB PTI and L/UL Facilities for X-B Coaches in the Development (Figure 5.3.3) Noise from Existing PTI on the KCRC Deck 5.3.2.25 An existing PTI is located on the KCRC deck to the west of MKES. Since the noise sensitive uses in the proposed development will be central air-conditioned and will not rely on opened windows for ventilation, adverse noise impact on them is not anticipated.
Noise from the PLB PTI and L/UL Facilities for X-B Coaches 5.3.2.26 A new PLB PTI and L/UL facilities for X-B coaches are proposed to be provided in the development at ground floor and Basement 1 level respectively. While the L/UL facilities for X-B coaches at the Basement 1 level will be fully enclosed, the PLB PTI at ground floor will be designed with its frontage mostly enclosed. Hence, adverse noise impact from the PLB PTI and the L/UL facilities for X-B coaches to the existing nearby NSRs is not anticipated. 5.3.2.27 In addition, with consideration of the traffic volume generated by the proposed development and that the new PLB PTI and L/UL facilities for X-B coaches would accommodate the PLB and X-B coaches in the vicinity of the development (e.g. Fa Yuen Street and Tung Choi Street etc.), it is anticipated that more than one vehicular access for PLB PTI and the L/UL facilities for X-B coaches is required to handle the traffic volume. The vehicular access for the PLB PTI and L/UL facilities for X-B coaches has been considered taken into account the engineering and environmental points of view. The provision of vehicular access along Argyle Street is constrained by the close distance to the existing junctions, hence vehicular access to the PLB PTI and L/UL facilities for X-B coaches could only be provisioned along Luen Wan Street and/or Sai Yee Street. To reduce the potential noise impacts to the nearby sensitive receivers (i.e. residential blocks), heavy vehicles will be prohibited at Sai Yee Street and the vehicular access at Sai Yee Street will be dedicated to the PLB PTI at ground floor only and heavy vehicles including goods vehicles and X-B coaches are designed to access the development through Luen Wan Street which is further away from the residential blocks. Under such arrangement, the noise nuisance to the nearby sensitive receivers will be minimized.
Road Traffic Noise and Railway Noise Impact 5.3.2.28 Since the noise sensitive uses in the proposed development will be central air- conditioned and will not rely on opened windows for ventilation, adverse road traffic noise and railway noise impacts on them are not anticipated.
103 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Activities inside the Mong Kok Freight Station 5.3.2.29 The Mong Kok Freight Station is located below the KCRC deck. It is mainly for material storage. There are no freight trains inside the freight station. Since the noise sensitive uses in the proposed development will be central air-conditioned and will not rely on opened windows for ventilation, adverse noise impact on them is not anticipated.
5.3.3 Water Description of the Environment and Water Sensitive Receivers 5.3.3.1 The Study Site falls in the Victoria Harbour (Phase 2) Water Control Zone (WCZ) according to the Water Pollution Control Ordinance (WPCO). No Water Sensitive Receivers (WSR) are identified within 500m distance from the Study Site. 5.3.3.2 Moreover, the Study Site falls within the North West Kowloon Sewerage Catchment and the sewage will be conveyed to the North West Kowloon Preliminary Treatment Works (NWPTW) for preliminary treatment before further treatment at the Stonecutters Island Sewage Treatment Works.
Impact Evaluation and Mitigation Measures Construction Site Runoff 5.3.3.3 During rainstorm events, construction site runoff would come from all over the works site. The surface runoff might be polluted by:
· runoff and erosion from site surfaces, earth working areas and stockpiles; · wash water from dust suppression sprays and wheel washing facilities; and · chemical spillage such as fuel, oil, solvents and lubricants from maintenance of construction machinery and equipment. 5.3.3.4 Construction runoff may cause physical, biological and chemical effects. The physical effects include potential blockage of drainage channels and increase of suspended solid levels in the receiving water bodies. Runoff containing significant amount of concrete and cement–derived material may cause primary chemical effects such as increasing turbidity and discoloration, elevation in pH, and accretion of solids. A number of secondary effects may also be resulted leading to toxic effects on water biota due to elevated pH values, and reduced decay rates of faecal micro– organisms and photosynthetic rate due to the decreased light penetration.
Sewage from Workforce 5.3.3.5 Sludge and sewage effluents will arise from the sanitary facilities provided for the on–site construction workforce. The sewage is characterized by high levels of biochemical oxygen demand (BOD), ammonia, E. coli and oil / grease. 5.3.3.6 Such sewage arising from the construction works site should be collected by temporary sanitary facilities e.g. portable chemical toilets. Hence, no adverse water quality impact would be anticipated.
104 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Operation Phase 5.3.3.7 Potential water pollution sources include sewage from the development and runoff from the Site. It is anticipated that sewage will be generated by residents and workers of the development. The sewage would be connected to public sewerage system and subsequently to the Stonecutters Island Sewage Treatment Works for treatment. Hence, adverse impact is not anticipated. 5.3.3.8 In addition, potential water pollution sources would also include the surface runoff from the proposed PLB PTI, L/UL facilities for X-B coaches and car parking area which may be contaminated by the dripping of chemicals from the vehicles. Nevertheless, proper drainage systems with silt traps and oil interceptors should be installed and adverse impact is not anticipated.
Strategic Mitigation Measures Construction Site Runoff 5.3.3.9 In accordance with the Practice Note for Professional Persons on Construction Site Drainage, EPD, 1994 (ProPECC PN 1/94), the proposed construction phase mitigation measures are given below.
· At the start of site establishment, perimeter cut–off drains to direct off–site water around the Site should be constructed with internal drainage works and erosion and sedimentation control facilities implemented. Channels (both temporary and permanent drainage pipes and culverts), earth bunds or sand bag barriers should be provided on site to direct storm water to silt removal facilities. The design of the temporary on–site drainage system will be undertaken by the contractor prior to the commencement of construction. · Diversion of natural storm water should be provided as far as possible. The design of temporary on–site drainage should prevent runoff going through site surface, construction machinery and equipment in order to avoid or minimize polluted runoff. Sedimentation tanks with sufficient capacity, constructed from pre–formed individual cells of approximately 6-8m3 in capacity, are recommended as a general mitigation measure which can be used for settling surface runoff prior to disposal. The system capacity shall be flexible and able to handle multiple inputs from a variety of sources including applications where the influent is pumped. · The dikes or embankments for flood protection should be implemented around the boundaries of earthwork areas. Temporary ditches should be provided to facilitate the runoff discharge into an appropriate watercourse, through a silt/sediment trap. The silt/sediment traps should be incorporated in the permanent drainage channels to enhance deposition rates. · The design of efficient silt removal facilities should be based on the guidelines in Appendix A1 of ProPECC PN 1/94. The detailed design of the sand/silt traps should be undertaken by the contractor prior to the commencement of construction.
105 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
· Construction works should be programmed to minimize surface excavation works during the rainy seasons (April to September). All exposed earth areas should be covered and/or vegetated as soon as possible after earthworks have been completed. If excavation of soil cannot be avoided during the rainy season, or at any time of year when rainstorms are likely, exposed slope surfaces should be covered by tarpaulin or other means. · All drainage facilities and erosion and sediment control structures should be regularly inspected and maintained to ensure proper and efficient operation at all times and particularly following rainstorms. Deposited silt and grit should be removed regularly and disposed of by spreading evenly over stable, vegetated areas. · Measures should be taken to minimise the ingress of site drainage into excavations. If the excavation of trenches in wet periods is necessary, it should be dug and backfilled in short sections wherever practicable. Water pumped out from trenches or foundation excavations should be discharged into storm drains via silt removal facilities. · All open stockpiles of construction materials (for example, aggregates, sand and fill material) of more than 50m3 should be covered with tarpaulin or similar fabric during rainstorms. Measures should be taken to prevent the washing away of construction materials, soil, silt or debris into any drainage system. · Manholes (including newly constructed ones) should always be adequately covered and temporarily sealed so as to prevent silt, construction materials or debris being washed into the drainage system and storm runoff being directed into foul sewers. · Precautions should be taken at any time of year when rainstorms are likely, actions to be taken when a rainstorm is imminent or forecast, and actions to be taken during or after rainstorms are summarised in Appendix A2 of ProPECC PN 1/94. Particular attention should be paid to the control of silty surface runoff during storm events. · All vehicles and plant should be cleaned before leaving a construction site to ensure no earth, mud, debris and the like is deposited by them on roads. An adequately designed and sited wheel washing facilities should be provided at every construction site exit where practicable. Wash–water should have sand and silt settled out and removed at least on a weekly basis to ensure the continued efficiency of the process. The section of access road leading to, and exiting from, the wheel–wash bay to the public road should be paved with sufficient backfall toward the wheel–wash bay to prevent vehicle tracking of soil and silty water to public roads and drains. · Oil interceptors should be provided in the drainage system downstream of any oil/fuel pollution sources. The oil interceptors should be emptied and cleaned regularly to prevent the release of oil and grease into the storm water drainage system after accidental spillage. A bypass should be provided for the oil interceptors to prevent flushing during heavy rain. · Construction solid waste, debris and rubbish on site should be collected, handled and disposed of properly to avoid water quality impacts.
106 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
· All fuel tanks and storage areas should be provided with locks and sited on sealed areas, within bunds of a capacity equal to 110% of the storage capacity of the largest tank to prevent spilled fuel oils from reaching water sensitive receivers nearby. 5.3.3.10 By adopting the above mitigation measures with best management practices, it is anticipated that the impacts of construction site runoff from the construction site will be reduced to satisfactory levels before discharges.
Sewage from Workforce 5.3.3.11 Portable chemical toilets and sewage holding tanks should be provided for handling the construction sewage generated by the workforce. The sludge generated in the portable toilets should be disposed of properly by a licensed contractor. A licensed contractor should be employed to provide appropriate and adequate portable toilets to cater for the employed staff and be responsible for appropriate disposal and maintenance. 5.3.3.12 Notices should be posted at conspicuous locations to remind the workers not to discharge any sewage or wastewater into the nearby environment during the construction phase. Regular environmental audit on the construction site should be conducted in order to provide an effective control on any malpractices and achieve continual improvement on environmental performance on site.
Operation Phase 5.3.3.13 As the sewage generated by residents and workers on site would be connected to public sewerage system and subsequently to the Stonecutters Island Sewage Treatment Works. Hence, no additional mitigation measure is required.
5.3.4 Waste Management Impact Evaluation and Mitigation Measures Construction Phase 5.3.4.1 During the construction phase, typical waste types generated include:
· Construction and demolition (C&D) materials; o Inert portion – soil, rock and concrete etc. that can be reused as fill material; and o Non-inert portion – timber, glass, steel, plastics etc. that are not suitable for reuse as fill material and should be recycled before disposal at landfills. · Chemical wastes; and · Sewage and general refuse from on-site workforce.
107 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.3.4.2 The types and quantities of wastes generated during construction phase are estimated and listed in Table 5.3.10 below.
Table 5.3.10: Types and Quantities of Wastes Generated during Construction Phase Total amount Total amount Total amount Handling and Waste type generated reused disposed (m3) disposal options (m3) (m3) Road improvement works at Luen Wan Street, Argyle Street and Sai Yee Street Public Fill Bank at Inert C&D materials [1] 2400 2000 400 Tuen Mun Area 38 Should be reused Non-inert C&D whenever possible and 600 500 100 materials be disposed of at landfills as a last resort. Highly dependent on the contractor’s on–site maintenance Collected by licensed practice and the number of plant and vehicles utilized. contractor and be Nevertheless, it is anticipated that the quantity of chemical disposed of to the Chemical Waste wastes would be small and in the order of few hundred litres Chemical Waste per month. Treatment Centre (CWTC). Since the project is currently in the planning stage and the Recyclable wastes: detailed construction method has yet to be determined. The Collected by recycling detailed construction method would be determined in the companies General refuse detailed design stage and the number of workers required would also be determined in the detailed design stage. The Other general refuse: general refuse generated from the workers would also be Collected by contractor determined in the detailed design stage. on a daily basis Landscaping improvement at MKES Deck Public Fill Bank at Inert C&D materials [1] 7300 1300 6000 Tuen Mun Area 38 Should be reused Non-inert C&D whenever possible and 800 0 800 materials be disposed of at landfills as a last resort. Highly dependent on the contractor’s on–site maintenance Collected by licensed practice and the number of plant and vehicles utilized. contractor and be Nevertheless, it is anticipated that the quantity of chemical disposed of to the Chemical Waste wastes would be small and in the order of few hundred litres Chemical Waste per month. Treatment Centre (CWTC). Since the project is currently in the planning stage and the Recyclable wastes: detailed construction method has yet to be determined. The Collected by recycling detailed construction method would be determined in the companies General refuse detailed design stage and the number of workers required would also be determined in the detailed design stage. The Other general refuse: general refuse generated from the workers would also be Collected by contractor determined in the detailed design stage. on a daily basis Construction of the proposed development [2] Public Fill Bank at Inert C&D materials [1] 275,000-285,000 0 275,000-285,000 Tuen Mun Area 38 Should be reused Non-inert C&D 200 0 200 whenever possible and
108 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Total amount Total amount Total amount Handling and Waste type generated reused disposed (m3) disposal options (m3) (m3) materials be disposed of at landfills as a last resort. Collected by licensed Highly dependent on the contractor’s on–site maintenance contractor and be pr`actice and the number of plant and vehicles utilized. disposed of to the Chemical Waste Nevertheless, it is anticipated that the quantity of chemical Chemical Waste wastes would be small and in the order of few hundred litres Treatment Centre per month. (CWTC). Since the project is currently in the planning stage and the Recyclable wastes: detailed construction method has yet to be determined. The Collected by recycling detailed construction method would be determined in the companies General refuse detailed design stage and the number of workers required would also be determined in the detailed design stage. The Other general refuse: general refuse generated from the workers would also be Collected by contractor determined in the detailed design stage. on a daily basis Upgrading the sewer and drainage Public Fill Bank at Inert C&D materials [1] 4000 3000 1000 Tuen Mun Area 38 Should be reused Non-inert C&D whenever possible and 1200 0 1200 materials be disposed of at landfills as a last resort. Collected by licensed Highly dependent on the contractor’s on–site maintenance contractor and be practice and the number of plant and vehicles utilized. disposed of to the Chemical Waste Nevertheless, it is anticipated that the quantity of chemical Chemical Waste wastes would be small and in the order of few hundred litres Treatment Centre per month. (CWTC) Since the project is currently in the planning stage and the Recyclable wastes: detailed construction method has yet to be determined. The Collected by recycling detailed construction method would be determined in the companies General refuse detailed design stage and the number of workers required would also be determined in the detailed design stage. The Other general refuse: general refuse generated from the workers would also be Collected by contractor determined in the detailed design stage. on a daily basis
[1] “Inert C&D materials” include, but not limited to, top soil, excavated soil, rock, artificial materials etc. [2] The proposed PLB PTI and L/UL facilities for X-B coaches will be constructed as part of the proposed development and the relocation of on-street PLB/ X-B coach termini into the proposed development will be carried out after the completion of the proposed development. Hence, the amount of waste generated from the construction of the PTI and L/UL facilities for X-B coaches has already been included in the “Construction of the Proposed Development”. No waste is anticipated from relocation of on-street PLB/ X-B coach termini into the proposed development.
109 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
C&D Materials 5.3.4.3 All C&D materials arising from the construction will be sorted on–site to recover the inert C&D materials as well as the reusable and recyclable materials. 5.3.4.4 Any surplus C&D materials will become the property of the Contractor once they are removed from the site. The Contractor will be responsible for devising a system to work for on–site sorting of C&D materials and to promptly remove all sorted and processed material arising from the construction activities to optimise temporary stockpiling on–site. It is recommended that the system should include the identification of the sources of generation, estimated quantities, arrangement for on– site sorting and/or collection, temporary storage areas, and frequency of collection by recycling contractors or frequency of removal off–site. 5.3.4.5 Disposal of C&D materials can be minimized through careful planning during the detailed design stage and with good site practice during construction. This includes the use of non–timber formwork and temporary works and on–site sorting of the C&D materials for reuse and recycling as far as practicable. For the inert C&D materials, it would be reused on–site as far as possible before delivered to public fill reception facilities for disposal.
Chemical Wastes 5.3.4.6 Chemical wastes likely to be generated from the construction activities and associated facilities may include:
· scrap batteries or spent acid/alkali from their maintenance; · used paint, engine oils, hydraulic fluids and waste fuel; · spent mineral oils/cleansing fluids from mechanical machinery; and · spent solvents/solutions, some of which may be halogenated, from equipment cleansing activities. 5.3.4.7 Chemical wastes may pose environmental, health and safety hazards if not stored and disposed of in an appropriate manner as outlined in the Waste Disposal (Chemical Waste) (General) Regulation and the Code of Practice on the Packaging, Labelling and Storage of Chemical Waste. These hazards may include:
· toxic effects on workers; · adverse effects on air, water and land from spills; and · fire hazards. 5.3.4.8 The amount of chemical wastes generated will be highly dependent on the contractor’s on–site maintenance practice and the number of plant and vehicles utilized. Nevertheless, it is anticipated that the quantity of chemical wastes would be small and in the order of few hundred litres per month. 5.3.4.9 Suitable arrangements for the storage, handling, transport and disposal of chemical wastes shall be made in accordance with the Code of Practice on the Packaging, Labelling and Storage of Chemical Waste. Wherever possible opportunities should be taken to reuse and recycle materials.
110 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.3.4.10 This project would not be classified as a designated project, a Construction and Demolition Materials Management Plan (C&DMMP) shall also be submitted to Public Fill Committee (PFC) for approval prior to commencement of the detailed design in case of generating surplus C&D materials in excess of 300,000m3 or requiring imported fill exceeding 300,000m3. ETWB TC(W) No. 19/2005 sets out the policy and procedures requiring contractors to prepare and implement an environmental management plan to encourage on–site sorting of C&D materials and to reduce C&D materials generation during construction.
Sewage 5.3.4.11 Sewage will be generated from amenity facilities used by the construction workforce and site office’s sanitary facilities. The sewage generated should be properly managed to minimise the adverse impact of odour on and potential health risks to the workers due to attracted pests and other disease vectors. 5.3.4.12 Adequate number of portable toilets within the site should be provided to ensure that sewage from site staff is properly collected. No adverse waste impact is anticipated if the chemical toilets are properly maintained and licensed contractors are employed for the collection and disposal of sewage on a regular basis.
General Refuse 5.3.4.13 The general refuse generated by the construction workforce mainly consists of food waste, aluminium cans and waste paper. This general refuse will require off–site disposal. 5.3.4.14 Effective collection of site waste will be required to prevent waste materials being blown around by wind, flushed or leached into the marine environment, or creating an odour nuisance or pest and vermin problem. Waste storage areas shall be well maintained and cleaned regularly. In addition, disposal of waste at sites other than approved waste transfer or disposal facilities shall be prohibited. 5.3.4.15 With the implementation of good waste management practices at the site, adverse environmental impacts are not expected to arise from the storage, handling and transportation of general refuse generated from the site.
Recommended Practices 5.3.4.16 Good site practices to avoid or reduce potential adverse environmental impacts associated with handling, collection and disposal of waste are proposed. These recommendations are based on the waste management hierarchy principles. The waste management options considered to be most preferable have the least environmental impacts and are more sustainable in the long term. The hierarchy is as follows (the priority follows descending order):
· avoidance and minimization, · separation of inert C&D materials, reusable and recyclable materials from other wastes, · reuse of materials,
111 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
· recovery and recycling, and · treatment and disposal. 5.3.4.17 Prior to the commencement of the construction works, the contractors should incorporate these recommendations into a Waste Management Plan (WMP) to provide an overall framework for waste management and reduction. According to ETWB TC(W) No. 19/2005, the WMP shall become part of the Environmental Management Plan (EMP) and to be submitted to Architect/Engineer for approval before the commencement of construction works. Recommended good site practices, waste reduction measures as well as the recommendations on waste storage, collection and transportation are as follows:
Good Site Practices 5.3.4.18 Adverse waste management impacts are not expected, provided that good site practices are strictly implemented. The following good site practices are recommended throughout the construction phase of the Project:
· nomination of an approved personnel to be responsible for the implementation of good site practices, arrangements for collection and effective disposal to appropriate facilities of all wastes generated at the site; · training of site personnel on proper waste management and chemical handling procedures; · provision of sufficient waste disposal points and regular collection for disposal; · separation of chemical wastes for special handling and appropriate treatment at the Chemical Waste Treatment Centre; · regular cleaning and maintenance programme for drainage systems, sumps and oil interceptors; and · implementation of a recording system for the amount of wastes generated/recycled and disposed. Waste Reduction Measures 5.3.4.19 The amount of waste generated can be significantly reduced through good management and control. Waste reduction is best achieved if being considered at the site planning and design phase, as well as by ensuring the implementation of good site practices when the works are in progress. Recommendations for achieving waste reduction include:
· on–site reuse of any material excavated as far as practicable; · segregation and storage of different types of waste in different containers, skips or stockpiles to enhance reuse or recycling of material and their proper disposal; · collection of aluminium cans and waste paper by individual collectors during construction should be encouraged. Separately labelled recycling bins should also be provided to segregate these wastes from other general refuse; · recycling of any unused chemicals and those with remaining functional capacity as far as possible;
112 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
· prevention of potential damage or contamination to the construction materials through proper storage and good site practices; · planning and stocking of construction materials should be made carefully to minimise amount of waste generated and to avoid unnecessary generation of waste; and · training on the importance of appropriate waste management procedures, including waste reduction, reuse and recycling should be provided to workers. Storage, Collection and Transportation of Waste 5.3.4.20 Storage of waste on site may induce adverse environmental implications if not properly managed. The following recommendations should be implemented to minimise the impacts:
· waste such as soil should be handled and stored well to ensure secure containment; · stockpiling area should be provided with covers and water spraying system to prevent materials from being washed away and to reduce wind–blown litter · different locations should be designated to stockpile different materials to enhance reuse. 5.3.4.21 With respect to the collection and transportation of waste from the construction works area to respective disposal sites, the following recommendations should be implemented to minimise the potential adverse environmental impacts:
· remove waste in timely manner; · employ trucks with cover or enclosed containers for waste transportations; · obtain relevant waste disposal permits from the appropriate authorities; and disposal of waste should be done at licensed waste disposal facilities. 5.3.4.22 In addition to the above measures, other specific mitigation measures for handling other specific waste generated during the construction phase are recommended in the following subsections.
C&D Materials 5.3.4.23 Wherever practicable, C&D materials should be segregated from other wastes to avoid contamination and ensure acceptability at public filling areas or reclamation sites. The following mitigation measures should be implemented in handling the waste:
· maintain temporary stockpiles and reuse excavated fill material for backfilling and reinstatement; · carry out on–site sorting; · make provisions in the contract documents to allow and promote the use of recycled aggregates where appropriate; and · implement a trip–ticket system for each works contract to ensure that the disposal of C&D materials is properly documented and verified.
113 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.3.4.24 In addition, disposal of the C&D materials onto any sensitive location such as agricultural land, etc. should be avoided. 5.3.4.25 Standard formwork or pre–fabrication should be used as far as practicable in order to minimise the generation of C&D waste materials. The use of more durable formwork or plastic facing for the construction works should be considered. Metal hoarding should be used to enhance the possibility of recycling. The purchasing of construction materials should be carefully planned in order to avoid over ordering and wastage. 5.3.4.26 The contractor should recycle as much of the C&D materials as possible on–site. Public fill and C&D waste should be segregated and stored in different containers or skips to enhance reuse or recycling of materials and their proper disposal. Where practicable, concrete and masonry can be crushed and used as fill. Steel reinforcement bars can be used by scrap steel mills. Different areas of the construction site should be considered for such segregation and storage.
Chemical Wastes 5.3.4.27 For those processes that generate chemical wastes, the contractor shall identify any alternatives that generate reduced quantities or even no chemical wastes, or less dangerous types of chemical wastes. 5.3.4.28 If chemical wastes are produced at the construction site, the contractors should register with EPD as chemical waste producers. Chemical wastes should be handled in accordance with the Code of Practice on the Packaging, Handling and Storage of Chemical Wastes. Containers used for storage of chemical wastes should:
· be suitable for the substance they are holding, resistant to corrosion, maintained in a good condition, and securely closed; · have a capacity of less than 450 L unless the specification has been approved by EPD; and · display a label in English and Chinese in accordance with the instructions prescribed in Schedule 2 of the Waste Disposal (Chemical Waste) (General) Regulation. 5.3.4.29 The storage area for chemical wastes should:
· be clearly labelled and used solely for the storage of chemical wastes; · be enclosed on at least 3 sides; · has an impermeable floor and bunding, of capacity to accommodate 110% of the volume of the largest container or 20% by volume of the chemical wastes stored in the area, whichever is greatest; · has adequate ventilation; · be covered to prevent rainfall entering (water collected within the bund must be tested and disposed as chemical wastes, if necessary); and · be arranged so that incompatible materials are adequately separated. 5.3.4.30 Disposal of chemical wastes should:
114 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
· be via a licensed waste collector; and · be to a facility licensed to receive chemical wastes, such as the CWTC which also offers chemical waste collection service and can supply the necessary storage containers; or · be delivered to a re–user of the waste, upon approval granted by EPD. Sewage 5.3.4.31 An adequate number of portable toilets should be provided for the on–site construction workers. Any waste should be transferred to a sewage treatment works by a responsible collector.
General Refuse 5.3.4.32 General refuse generated on–site should be stored in enclosed bins or compaction units separated from construction and chemical wastes. Recycling bins should also be provided to encourage recycling. A reputable waste collector should be employed by the contractor to remove general refuse from the site on a daily basis separate from the construction and chemical wastes. Burning of refuse on construction sites or fly tipping is prohibited by law.
Operation Phase 5.3.4.33 Based on the current RDS, the typical waste types generated in the operation phase will include municipal solid waste (MSW) and chemical waste.
Municipal Solid Waste 5.3.4.34 During operation phase, MSW, including domestic waste and commercial waste from the operation of the GIC, retail and commercial activities in the proposed development, will be generated. These wastes will be managed and collected by suitable waste collectors. 5.3.4.35 The amount of MSW generated in the operation phase has been preliminarily estimated based on the workers and visitors anticipated under the RDS. Table 5.3.11 below summarises the estimation of the MSW.
Table 5.3.11: Types and Quantities of Wastes Generated in the Operation Phase Total amount Workers/ Per capita of MSW Development Land use Waste type visitors disposal rate generated estimate (kg/person/day) (tonnes) Tower 2 and Retail and Commercial 5,005 [1] 0.35 [3] 1,752 Tower 3 Commercial Waste Domestic Tower 1 GIC 510 [2] 0.89 [4] 454 Waste Note: [1] The population intake is estimated by applying the worker density factor from HKPSG to the GFA of the development. [2] Estimated from the latest RDS. [3] The per capita disposal rate of commercial waste is calculated from the percentage of commercial waste over total municipal solid waste, based on municipal solid waste disposal rate from the “Monitoring of Solid Waste in Hong Kong – Waste Statistics for 2014, EPD”. [4] The per capita disposal rate of domestic waste is adopted from the “Monitoring of Solid Waste in Hong Kong – Waste Statistics for 2014, EPD”. * The waste generated by the visitors to the POS in the development is not included in the table.
115 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Chemical Waste 5.3.4.36 Various routine maintenance and servicing activities, including air conditioning system, emergency generators and other electrical equipment may generate chemical waste. The types of chemical waste may include waste lubricating oil, used solvents and the like. It is difficult to quantify the amount of chemical waste arising from these activities at this stage as the maintenance activities are highly dependent on the number and type of the equipment being used on site. However, it is anticipated that the amount of chemical waste generated on-site in operation phase would be low. 5.3.4.37 Chemical wastes may pose environmental, health and safety hazards if not stored and disposed of in an appropriate manner as outlined in the Waste Disposal (Chemical Waste) (General) Regulation and the Code of Practice on the Packaging, Labelling and Storage of Chemical Waste. These hazards may include:
· toxic effects on workers; · adverse effects on air, water and land from spills; and · fire hazards. 5.3.4.38 Suitable arrangements for the storage, handling, transport and disposal of chemical wastes shall be made in accordance with the Code of Practice on the Packaging, Labelling and Storage of Chemical Waste. Wherever possible opportunities should be taken to reuse and recycle materials.
Recommended Practices Municipal Solid Waste 5.3.4.39 Recycling of waste paper, plastic bottles and aluminium cans shall be encouraged by placing clearly labelled recycling bins at designated locations which could be accessed conveniently. A reputable waste collector shall be employed to remove the refuse and waste on a daily basis to minimise odour, pest and litter impacts. The refuse and wastes will be collected and transfer to the nearest West Kowloon Transfer Station which is between the West Kowloon Expressway and Stonecutters Island and subsequently be disposed to the West New Territories Landfill (WENT).
Chemical Waste 5.3.4.40 If chemical waste is expected to be generated in the operation phase, the operator shall register with EPD as a chemical waste producer and follow the guidelines of the Code of Practice on the Packaging, Labelling and Storage of Chemical Waste for suitable arrangements for the storage, handling, transport and disposal of chemical wastes. Licensed collector shall be deployed to transport and dispose the chemical waste to the approved Chemical Waste Treatment Centre or other licensed recycling facilities.
116 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.3.5 Land Contamination Land Contamination Assessment Area 5.3.5.1 As stated and shown in the latest RDS, the developable area will include the area of the existing FEHD depot, the WSD compound and the Luen Wan Street temporary open-air car park. Road widening works are also proposed on parts of Sai Yee Street, Argyle Street and Luen Wan Street. In addition, two landscaped bridges are proposed to connect the proposed development to the podium deck on top of the East Rail Line. 5.3.5.2 For the existing East Rail Line, the Mong Kok Freight Terminal, MKGO, and the PTI on the KCRC deck, there will be no change in land use after the proposed development while a POS will be built on the KCRC deck at 22mPD, 16m above the ground level. 5.3.5.3 As there will be no land intrusive works carried out in the area of the existing East Rail Line, the Mong Kok Freight Terminal, MKGO, the KCRC deck with the PTI on it, these areas are excluded from the Land Contamination Assessment Area. The Land Contamination Assessment Area would cover the land intrusive works areas, including the developable area, the parts of Sai Yee Street, Argyle Street and Luen Wan Street where road widening works are proposed and the two proposed landscaped bridges. The Land Contamination Assessment Area is shown in Figure 5.3.7. In order to facilitate the land contamination assessment, the Land Contamination Assessment Area is divided into three portions:
· Area L-01: the existing area of FEHD depot · Area L-02: the existing area of the WSD compound · Area L-03: the existing area of the Luen Wan Street temporary open-air car park, Luen Wan Street Sitting-out Area and Luen Wan Street Review of Historical Land Uses 5.3.5.4 In order to identify any past land uses which may have potential causing land contamination, the development history of the Land Contamination Assessment Area has been reviewed by means of reviewing historical aerial photos. Aerial photos between Year 1973 and Year 2015 have been reviewed. The historical land uses of the Land Contamination Assessment Area are summarized in Table 5.3.12 below.
Table 5.3.12: Summary of Historical Land Uses of the Land Contamination Assessment Area Year Area Descriptions 1973 L-01 The office-cum-vehicle-depot of FEHD was observed. L-02 The office compound of WSD was observed. L-03 The area was mainly open space and vegetation. 1982 L-01 L-02 No significant change of land use was observed. L-03 1993 L-01 No significant change of land use was observed.
117 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Year Area Descriptions L-02 The Luen Wan Street Sitting-out Area and the open-air car park were L-03 observed. 2004 L-01 L-02 No significant change of land use was observed. L-03 2012 L-01 L-02 No significant change of land use was observed. L-03 2015 L-01 L-02 No significant change of land use was observed. L-03
Other Relevant Information 5.3.5.5 EPD and Fire Services Department (FSD) have been approached to collate the past and present records of chemical spillage/leakage accident and dangerous goods (DG) and incident records.
Information from Environmental Protection Department 5.3.5.6 EPD was contacted in April 2015 to obtain the information regarding the past and present records of chemical spillage/leakage and the records of Chemical Waste Producers Registration. 5.3.5.7 As advised by EPD, no chemical spillage/leakage accident was recorded within the Site. In addition, according to the EPD’s Chemical Waste Producers Registry, there are two valid Chemical Waste Producers within the Site, including:
· Food and Environmental Hygiene Department; and · Water Supplies Department. Information from Fire Services Department 5.3.5.8 FSD was contacted in April 2015 for information with respect to dangerous goods and incident records. 5.3.5.9 As advised by FSD, no incident record was found within the Site and there are six dangerous goods records within the Site. The records of dangerous goods are summarized in Table 5.3.13.
118 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.3.13: Records of Dangerous Goods within the Site Type of DG Quantity Storage Method 1. Diesel 1000 L Fuel Tank 25000 L 2. Diesel Underground Tank (Cancelled) 25000 L 3. Petrol Underground Tank (Cancelled) 4. 70% Alcohol 1500 L Container 5. 70% Alcohol 1500 L Container 6. Chloride of Lime 15000 kg Container
5.3.5.10 Based on the findings of the site survey, item 2 to item 6 are stored within FEHD depot of L-01. The findings of the site survey are detailed in Table 5.3.14 below. 5.3.5.11 For item 1, a follow-up enquiry was made to FSD in February, 2016. As advised by FSD, the 1000L fuel tank is located inside the MKES, which does not fall within the Land Contamination Assessment Area as shown in Figure 5.3.7.
Site Surveys 5.3.5.12 Site surveys were conducted in April and May 2015 to identify the existing land uses within the Site which may have potential causing land contamination. Photo records for each of the three portions of the Land Contamination Assessment Area are shown in Figures 5.3.8 to 5.3.10. However, as advised by the officer of the FEHD depot, photo taking was not allowed in majority part of the working area of the depot due to confidentiality reason. Details of the site surveys for each of the three portions of the Land Contamination Assessment Area are summarized in Table 5.3.14 below.
119 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.3.14: Summary of Site Surveys Potentially Contamination Site ID Site Description Figure No. Site Observation Source · Two DG stores storing 70% alcohol were located in the southwestern side · The disused underground of the depot (Photo 1). The 70% alcohol (ethanol) was stored in liquid form diesel tank and petrol tank in plastic drums inside the DG stores with thick concrete slab. As advised · Vehicle braking testing by the site occupant, the 70% alcohol was stored for disinfection use. rollers · Another two DG stores storing chloride of lime were located in the · The car repairing bays southeastern side of the depot (Photo 2). The chloride of lime (calcium · The underground lubricating hypochlorite) was stored in form of white power in plastic drums inside the oil tank DG stores with thick concrete slab. As advised by the site occupant, the · The temporary structure chloride of lime was also stored for disinfection use. storing unused lubricating · According to the information from FSD, there were a disused 25000L oil underground diesel tank and a disused 25000L petrol tank. Based on the site visit, some manholes, disused fuel pumps and old signs of the vapour balancing system of the underground oil tanks were observed on the southern side of the site east to the alcohol DG stores. As such, it was L-01 FEHD depot Figure 5.3.8 [1] anticipated that the disused underground diesel tank and disused underground petrol tank were located on the southern side of the depot east to the alcohol DG stores. (Photos 3 and 4) · On the opposite side of the alcohol DG stores, an emergency generator room was found. An above-ground 350L diesel tank was observed inside the emergency generator room. The diesel tank was installed in a bunded concrete area. No oil stain was observed in the bunded concrete area. (Photo 5) · In the area that right behind the emergency generator room, two rollers for vehicle brake testing were observed. Oil stains were observed around the rollers. · In the western side of the depot, a store room storing new and used automotive batteries was observed. The new and used automotive batteries were stored in plastic containers and the store room was paved with
120 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Potentially Contamination Site ID Site Description Figure No. Site Observation Source concrete. Both the plastic containers and the concrete floor were in good condition. · In the centre of the depot, three vehicle repair bays were observed. The repairing area was concrete paved. However, oil stains were observed in the three vehicle repair bays. · As advised by the workers on site, there was an underground waste lubricating oil tank with the capacity of around 5000L in the eastern side of the site next to the vehicle repair bays. The underground tank was used for storing spent lubricating oil. · In the northeastern corner of the depot, a store room storing paints was observed. The store room was concrete paved and the concrete floor was in good condition. · Next to the paint store room, there was a temporary structure. Around 20 drums of unused lubricating oil were observed there. Although the floor was concrete paved, cracks were observed on the floor. · Two air conditioner plant rooms were observed on the northeastern side of · The inflammable store the main building. All the air conditioner plants were placed on 0.2m thick concrete slab. No oil stain was observed in the plant rooms (Photos 6 and 7). · A transformer room was observed on the western side of the main building next to the main gate at Sai Yee Street. The transformer was placed on 0.1m L-02 WSD compound Figure 5.3.9 thick concrete slab. No oil stain was observed in the transformer room (Photo 8). · There was an emergency generator room on the southern side of the main building. An above-ground 250L diesel tank was observed inside the emergency generator room. The diesel tank was installed on a bunded concrete area. No oil stain was observed on the bunded concrete area (Photo 9).
121 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Potentially Contamination Site ID Site Description Figure No. Site Observation Source · There was an inflammable store in the centre of the site. No chemical was stored inside the store during the time of the site visit. However, oil stains were observed on the concrete paved floor of the store. According to the signs and notices observed in the store, paint and solvent cement were stored in the store before (Photos 10 and 11). · An open-air carpark was observed in the southern side of the site. The · Nil Open-air carpark, carpark was concrete paved. No vehicle maintenance activity was observed Luen Wan Street in the carpark. No stressed vegetation nor oil stain was observed in the L-03 Sitting-out area Figure 5.3.10 carpark (Photo 12). and Luen Wan · On the northern side of the site was the Luen Wan Street Sitting-out Area Street (Photo 13). Note [1]: As advised by the officer of FEHD depot, photo taking was not allowed in majority of the working area of the FEHD depot. As such, site photos could not be provided for some of the potential land contamination areas.
122 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Potentially Contaminated Areas 5.3.5.13 According to the site survey results, potential land contamination activities were found within the sites of FEHD depot of Area L-01 and the WSD compound of Area L-02.
Area L-01 (Figure 5.3.8)
5.3.5.14 In Area L-01, there were two disused diesel and petrol underground oil tanks on the southeastern side of the site. Also, three car repairing bays and an underground lubricating oil tank were found in the centre of the site. Moreover, a temporary structure storing unused drums of lubricating oil was found on the northern side of the site.
DG stores with 70% alcohol
5.3.5.15 Regarding the DG stores with 70% alcohol (ethanol), according to literature review10, ethanol is a volatile chemical and would readily evaporate from soil at the soil/air surface. As such, it is anticipated that the alcohol would be vaporized quickly into the atmosphere even if there was a leakage from the plastic drums. In addition, according to technical evaluation report prepared by USDA11, ethanol is a biodegradable chemical and could be utilized by the microorganisms. With the volatile property and biodegradation of ethanol, the half-life of ethanol in soil is only around 1-3 days. Hence, it could be concluded that ethanol would not penetrate and persist in soil. The concentration of ethanol would decrease quickly even if accidental spillage occurs. Due to the physical and chemical properties of ethanol, it is not considered a chemical of concern (COC) on the site. 5.3.5.16 In addition, according to “Regional Screening Levels for Chemical Contaminants at Superfund Sites” of USEPA, regional screening levels are set up as part of the Superfund program to identify whether a contaminant would require the attention or not. The regional screening level for resident soil could be calculated from the risk through ingestion, dermal and inhalation pathway 12 . Different factors, including target hazard quotient, chronic reference dose, relative bioavailability, are included in the calculation of the risk. For ethanol, there is no chronic reference dose data. As such, there is no screening level for ethanol. Hence, ethanol is not considered a COC on the site. 5.3.5.17 Moreover, according to the information from EPD, there was no chemical spillage/ leakage incident recorded within the FEHD depot. Furthermore, the good storage condition (i.e. storage of 70% alcohol in the designated DG stores with thick intact concrete slab) also minimizes the risk of spillage into the soil.
10 Howard, P. H., Sage, G. W., Jarvis, W. F., & Gray, D. A. (1990). Handbook of environmental fate and exposure data for organic chemicals. Volume II: solvents. 11 US Department of Agriculture – Pesticide Research Institute. (2014). Technical Evaluation Report – Ethanol. Retrieved June 29, 2016, from https://www.ams.usda.gov/sites/default/files/media/Ethanol 2 TR 2014.pdf 12 US Environmental Protection Agency – Regional Screening Levels (RSLs) – Equations (May 2016). Retrieved October 13, 2016 from https://www.epa.gov/risk/regional-screening-levels-rsls-equations-may-2016 123 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.3.5.18 Hence, based on the above findings, the risk on potential land contamination from the 70% alcohol is considered insignificant.
DG stores with chloride of lime
5.3.5.19 Regarding the DG stores with chloride of lime (calcium hypochlorite), according to the information from the UNEP’s OECD SIDS database13, the environmental fate assessment of calcium hypochlorite shows that the decay of calcium hypochlorite is highly sensitive to sunlight and the half-life of calcium hypochlorite would be less than 2 hours. Also, the calcium hypochlorite would rapidly decompose to oxygen and chlorine in all environmental compartments (including air, water, soil and sediment). The remaining product would be calcium 14 chloride (CaCl2) and calcium chlorate (Ca(ClO3)2 , which both exist in solid form of white powder. Hence, it could be concluded that calcium hypochlorite would not penetrate and persist in soil. 5.3.5.20 In addition, similar to ethanol, the USEPA regional screening level calculation was used to determine the screening level for calcium hypochlorite. However, calcium hypochlorite does not exist in the USEPA database as there is no EPA toxicity value for calcium hypochlorite. Since calcium hypochlorite is unstable and will be decomposed to calcium chloride and calcium chlorate, the regional screening level of calcium chloride and calcium chlorate are determined. No chronic reference dose data is available for both calcium chloride and calcium chlorate. Hence, there are no regional screening levels for calcium chloride and calcium chlorate. As such, calcium hypochlorite is not considered a COC on the site. 5.3.5.21 Moreover, according to the information from EPD, there was no chemical spillage/ leakage incident recorded within the FEHD depot. Furthermore, the good storage condition (i.e. storing the chloride of lime in the designated DG stores with thick intact concrete slab) also minimizes the risk of spillage into the soil. Hence, based on the above findings, the risk on potential land contamination from chloride of lime is considered insignificant.
Area L-02 (Figure 5.3.9)
5.3.5.22 In Area L-02, an inflammable store previously storing paint and solvent cement was found in the centre of the site.
Area L-03 (Figure 5.3.10)
5.3.5.23 In Area L-03, an open-air carpark and the Luen Wan Street Sitting-out Area are located within the site. The carpark is concrete paved and neither vehicle maintenance activity nor oil stain was observed in the site survey. Potential land contamination on the site is not anticipated.
13 United Nations Environment Programme. (2004). The Organisation for Economic Co-Operation and Development (OECD) Screening Information Data Sets (SIDS) – Calcium hypochlorite. Retrieved June 29, 2016, from http://www.inchem.org/documents/sids/sids/7778543.pdf 14 Bibby, D. M., & Milestone, N. B. (1984). The decomposition of high grade bleaching powder (calcium hypochlorite). Journal of Chemical Technology and Biotechnology. Chemical Technology, 34(8), 423-430. 124 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.3.5.24 Based on the above findings, it is considered that the potential of land contamination within the Land Contamination Area is likely as a result of these observations. Several locations considered having high land contamination potential are shown on Figures 5.3.8 and 5.3.9.
Detailed Land Contamination Assessment 5.3.5.25 As high potential land contamination areas were identified, it is recommended that a detailed land contamination assessment in accordance with EPD’s Practice Guide should be carried out before the commencement of the development works. The activities and land conditions which could not be identified in this appraisal should be re-appraised when carrying out the detailed land contamination assessment. 5.3.5.26 Moreover, if the extent of land intrusive works extends beyond the Land Contamination Assessment Area under this Study in the detailed design stage, the detailed land contamination assessment shall cover all the land intrusive works area to ensure that all activities and land conditions in the area of land intrusive works are identified and appraised.
Future Landuses 5.3.5.27 The relevant Risk-Based Remediation Goals (RBRGs) would be adopted for the land contamination assessment. Four different post-restoration landuses have been developed for the RBRGs, namely “Urban Residential”, “Rural Residential”, “Industrial” and “Public Parks”, to reflect the actual settings which are given in EPD’s Guidance Note for Contaminated Land Assessment and Remediation and Guidance Manual for Use of RBRGs for Contaminated Land Management. 5.3.5.28 The future landuses of the proposed development within the Land Contamination Assessment Area are planned to include office/retail/hotel, GIC facilities, POS, PTI and public car park. Hence, the “Urban Residential” would be adopted as the RBRG for conservative assessment purpose. In addition, the RBRG of the widened Luen Wan Street would be adopted as lower of “Industrial” or “Public Parks”. The RBRGs of the future landuses are shown in Figure 5.3.11 in accordance with EPD’s Guidance Manual for Use of RBRGs for Contaminated Land Management. Since the future landuses may change during the detailed design stage, the proposed RBRGs shall be reviewed during the stage of preparation of Contamination Assessment Plan (CAP) to ensure that the proposed RBRGs suit the future landuses.
Submission Requirements of Contamination Assessment Plan, Contamination Assessment Report, Remediation Action Plan and Remediation Report 5.3.5.29 According to the Practice Guide for Investigation and Remediation of Contaminated Land (August 2011) by EPD, a CAP should be prepared to set out the contamination site investigation programme and requirements for the Site. A Contamination Assessment Report (CAR) should be prepared after completion of the site investigation. If contamination is confirmed after the site investigation, a Remediation Action Plan (RAP) should be developed to set out the design and operation of the remediation as well as the implementation and monitoring programme. After the remediation completed, a Remediation Report (RR) should
125 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
be prepared to demonstrate the remediation monitoring results and meeting of the remediation targets. All documentations including CAP, CAR, RAP and RR should be submitted to EPD for endorsement prior to the commencement of any construction/development works.
Identification and Evaluation of Impact 5.3.5.30 The type of contaminants and extent of contamination, if any, will be ascertained after environmental site investigation, and suitable remediation method will be selected and proposed.
Operation Phase 5.3.5.31 Since remediation works will be completed before the commencement of the construction phase and operational phase, adverse impacts from land contamination are not anticipated.
126 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.4 Sustainability Assessment
5.4.1 Assessment of Environmental Impacts (Table 5.4.1) 5.4.1.1 The proposed development will inevitably increase the energy consumption with the various construction, traffic and economic activities during both the construction and operation phases. Nevertheless, the increase in the amount of carbon dioxide emitted per year is anticipated to be small. 5.4.1.2 Construction waste will increase by a very small extent which can be reduced by implementing various waste management measures. Due to the increase in traffic induced by the development, deteriorations with respect to criteria air pollutants and toxic air pollutants are expected but the levels would be small. 5.4.1.3 The provision of POS is maximised in the proposed development which slightly alleviates the shortfall of open space in Mong Kok Area. The POS will also increase the amount of landscaped features in the area although to a very small extent at the territorial level. 5.4.1.4 The proposed development will lead to generation of construction waste which is estimated to be small at territorial level. The C&D waste arising from the proposed development will also reduce the landfill capacity by a very small extent. 5.4.1.5 Apart from the above, the development is expected not to have any impact on energy consumption per capita, excessive noise, freshwater supplied and consumed, marine water quality, municipal waste and significant landscape features (point). Marine water quality is expected not to be affected as potential water quality impact related to site runoff with high level of suspended solid can be reduced by implementing standard mitigation measures. All OVTs and potential OVTs within and around the Site are to be preserved therefore the indicator of significant landscape features (point) remains unchanged.
Table 5.4.1: Summary of Environmental Indicators
Scenario 1 Scenario 2 Indicator (Without Project) (With Project)
Carbon dioxide emitted per year m WW Construction waste m WW Criteria air pollutants m W Energy Consumption m R Energy Consumption per capita m m Excessive noise m m Freshwater supplied and consumed m m Landfill capacity m W Marine Water Quality m m Municipal Waste m m Open space shortfall m RR
127 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Scenario 1 Scenario 2 Indicator (Without Project) (With Project)
Significant landscape features (area) m R m Significant landscape features m (point) Toxic air pollutants m W
Legend Very Small Small Moderate Moderate to Large Large Very Large Improvement R RR RRR RRRR RRRRR RRRRRR Deterioration W WW WWW WWWW WWWWW WWWWWW No change m
5.4.2 Assessment of Economic Impacts (Table 5.4.2) 5.4.2.1 The proposed development is expected to bring a moderately positive economic impact. Investment in the proposed development and the associated works for the construction of the buildings and infrastructure may bring small improvement to the gross domestic fixed capital formation as a ratio to GDP. Job opportunities created in the construction phase and the operation phase may bring a very small improvement to the overall unemployment rate in Hong Kong. 5.4.2.2 Although positive economic impact from the proposed development is anticipated, the territorial income differential is expected to remain unchanged. In addition, the proposed development will have no impact on the overall cost of road-based freight transport, as well as the average travel distance travelled by passengers during morning peak and the average travel speed as no major change in the transport network is involved.
Table 5.4.2: Summary of Economic Indicators
Scenario 1 Scenario 2 Indicator (Without Project) (With Project)
Cost-Benefit m RRR Fixed capital m RR Freight Costs m m Income differential m m Job Creation/ Loss m R Travel Distance m m Travel speed m m
128 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.4.3 Assessment of Social Checklist and First Sustainable Development Strategy Checklist (Table 5.4.3) 5.4.3.1 The provision of GIC facilities including a day care centre for the elderly, a neighbourhood elderly centre, an integrated children and youth services centre and an integrated community centre for the mental wellness in the proposed development will improve slightly the public safety net. There will also be improvement with respect to the provision of leisure and cultural facilities and people’s participation in leisure and cultural activities with the proposed community hall and POS in/adjacent to the development. 5.4.3.2 The urban living space is expected to improve with the provision of ample POS and efficient pedestrian network in the development and the proposed road/footpath widening works in the vicinity. There will be construction waste and municipal solid waste arising from the development. However, the impact is expected to be very small with the implementation of various mitigation measures during the construction and operation phases, including on-site reuse of building materials, waste separation, collection and recycling.
Table 5.4.3: Summary of Social Checklist and First Sustainable Development Checklist Scenario 1 Scenario 2 Social Checklist (Without Project) (With Project) Physical/ Mental Health m m Health of Vulnerable Groups m m Leisure and cultural facilities m RR Leisure and cultural activities m RR Safety Net m R Urban Living Space m R Waste Reduction and Recycling m W
5.4.4 Other Non-Quantifiable Issues 5.4.4.1 A landmark building with height reaching +350mPD helps to release more area for POS. Nevertheless, the building will breach the skyline and ridgeline and also cast shadow on nearby developments which may arouse public concern. 5.4.4.2 A PLB PTI is proposed in the development for consolidating PLB in the nearby area. PLB are currently parked on the road-side stands along Fa Yuen Street, Tung Choi Street and Sai Yeung Choi Street South causing traffic jams. The PTI can help free up the parking spaces along these streets, improve the streetscape and ameliorate the traffic congestion problem in the area. Nevertheless, the consolidation has to be carefully planned with thorough consultation with the PLB operators with a view to obtaining support from the industry.
129 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.4.5 Conclusions 5.4.5.1 This qualitative Sustainable Assessment is based on the RDS formulated under the Study. Key sustainability issues have been identified and highlighted. There will be small to very small negative impacts with respect to carbon dioxide emitted per year, construction waste, criteria air pollutants, landfill capacity, toxic air pollutants due to the proposed development. These impacts are considered to be extremely small on the territory-wide level. 5.4.5.2 The proposed development will bring value-added contribution to the GDP and also employment opportunities to the economy. It will also have contribution with respect to fixed capital and provision of open space and leisure and cultural facilities.
130 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.5 Landscape Impact Assessment
5.5.1 Impact of Landscape Proposal 5.5.1.1 Overall, the adverse impacts of the proposed development on landscape resources within the Study Site are limited to tree felling as specified in the subsequent section 5.5.2.9 of this report, the potential impacts of shading caused by the new high-rise building of the development as well as the potential damages caused by the exhaust fans of the development to the trees proposed for preservation such as the OVTs and POVTs. 5.5.1.2 In terms of shading, the shadow generated by the proposed high-rise building may affect two of the OVTs (T059 and T060, Figure 5.5.10) and will be limited to afternoon hours only as no structures will be on both the east and south directions of the two trees causing shading on the two trees directly. 5.5.1.3 With regard to the possibility of damage caused by the exhaust fans of the proposed development to the OVTs located in the Luen Wan Street Sitting-out area, provision has been incorporated in the Planning and Design Brief (under Landscape and Greening Aspects) of the Study to avoid the trees being affected by the exhaust fans of the proposed development.
5.5.2 Tree Preservation Proposal
Proposed Treatment of Trees
Trees to be retained 5.5.2.1 Looking at the individual trees and tree groups together, a total of one hundred and sixty-two (162) trees within the Study Site are proposed to be retained. Regarding the impact on the existing trees, four (4) OVTs15 are proposed to be retained in-situ in accordance with Environment, Transport and Works Bureau (ETWB) Technical Circular (Works) No. 29/2004. Two (2) potential OVTs which are over 1000mm in diameter at breast height (DBH) are proposed to be retained in-situ as well. Thirty-eight (38) other individual trees and one hundred and eighteen (118) trees in Tree Group A are also proposed to be retained, as their locations are not in conflict with proposed development, and their health conditions are mostly fair. 5.5.2.2 Of the retained trees, ten (10) trees including T066, T067, T068, T069, T070, T071, T072, T073, T074 and T075 are raised in moveable planters along Luen Wan Street. They can be relocated along with the planters if needed, instead of tree transplanting when in conflict with proposed development. Hence, they are proposed to be retained. 5.5.2.3 The protection measures to be taken to minimize disturbance to the retained and transplanted tree are described below.
15 OVT No. LCSD YTM/103 was removed on 11.6.2015 and OVT No. LCSD YTM/104 (T056 under the Tree Survey of the Study) was also removed on 29.8.2017 due to infection of brown root rot disease. 131 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.5.2.4 In terms of tree preservation, the Contractor shall comply with the clauses as stipulated in the following Codes/ Specifications/ Technical Circulars relating to Landscape Works and Tree Preservation for the Project:
· Architectural Services Department (ArchSD) – General Specification for Building 2012 Edition; · Development Bureau Technical Circular (Works) No. 7/2015 – Tree Preservation; · Development Bureau Technical Circular (Works) No. 6/2015 – Maintenance of Vegetation and Hard Landscape Features; · Environment, Transport and Works Bureau Technical Circular (Works) No. 11/ 2004 – Cyber Manual for Greening; and · Guidelines on Tree Transplanting from Greening, Landscape and Tree Management Section of Development Bureau. 5.5.2.5 In terms of tree protection measures, the following guidelines shall be followed to protect existing trees during construction:
(a) Before the commencement of construction works, the Contractor shall erect, secure, maintain and replace tree protection measures including temporary protection fence and tree tags, if required or upon Architects’ instruction, for all preserved trees as shown in the tree plans. (b) The Contractor shall remove the tree protective fencing from the Site upon sectional completion of all construction works and related tree works, or earlier if so directed by the Supervising Officer (SO). The Contractor shall not remove or relocate the temporary protective fencing or enter the area enclosed by the temporary protective fencing without prior agreement of the SO. (c) Without the prior approval of the SO, the Contractor shall not carry out excavation or trenching within the TPZ of the preserved trees. The Contractor shall obtain the agreement from the SO on the detailed locations and extent of the excavation works. Temporary tree protection measures shall be provided for the preserved trees upon Architects’ instruction during the construction works. (d) Extent of the TPZ for the retained and transplanted trees shall be determined by the extent of existing tree crowns. (e) Height of temporary green plastic mesh fencing shall be 1000mm minimum in height fixed on fencing pins. (f) Fencing pins shall be strong and appropriate for receiving the mesh. Fencing will be erected prior to the commencement of construction activity and removed upon the cessation of construction activity. (g) The alignment of the temporary protective fencing can be circular, square rectangular or any shape so long as the fencing does not encroach on the TPZ. Sand bags shall be put alongside the fencing to avoid runoff from the construction activities.
132 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
(h) A sealable opening shall be provided to the temporary protective fencing to allow entry for carrying out the necessary arboricultural works or maintenance works to the tree or any other approved works within the TPZ. (i) A warning notice guarding against unauthorised operations within the fenced area shall be erected on the temporary protective fencing. 5.5.2.6 The road widening scheme at Argyle Street and Luen Wan Street will encroach onto the TPZ of the OVT (T026, Figures 5.5.8 and 5.5.11). However, only minimal excavation with no trenching, piling and landfilling will be required and hence significant impact on the OVT is not anticipated. According to DEVB TC (W) No. 7/2015, should works within a TPZ be considered unavoidable, a detailed arboricultural assessment should be performed to assess impacts of the proposed works to the tree(s) that are proposed to be retained. The responsible department should demonstrate that the anticipated impacts will not cause irreversible and/or irreparable damage to these tree(s), and any special action required to preserve the tree(s) should be documented in the contract.
Trees to be transplanted 5.5.2.7 A total of ten (10) trees within the Study Site are proposed to be transplanted. These trees are unavoidably affected by the proposed development and the road and site formation works. They have medium amenity value and also medium survival rate after transplanting. Hence, they are proposed to be transplanted. 5.5.2.8 These trees are proposed to be permanently transplanted to the existing roadside planters or proposed planting area within the Site. Their locations are indicated in Figures 5.5.4 to 5.5.11.
Trees to be felled 5.5.2.9 A total of thirty-one (31) trees are proposed to be felled. These trees are inevitably in conflict with the proposed development, roads works and the extent of the site formation works. Most of them are considered to have low survival rate after transplanting on consideration of the tree health, size, and site constraints such as the possibility of forming a well supportive root ball. Moreover, other factors including limitation in the size of the TPZ due to site constraint, cost effectiveness for transplanting and minimizing disturbance to the OVTs and other potential OVTs proposed for retention, they are proposed to be felled with compensation. Of those trees proposed to be felled, one is the potential OVT (recorded as T044 under the Tree Survey of the Study) located on the slope between the WSD compound and Luen Wan Street Temporary Car Park. Due to the conflict of the trunks with the fence, restricted root on the slope and with a low survival rate after transplanting, it is proposed to be felled. The total DBH of all the trees to be felled is 9,760mm. 5.5.2.10 There are a total of 205 trees identified within the Study Site in the tree survey under the Study, among them, 2 16 have already been felled due to disease. Proposed tree treatments for the rest of the trees are summarized below in Table 5.5.1.
16 OVT No. LCSD YTM/103 was removed on 11.6.2015 and OVT No. LCSD YTM/104 (T056 under the Tree Survey of the Study) was also removed on 29.8.2017 due to infection of brown root rot disease. 133 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.5.1: Summary of Tree Treatments Proposed Tree Treatment No. of Tree Retain 162 Transplant 10 Fell 31 Total 203
Compensatory Planting Proposal 5.5.2.11 A total of one hundred and nineteen (119) new heavy standard trees (75mm to 90mm DBH) with a total DBH of 9,825mm would be planted on street level and podium levels to compensate for the trees proposed to be felled with a total DBH of 9,760mm. The ratio of the total DBH of compensation trees to that of the felled trees is more than 1:1, hence fulfilling the compensation requirement in terms of quantity and quality of not less than 1:1 in the ratio. 5.5.2.12 According to the DEVB TCW No. 6/2015, it is proposed that the future maintenance responsibility of the compensatory trees under this Project should rest on the Project Proponent/ Leisure and Cultural Services Department (LCSD). 5.5.2.13 According to the Landscape Standards and Guidelines of LCSD, the planting area for new trees would have a minimum soil depth of 2000mm for large tree species and 1500mm for small and medium tree species. Typical sections of the planting area are shown in Figures 5.5.1 to 5.5.3. 5.5.2.14 The proposed species for compensatory planting include but are not limited to the following in Table 5.5.2. The locations of the compensatory trees are shown in Figures 5.5.4 to 5.5.11.
Table 5.5.2: Proposed Species for Compensatory Planting Botanical Chinese Size Spacing Quantity Name Name Lagerstroemia 75mm DBH Heavy 5 M 14 大花紫薇 speciosa Standard Plumeria 75mm DBH Heavy 5 M 19 雞蛋花 acutifolia Standard Bauhinia x 75mm DBH Heavy 5 M 26 洋紫荊 blakeana Standard Cinnamomum 90mm DBH Heavy 6 M 20 陰香 burmanii Standard Syzygium 90mm DBH Heavy 6 M 20 蒲桃 jambos Standard Terminalia 90mm DBH Heavy 6 M 20 細葉欖仁 mantaly Standard
5.5.2.15 The planting works shall make reference to the requirements as stipulated in the General Specification for Building 2007 Edition – Section 25. The area underneath all retained, transplanted and compensatory trees should be planted with shrubs or groundcovers.
134 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Structural Loading for Planting Areas 5.5.2.16 For planting areas located on structures, i.e. podium levels, there will be a loading allowance of 23Kpa (1,200mm soil depth excluding drainage layer) for tree planting. The minimum soil depth requirements for shrubs (600mm) and lawn (300mm) and their corresponding loading allowances will also be followed.
Drainage and Irrigation 5.5.2.17 Drainage shall be adequate and in compliance with relevant regulations. Irrigation of all soft landscaped areas throughout the scheme will be carried out manually, with water points provided in accessible areas at maximum 40m intervals to ensure that adequate and sufficient irrigation covers all planting areas.
Landscape Maintenance 5.5.2.18 The developer shall ensure that the management and maintenance of the landscaped areas will be undertaken in a sustainable manner. 5.5.2.19 A summary of Soft Landscape Maintenance Operations is provided below:
· Watering · Weeding · Litter and rubbish removal · Shrub and ground cover and hedge pruning. · Tree pruning · Grass cutting · Grass area coring and top dressing · Fertilising · Forking cover · Securing / replacing stakes and tree ties · Firming up · Mulching · Pest control · Replacement of defective plant materials
135 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.6 Visual Impact Assessment
5.6.1 Assessment of Visual Impact 5.6.1.1 This section evaluates the visual impact of the RDS by comparing it with the existing condition. Reference is made to Town Planning Board Guidelines (TPB PG) - No. 41. According to the guidelines, ‘when the viewer is at a distance equals to three times of the height of a building, the viewer will tend to see the building as part of a group rather than a single building. This may be used as an initial reference in approximating the extent of the assessment area subject to verification by ground inspection’. As such, the assessment area is assumed to be equal to approximately three times of the overall building height of the subject development. As the maximum building height of the RDS is 350mPD (with about 6mPD at ground level), a radius of 1,032m (i.e. more than 344m x 3) from the boundary of the Study Site defines the boundary of the assessment area, and key local viewing points (LVPs) within the assessment area are selected for visual impact assessment (VIA) (Figure 5.6.1). 5.6.1.2 Regional viewing points (RVPs) which falls outside the assessment area are also identified on regional parks and public viewing platform which are popular for the public but further away from the Study Site in nearby districts. (Figure 5.6.2). 5.6.1.3 Apart from key LVPs and RVPs, the assessment would also take into account views from key strategic vantage points (SVPs), as per paragraph 4.5 of TPB PG- No. 41. SVPs have therefore been identified according to Chapter 11 of the Urban Design Guidelines of the HKPSG (Figure 5.6.2).
LVP 1 – Junction between Argyle Street and Sai Yee Street
5.6.1.4 The elements composing the view from this VP include the vehicular traffic at Sai Yee Street and Argyle Street in the foreground; the MKGO, Richmond Commercial Building, the Glen Haven and the highest portion of the Grand Century Place office towers in the middleground; and the distant background of the Lion Rock ridgeline which is visible along Sai Yee Street. In the immediate foreground, the planned Argyle Street Footbridge along the centre of Argyle Street is assumed to substantially block direct views to the Study Site from this location and especially the tower portion. Nevertheless, the proposed development will unlock longer distance views at street level by removing the WSD compound structures along Argyle Street, allowing the two potential OVTs within the compound to participate in the streetscape and provide some measure of visual relief along the continuously built-up street edge. The proposed entrance plaza at the corner of Sai Yee Street and Argyle Street is expected to further increase the depth of view from street level by moving the proposed building edge further north. 5.6.1.5 The proposed development has recommended a relatively small tower footprint to minimize the impacts on view, especially to the background and sky. As such, the tower of the proposed development will only directly obstruct the view to Grand Century Place from this location. The tower will nevertheless obstruct views to the sky. However, given the proximity of the tower to the viewers in this location, the entire height of the tower will not be fully visible from this view angle with the
136 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
top portion of the tower likely to be obscured by the planned Argyle Street Footbridge which is anticipated to limit perception of the tower as an overbearing element on the visual landscape. Thus, on balance and taking into account the proposed streetscape improvements, viewers’ visual experience from this viewpoint are expected to be significantly enhanced. 5.6.1.6 Figure 5.6.3 shows the photo of the existing view and the photomontage of the proposed development for LVP 1.
LVP 2 – Mong Kok East Station Footbridge
5.6.1.7 The visual composition of this LVP comprises of Argyle Street and Luen Wan Street in the foreground; the residential and commercial buildings along Sai Yee Street and the OVT at the temporary car park site in the middleground; and Mong Kok’s characteristic densely built urban form in the background. From this angle, the proposed entrance plaza at the junction of Sai Yee Street and Argyle Street as well as the footpath and carriageway after widening will be clearly visible, and are anticipated to augment the continuity of the ground floor surface by removing the WSD compound and placing the new building edge further northwards from Argyle Street. The new, expanded ground level surface will frame both the existing OVT and potential OVTs (within the WSD compound) and expose them to public view to provide an improved streetscape and a degree of visual relief to the congested built form. 5.6.1.8 The skyline is outlined by the residential and commercial buildings along Sai Yee Street and the proposed tower of the development will obstruct part of the skyline. However, the openness of the skyline will only be slightly affected from this angle due to the relatively small footprint of the tower which will only impact views to the background of Mong Kok’s clustered residential buildings. It should be noted that the proposed footbridge connection to the planned Argyle Street Footbridge will also partially block the view to Argyle Street and the western portion of the entrance plaza. Nevertheless, given the discussion in paragraph 5.6.1.7 above, the visual impact to viewers’ experience from this viewpoint is anticipated to be enhanced. 5.6.1.9 Figure 5.6.4 shows the photo of the existing view and the photomontage of the proposed development for LVP 2.
LVP 3 – Kadoorie Lookout
5.6.1.10 This LVP’s visual composition comprises of Argyle Street, residential and commercial buildings along Argyle Street as well as the vegetated slopes of Kadoorie Hill. The proposed development will be largely blocked by the Glen Haven and Argyle Street 113 and will appear to rise behind these buildings, exposing only a relatively limited portion of the proposed tower of the development to views from this location. Given that one of this viewpoint’s key visual elements is the greenery of Kadoorie Hill which will not be affected, the new building’s visual intrusiveness is considered minimal. Meanwhile, visual permeability towards the skyline along Argyle Street and the commercial and residential buildings along will remain unaffected. Overall, viewers’ experience from this viewpoint is not expected to be affected.
137 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.6.1.11 Figure 5.6.5 shows the photo of the existing view and the photomontage of the proposed development for LVP 3.
LVP 4 – MacPherson Playground
5.6.1.12 The visual composition consists of the frame generated by the residential buildings on both sides of Hak Po Street, with Grand Century Place’s office tower visible in the distant background under an expansive vertical view of the sky. The potential OVTs in the WSD compound and the Argyle Street OVT are both visible on either side of Hak Po Street where it meets Argyle Street. The proposed development will block the majority of the visual opening along the Hak Po Street visual corridor and significantly obstruct views to the sky. However, the removal of the WSD compound, the setback of the main proposed building structure from Argyle Street and subsequent exposure of the potential OVTs along with the improvements to the streetscape brought by the entrance plaza are cumulatively expected to generate an improved view on ground level. While this will not offset the loss of openness to the sky, it is anticipated that the ground level enhancements will create a highly visible and potentially attractive green destination for pedestrians along Hak Po Street. Nevertheless, the overall viewers’ experience from this location will be moderately adversely affected by the proposed structures of the development. 5.6.1.13 Figure 5.6.6 shows the photo of the existing view and the photomontage of the proposed development for LVP 4.
LVP 5 – Fife Street
5.6.1.14 The LVP is framed by buildings on either side of Fife Street with the WSD compound’s peripheral wall creating an impermeable vertical surface at the end of the street, across Sai Yee Street. Beyond that, the greenery of the OVTs in the Luen Wan Street Sitting-out Area and the vegetated slopes of Kadoorie Hill are clearly visible and form a welcome green respite from the surrounding built form. The proposed development will be aligned to minimize visual impacts along Fife Street and thus only a sliver of the proposed tower will be visible from this location without affecting views to the sky. This will allow the green backdrop to remain visible while the addition of the vertical entrance steps to the podium roof garden of the proposed development is expected to break the impermeable edge of the streetscape along Sai Yee Street and create a visual focus point that, along with the active ground level façade, is anticipated to improve the pedestrian experience. As such, viewers’ experience walking eastwards along Fife Street is expected to be substantially improved with the proposed development. 5.6.1.15 Figures 5.6.7 shows the photo of the existing view and the photomontage of the proposed development for LVP 5.
138 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
LVP 6 – Luen Wan Street Sitting-out Area
5.6.1.16 The visual composition of the view point comprises of the greenery at the Luen Wan Street Sitting-out Area in the foreground; the FEHD depot in the middleground; and the residential buildings reflecting Mong Kok’s characteristic urban form in the background. The proposed development will be located adjacent to Luen Wan Street elevated road occupying the existing FEHD depot site which will effectively block the view towards Mong Kok’s urban background. 5.6.1.17 The obstruction will have considerable impacts on visual permeability from this location and is likely to adversely affect the recreational experience of people utilizing the Sitting-out Area. However, while the depth of view will be significantly reduced, the portion of the proposed development visible from this location (2nd-4th floors) will be entirely devoted to retail and public uses. These uses are anticipated to be reflected in the façade either through the view of moving people within the development or through the entrance to the POS on the podium deck from this direction. Given that the development’s frontage reaches to the street edge and is not anticipated to be obscured by other obstacles, the liveliness of the facade will be clearly visible to people from the Sitting-out area. As such, while the visual impacts on the current views experienced by the users of the Luen Wan Street Sitting-out Area are expected to be moderately adverse, the lively façade, potential retail frontage and access to the POS on the podium deck will partially mitigate these adverse impacts which can be further reduced with the addition of green elements as part of the façade treatment. 5.6.1.18 Figure 5.6.8 shows the photo of the existing view and the photomontage of the proposed development for LVP 6.
LVP 7 – Mong Kok East Station PTI
5.6.1.19 The view point comprises of the waiting areas and landscaping of the PTI in the foreground; the residential and commercial buildings along Sai Yee Street and south of Argyle Street in the background. The proposed development visible from this location will comprise of the proposed central commercial tower and the GIC block. From this diagonal viewing angle the proposed tower will appear relatively bulky and will obstruct the view to the majority of the buildings along Sai Yee Street and south of Argyle Street. The depth of view will therefore be considerably shortened although some buildings along Sai Yee Street and those north of Mong Kok Road will remain visible. The smaller proposed GIC block to the north of the proposed tower will be of similar building height as the Hong Kong and Kowloon Chiu Chow Public Association Secondary School and is therefore not anticipated to have considerable visual impacts. 5.6.1.20 The proposed development is likely to adversely affect the experience of those passengers using the PTI and commuting through the MKES to the surrounding areas. Openness to the sky will also be reduced and it is possible that from this particular viewpoint the proposed tower could be perceived as overbearing. To at least partially mitigate these impacts, it is recommended that the lower floors of the proposed tower adopt a special façade treatment that lends visual interest to the building. Green elements, especially on the rooftop of the GIC block and the rooftop garden between the tower and the GIC block would also support partial
139 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
mitigation of the proposed development’s adverse visual impacts which would be visible from the PTI. Nevertheless from this viewpoint, moderate adverse impacts on viewers’ experience are anticipated with the proposed development taking into account the proposed measures which will only partially mitigate the impacts. 5.6.1.21 Figure 5.6.9 shows the photo of the existing view and the photomontages of the proposed development for LVP 7.
LVP 8 – Children’s Playground at Grand Century Place
5.6.1.22 The visual composition of the view point comprises of the playground’s vegetation and the Grand Century Place building that overwhelmingly dominate the visual frame. The central commercial tower of the proposed development will be erected at the back of Grand Century Place and will appear to rise above the eastern office tower. The proposed tower will therefore be mostly obscured by Grand Century Place and where visible, the tower’s relatively small footprint is not anticipated to adversely dominate the visual frame. However, the tower will obstruct views to the sky which is likely to slightly affect the experience of the users of the playground. 5.6.1.23 Figure 5.6.10 shows the photo of the existing view and the photomontage of the proposed development for LVP 8.
LVP 9 – King’s Park
5.6.1.24 The visual composition of the view point comprises of residential buildings, Kwong Wah Hospital and commercial buildings at Mong Kok in the middleground; and the Lion Rock ridgeline in the background. The proposed development will rise behind Kwong Fai Mansion, punctuating the skyline without further intrusion into the Lion Rock ridgeline given that Kwong Fai Mansion already obscures the ridgeline as viewed from this location. 5.6.1.25 The distance to the proposed development from this location and the development’s integration into Mong Kok’s urban form are anticipated to have negligible visual effects on users of King’s Park. Moreover, the proposed tower’s impact on the openness and view of the sky is relatively minor. As such, from this viewpoint, it is expected that viewers’ experience will be only slightly adversely affected. 5.6.1.26 Figure 5.6.11 shows the photo of the existing view and the photomontage of the proposed development for LVP 9.
LVP 10 – Tai Hang Tung Recreation Ground
5.6.1.27 The visual composition of the view point comprises of the peripheral vegetation at the Tai Hang Tung Recreation Ground, the continuous wall of mid-rise residential buildings along Boundary Street and Grand Century Place in the middleground; and high-rise commercial buildings including Langham Place punctuating the skyline in the background. The proposed development will insert a tower in the background (at the same depth of view as Langham Place) that is anticipated to be part of the urban morphology with commercial towers punctuating the background skyline. The proposed tower will nevertheless obstruct part of the sky view, while 140 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
its height is expected to be substantially more visually imposing than the other background structures and as such is likely to have moderately adverse visual impacts on the users of the Recreation Ground. 5.6.1.28 Figure 5.6.12 shows the photo of the existing view and the photomontage of the proposed development for LVP 10.
LVP 11 – Cherry Street Park
5.6.1.29 The visual composition comprises of the peripheral greenery at Cherry Street Park in the foreground; and Langham Place, Hotel Cordis Hong Kong, Flourish Mansion and the Hermitage in the background. The proposed development will rise to the left of Langham Place’s commercial tower and from this viewpoint will appear as a relatively slim tower vertically marking the skyline. With Langham Place already the major dominant visual element from this viewpoint, the proposed tower’s slimmer form and the further distance from Cherry Street Park, it is not anticipated that the proposed development will have adverse impacts on users of the Park even though it will partially obstruct views to the sky from the location. 5.6.1.30 Figure 5.6.13 shows the photo of the existing view and the photomontage of the proposed development for LVP 11.
RVP 1 – West Kowloon District
5.6.1.31 The visual composition comprises of the Kowloon Station Development cluster at West Kowloon in the foreground; Olympian City One at Tai Kok Tsui and other high-rise residential and commercial buildings including Langham Place in the background. The ridgeline is also visible from this view point between the Kowloon Station Development and a cluster of trees in the foreground along the West Kowloon waterfront. Given the proximity of the Kowloon Station Development cluster to the viewer and the perspectival perception of the composition, the inland high-rise buildings within the view frame appear to descend in height in an almost orderly fashion from the taller International Commerce Centre (ICC) downwards to the left of the frame. The proposed development will appear to rise to the right of Langham Place and is expected to fit into the aforementioned tapering building height profile. 5.6.1.32 The proposed development rises immediately to the right of Langham Place with its lower portions obscured by the tree cluster along the West Kowloon Waterfront. As the tree cluster already obstructs potential views to the ridgeline background, it is considered that the proposed development will have no impact on the ridgeline’s visibility from this location. The proposed development nevertheless is expected to partially obscure a portion of the sky. The proposed development is located inland in the Mong Kok area which is a well-known commercial destination in Hong Kong for both residents and tourists. Viewed from this location the proposed development appears integrated into the view frame’s apparent stepped building height profile from the ICC to the Cullinan and towards Langham Place. The stepped building height profile forms an interesting building arrangement from the waterfront to the inland area with each of the buildings in the stepped arrangement functioning as symbolic markers for different points of
141 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
centrality in Kowloon. 5.6.1.33 Nevertheless, given the importance of the ridgeline to Hong Kong’s urban setting and the value attached to its visibility from specific viewpoints, the proposed development is expected to have moderately adverse impacts to viewers’ experience with respect to ridgeline visual obstruction. 5.6.1.34 Figure 5.6.14 shows the photo of the existing view and the photomontage of the proposed development for RVP 1.
RVP 2 – Lung Cheung Road Viewing Platform
5.6.1.35 The visual composition of the view point comprises of the buildings at Kowloon Peninsula and Hong Kong Island forming the middleground with the backdrop of Hong Kong Island’s ridgelines. The view to the right of the frame hosts several buildings that breach the Island’s skyline including Langham Place and the ICC at West Kowloon. The proposed development will appear to rise behind City University and will breach the ridgeline of Hong Kong Island, taking over the ICC as the highest building in the Peninsula from this view point angle. While the proposed tower will adversely affect the visibility of the Island’s ridgeline, the relatively small portion of the ridgeline it will obscure is not anticipated to affect viewers’ ability to perceive the ridgeline’s horizontal continuity and relevance to the urban form of Hong Kong. 5.6.1.36 The proposed tower will obscure a relatively limited portion of the sky which, given the wide panoramic view and elevated vantage point is unlikely to perceivably damage the sense of openness to the sky from this viewpoint. As with the other regional viewpoint from West Kowloon, the proposed development will add a distinctive landmark in the Peninsula’s skyline marking the location of Mong Kok’s commercial areas and working in concert with Langham Place to delineate an east edge to the district rather than simply creating an additional point of higher density. Even so, the proposed building’s limited obstruction of the high- value ridgeline is expected to have moderately adverse impacts on viewers’ experience. 5.6.1.37 Figure 5.6.15 shows the photo of the existing view and the photomontage of the proposed development for RVP 2.
SVP 1 – Central Pier No. 7, Central
5.6.1.38 As mentioned earlier, SVP 1 is one of the few skyline control points for the Kowloon Peninsula which forms one of the key locations to perceive Kowloon’s developing skyline. The visual composition of the view point is structured horizontally by the Beacon ridgeline with key vertical elements including the Kowloon Station Development cluster to the left and a cluster comprising Victoria Towers and Harbour City to the right forming the foreground. Between the Kowloon Station and Victoria Towers/ Harbour City clusters, the Beacon Hill ridgeline background is clearly visible. In the middleground the Grand Austin and residential buildings at Man Wui Street appear to respect the ridgeline’s visual importance with Langham Place abruptly rising to punctuate the nondescript middleground’s urban skyline. The proposed development will rise in the middelground, at the approximate centre between the two major foreground 142 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
clusters. It will pierce the skyline, obscuring an estimated 5% of the visible ridgeline between the two vertical clusters, rising to a height that will make this development a key participant in the Peninsula’s skyline. 5.6.1.39 For viewers of Kowloon’s skyline from this viewpoint, the proposed development is expected to clearly mark the hinterland location of Mong Kok’s area, working together with Langham Place to delineate the edges of the district and highlight the area as a key urban destination. While the proposed development will block a relatively small portion of the ridgeline and skyline, the horizontal continuity of the ridgeline will still be clearly perceivable and therefore the breaching of the ridgeline is not anticipated to have large adverse impacts on the ridgeline’s identity or its structural significance to the Peninsula’s urbanization. The proposed development will also block a small portion of the sky view. However, as the view frame already hosts abundant views to the sky due to the wide panoramic angle and long distance from Kowloon, the obscured portion will unlikely change viewers’ perception of the sky’s openness. 5.6.1.40 From this viewpoint, Kowloon’s waterfront heavy massing in the foreground unequivocally dominates the urban skyline and does not appear to structure any meaningful visual relationship with the hinterland. Within the relative visual openness framed by Victoria Towers and The Arch, the proposed development functions to substantially re-organize the visible skyline adding a pronounced, distinctive marker that simultaneously increases the perception of depth of the otherwise relatively “flat”, foreground-dominated view while allowing the old urban district such as Mong Kok to equitably participate in Kowloon’s iconic skyline. Nevertheless, with comprehensive consideration and reference to the high visual value of the ridgeline, the limited portion obscured by the proposed development is likely to cause substantial adverse impacts on viewers’ experience. 5.6.1.41 Figure 5.6.16 shows the photo of the existing view and the photomontage of the proposed development for SVP 1.
SVP 2 – Sun Yat Sen Memorial Park, Sai Ying Pun
5.6.1.42 The visual composition of the view point follows similar principles to SVP 1 with the ridgeline forming the main horizontal structural element in the background and a foreground comprising the visually prominent Kowloon Station Development cluster and Victoria Towers marking the right edge of the view frame. Park Avenue and Charming Garden at Tai Kok Tsui as well as inland developments including Langham Place form a distinct middleground. Similar to SVP1, the proposed development will obstruct views to the Lion Rock ridgeline but given the long distance from the viewpoint, the obscured section of the ridgeline will be limited and it is unlikely that the covered portion will affect perception of the ridgeline’s overall continuity. In addition, a portion of the sky view will also be blocked but within the overall panoramic view frame the concealed proportion of sky view is not anticipated to impact viewers’ perception of openness to the sky. 5.6.1.43 From this angle, the proposed development appears to participate in a perceivable pattern of buildings with height gently tapering downwards from the ICC to the left of the view frame. While by itself this participation does not imply the development’s harmonious integration into the view frame, the proposed development’s visual proximity with Langham Place does enable the viewer to 143 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
perceive these two developments as a new cluster marking the centre of Mong Kok. As with other macro-level viewpoints, the relationship of this new cluster to its visual surroundings confirms the generation of a highly visible centrality which denotes the importance of Mong Kok in Kowloon’s overall spatial system and accentuates the district’s role as a key tourist and commercial destination. Nevertheless, the obscured portion of the ridgeline from this viewpoint will have substantial adverse impacts on viewers’ perception of this important high-value visual resource. 5.6.1.44 Figure 5.6.17 shows the photo of the existing view and the photomontage of the proposed development for SVP 2.
5.6.2 Conclusion 5.6.2.1 From the short-range LVPs that look towards the Site from south and west (LVP 1 – LVP 5), the visual impact can be identified as a general obstruction of views to the sky by the proposed development. However, ground level views and the pedestrian experience are likely to benefit from exposing the potential OVTs to the streetscape, the coordinated and extended ground level surface of the entrance plaza as well as the more active street level facades that replace the FEHD depot and WSD compound. 5.6.2.2 From the short range LVPs looking to the Site from the east (LVP 6 and LVP 7), the proximity of the development and its bulk are likely to have adverse visual impacts on people utilizing the Luen Wan Street Sitting-out Area and the existing PTI on the KCRC deck. From these viewpoints, the proposed development will block existing medium-range views to the backdrop of Mong Kok’s characteristic urban form and impose a visually intrusive frontage that can generate an enclosed sensation but even so, opportunities to mitigate these impacts are still feasible. These can include additional greenery on the lower portions of the development’s facade, the active frontage on the lower levels where retail and GIC uses are prominent, the entrance to the rooftop POS on the podium deck adjacent to the entrance plaza and the vegetation on the POS on the podium deck between the central commercial tower and GIC block where landscaping and use of larger trees can reduce the development’s visually adverse perception. 5.6.2.3 From medium and long-range LVPs (LVP 8- LVP 11) the proposed development is likely to impact views of the sky. However, from these angles the development’s bulk will be mostly hidden by the existing visual obstructions including buildings and peripheral vegetation. Thus, the development’s imposing height is anticipated to function more prominently as a marker delineating the Site’s centrality as a major destination in the overall skyline of Kowloon. 5.6.2.4 From both regional and strategic viewpoints, the central commercial tower of the proposed development will be clearly perceivable in the Kowloon skyline and will visibly intrude into the ridgeline. Nonetheless, the tower’s slim morphology is expected to have only limited impacts on viewers’ perception of the ridgeline’s horizontal continuity and its importance as an edge to Kowloon’s and Hong Kong Island’s urban form. Moreover, the tower’s physical presence is expected to heighten the sense of centrality and significance of the Mong Kok district as a major destination for the locals and visitors to the Territory. In addition, from certain angles, the proposed tower will work in concert with Langham Place to 144 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
form a new building cluster that adds depth to the conventional, heavy two- dimensional skyline, allowing hinterland areas such as Mong Kok to equitably participate in Kowloon’s iconic skyline. 5.6.2.5 With the high value attached to the ridgeline’s visibility, especially from the SVP control points, even the limited obstruction caused by the proposed development will inevitably have significant adverse impacts on the public’s long distance views of this important visual resource. Nevertheless, the proposed development’s overall visual impacts should be considered holistically and as such, the expected adverse impacts on long-distance views need to be appraised simultaneously with the anticipated streetscape improvements to the majority of local viewpoints. While these localized enhancements do not in themselves counterbalance the portions of the ridgeline obscured by the proposed development, they do contribute to a significant enhancement to those living in the surroundings as well as in the public’s experience of Mong Kok’s urban form around one of the Territory’s most highly visited areas and a district considered as one of the world’s most densely inhabited neighbourhoods with a noted deficiency in greenery and open space provision.
145 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.7 Air Ventilation Assessment (AVA)
5.7.1 Methodology 5.7.1.1 The technical standards pertaining to the boundary layer wind tunnel tests are in full compliance with the requirements of the Hong Kong Wind Loading Code, the Explanatory Materials to the Code of Practice on Wind Effect in Hong Kong and internationally recognised guides such as the guidelines of American Society of Civil Engineers (ASCE) Manual of Practice No. 67 for Wind Tunnel Studies and the Quality Assurance Manual, AWES-QAM-1-2001 by the Australasian Wind Engineering Society (AWES).
5.7.2 Site Wind Availability 5.7.2.1 This study adopted the site wind availability data published in 2008 in the report of the “Experimental Site Wind Availability Study for Mong Kong, Hong Kong” (Site Wind Availability Study). The wind tunnel test was conducted by CLP Power Wind/Wave Tunnel Facility at the Hong Kong University of Science and Technology (HKUST). The graphical presentations of annual and summer wind roses are given in Diagram 5.7.1 and Diagram 5.7.2 respectively.
Diagram 5.7.1 Wind Rose for Annual, Non-typhoon Winds for Mong Kok, Corrected to 500 m
146 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diagram 5.7.2 Wind Rose for Summer, Non-typhoon Winds for Mong Kok, Corrected to 500 m 5.7.2.2 The wind frequencies for annual and summer conditions are summarized in Table 5.7.1 and Table 5.7.2.
Table 5.7.1 Annual Wind Frequency Wind Direction NNE NE ENE E ESE SE SSE S Wind Frequency 8.0% 8.1% 14.3% 23.5% 4.8% 3.2% 3.0% 4.3% Wind Direction SSW SW WSW W WNW NW NNW N Wind Frequency 3.0% 4.6% 3.2% 3.1% 2.4% 0.7% 1.7% 12.1%
Table 5.7.2 Summer Wind Frequency Wind Direction NNE NE ENE E ESE SE SSE S Wind Frequency 2.1% 2.3% 4.6% 13.9% 7.9% 6.8% 6.5% 10.2% Wind Direction SSW SW WSW W WNW NW NNW N Wind Frequency 8.3% 14.4% 9.7% 6.5% 2.0% 1.1% 1.2% 2.5%
5.7.2.3 When modelling the interaction of wind with structures on the surface of the Earth, it is necessary to correctly simulate the lower level of the atmosphere, known as the atmospheric boundary layer. More specifically, two quantities are of key interest, namely the variation of mean (average) wind speed with height, and longitudinal turbulence intensity with height. 5.7.2.4 The target profiles for the boundary layer simulation were based on the mean wind velocities and turbulence profiles presented within the Experimental Site Wind Availability Study for Mong Kok, Hong Kong (Diagram 5.7.3).
147 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diagram 5.7.3 Wind Profiles from site Wind Availability Study
5.7.3 Proximity Model 5.7.3.1 The proximity model will be built to a scale of 1:400. The model will be mounted on a baseboard and installed on the turntable of wind tunnel. The model will cover a full-scale radius of approximately 900m from the Study Site. Diagram 5.7.4 shows the coverages of the Assessment Area and the wind tunnel model boundary. 5.7.3.2 Beyond this assessment area the surrounding buildings will be modelled as generalised roughness. Surrounding buildings will exhibit a sufficiently high level of detail in the near field adjacent to the site to ensure the local and global wind flows at the site are correctly modelled. The surrounding buildings will be built to an accuracy of 10% or better, as recommended in the Code of Practice on Wind Effects in Hong Kong Code. 5.7.3.3 Given the relatively low heights of the mountainous regions surrounding the site, corrections for blockage are not required. The effects of the surrounding mountains, which will reduce the incoming wind speeds from the corresponding directions, has been determined from the Site Wind Availability Study in 1:2000-scale topographical study. The characteristics of incoming wind will be subsequently simulated in this 1:400-scale proximity study.
148 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
350m
350m
Study Site Assessment Area Surrounding Area Approximate measurement area in wind tunnel based on the diameter of turning disc Diagram 5.7.4 Study Site, Assessment Area, Surrounding Area and Wind Tunnel Model Boundary
5.7.4 Assessment Parameter 5.7.4.1 The Wind Velocity Ratio (VR) as proposed by the Technical Circular was employed to assess the ventilation of the proposed development and surrounding environment. Higher VR implies better ventilation. The calculation of VR is given by the following formula:
V VR= p
V¥
149 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Vp = the wind velocity at the pedestrian level (2m above ground) after taking into account the effects of buildings.
V¥ = the wind velocity at the top of the wind boundary layer (typically assumed to be around 500m above the centre of the site of concern, or at a height where wind is unaffected by the urban roughness below).
5.7.4.2 For each zone, the zonal average velocity ratio, VRz, has been derived from the average velocity ratio of each of the test points within / near that zone. This is defined as:
∑ 1
5.7.4.3 Where VR is the wind velocity ratio for each point within the zone and m is the number of test points within that zone. The overall velocity ratio, VRw was calculated for each test point and zone. This is defined as the average of the directional velocity ratio, weighted by the probability of occurrence of each wind direction ( ).
16 Σ 1
5.7.4.4 This was calculated for both annual and summer probabilities. These values will be referred to as the overall annual velocity ratio and the overall summer velocity ratio.
5.7.5 Assessment Indicators 5.7.5.1 As specified in the Housing, Planning and Lands Bureau Technical Circular No. 1/06 - Air Ventilation Assessment (AVA Technical Circular), two key ratios are to be determined to give a simple quantity to summarize the ventilation performance:
Site spatial average Velocity Ratio (SVR) – This gives a hint on how the development impacts the wind environment of its immediate vicinity. This is the average of VR values of all perimeter test points;
Local spatial average velocity ratio (LVR) – This gives a hint on how the development impacts the wind environment of the local area. This is the average of VR values of all overall and perimeter test points
150 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.7.6 Locations of Test Points 5.7.6.1 As per the AVA Technical Circular, three types of test point, i.e. perimeter test point, overall test point and special test point, will be adopted to understand the wind performance. The allocation of these test points will be distributed evenly as per the requirement stated in the AVA Technical Circular.
Perimeter Test Points
5.7.6.2 A total number of 30 perimeter test points are located around the perimeter of the project site boundary. Upon the proposed Assessment Area, the locations of perimeter test points are shown as red dots in Diagram 5.7.5.
Overall Test Points
5.7.6.3 A total number of 148 overall test points are evenly distributed and positioned with a distance of around 75m to 100m within the Assessment Area and their locations are shown as blue dots in Diagram 5.7.6.
Special Test Points
5.7.6.4 A total number of 16 special test points are allocated at 2m above the POS within the project site and the POS around Boundary Street, as shown as green dots in Diagram 5.7.6.
5.7.7 Focus Areas 5.7.7.1 Within the proposed Assessment Area, 34 focus areas are marked in Diagram 5.7.7, which are mainly school sites and pedestrian access roads. The locations of the test points are also marked in the diagram.
151 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
N
l Perimeter test point Study Area
Diagram 5.7.5 Locations of Perimeter Test Points
152 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
N
l Overall test point l l Special test point Study Area Assessment Area Surrounding Area
Diagram 5.7.6 Locations of Overall and Special Test Points
153 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
18. Mongkok N Stadium 19. Flower Market Road 1. Boundary Street 20. Prince Edward Playground Road. West 21. Kadoorie Ave I 2. Queen Elizabeth School 22. The CCC Heep Woh 3. Sai Yee St Primary School and HK Weaving Mills Association 4. Fa Yuen St Education Centre 5. Tung Choi St 23. Diocesan 6. Sai Yeung Choi Boys’ School St. South 24. Rd to Diocesan 7. Bute St Boys’ School 8. HK and Kowloon 25. Kadoorie Ave II Chiu Chow Public 26. Soares Ave Association Secondary School 9. Mong Kok Rd 27. Julia Ave & Emma Ave 10. Fife St. 11. Argyle St 28. Victory Ave 12. Nathan Rd 29. Liberty Ave 13. Portland St 30. Peace Ave 31. Yim Po Fong St 14. Nelson St 32. Waterloo Rd 15. Shan Tung St 33. Macpherson 16. Sai Yee St Playground Garden 17. Hak Po St 34. Soy St
Diagram 5.7.7 Allocation of Test Point for Each Focus Area for the AVA Detailed Study
154 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.7.8 Results and Discussion 5.7.8.1 Upon the wind characteristics obtained in the Site Wind Availability Study, a 1:400 scale wind tunnel model of the project site was constructed and tested in a wind tunnel test for detailed study to assess the wind conditions at the pedestrian level under the RDS.
Overview
5.7.8.2 A boundary layer wind tunnel study has been carried out to assess the local wind climate for the proposed development. 5.7.8.3 The AVA Study for the RDS using wind tunnel testing is fully consistent with the guidelines of the Technical Guide for Air Ventilation Assessment for Developments in Hong Kong. 5.7.8.4 The VR, SVR and LVR were determined for the RDS of the proposed development for both annual and summer conditions. 5.7.8.5 The AVA Study has assessed the local wind climate for the RDS. Due to the relatively built up nature of the Mong Kok area, the ventilation performance of the majority part of the Assessment Area is governed by the relative exposure to and/or shielding from the annual and summer prevailing winds with a few localised areas benefitting from downdraughts from the taller surrounding developments. 5.7.8.6 In terms of the proposed development, the proposed central commercial tower is substantially taller than the vast majority of the surrounding developments. Consequently, the prevailing winds will impact on the façades and be drawn down to ground level where they will contribute to an improvement in the air ventilation performance within the immediate vicinity of the proposed development. On the other hand, the proposed development will create localised shielding effects on areas located directly downstream of the proposed tower.
Discrepancy between Studies
5.7.8.7 Upon the submission of the AVA Study conducted in wind tunnel, Planning Department (PlanD) has commented on the results as compared to another air ventilation assessment study conducted by the HKUST in 2007 (2007 HKUST AVA Study) in which the Assessment Area was similar to this current AVA Study. Discrepancy on the result between two studies is observed. 5.7.8.8 Based on the available information reported in the 2007 HKUST AVA Study, this section is prepared to:
· summarize the difference on the results of two studies; · identify the potential reasons for the discrepancy; and · state the methodology of the AVA Study against the Site Wind Availability Study.
155 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Discrepancy on the Results of two air ventilation assessment studies
5.7.8.9 Upon request of PlanD, the percentage of test points achieving required wind speed (i.e. 0.6m/s and 1.0m/s) within the entire Assessment Areas of the 2007 HKUST AVA Study and the AVA Study are summarized below. Given our AVA Study has included the proposed development with the central commercial tower at +350mPD, another 2 sets of summaries are also provided for your information.
Table 5.7.3 Discrepancy between Studies >0.6m/s >1.0m/s Annual Summer Annual Summer 2007 UST AVA Study 95% 95% 50% 22% AVA Study - includes all P, O and S points 99% 99% 97% 73% - includes P & O points only 99% 99% 97% 70% - includes points only 99% 99% 97% 66% Potential Reasons for the Discrepancy
5.7.8.10 Upon carefully studying the 2007 HKUST AVA Study Report, differences in various different aspects were identified which would contribute to the discrepancy between two air ventilation assessment studies.
Facilities
5.7.8.11 The 2007 HKUST AVA Study was conducted in a wind tunnel facility with smaller working section and hence the blockage effect/ ratio will be relatively lower in the AVA Study in which higher blockage effect/ ratio would be more preferable for wind tunnel testing.
Differences in physical model
5.7.8.12 Changes in built environment during the past 10 years, such that more high-rise buildings are included in current physical model of the AVA Study. High-rise buildings would generally favor downwash towards pedestrians; 5.7.8.13 Trees were modelled under the 2007 HKUST AVA Study. General speaking, trees (especially summer tress with large canopies) should have significant local effects to reduce wind speed. Therefore, inclusion of trees would have local and slight effect on the wind environment. 5.7.8.14 The 2007 HKUST AVA Study covers around 1200m in diameter while the AVA Study covers around 1900m in diameter. Different Assessment Areas (Diagram 5.7.8) in which the AVA Study had included various open space and hilly ranges that the wind availability would be more than a built environment could represent.
156 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
2007 HKUST AVA Study Surrounding Area
2007 HKUST AVA Study Assessment Area
AVA Study Surrounding Area
AVA Study Assessment Area Diagram 5.7.8 Assessment Areas of the Air Ventilation Assessment Studies (Red Color Represents 2007 HKUST AVA Study and Blue Color Represents AVA Study
5.7.8.15 For the overlapped test area in Diagram 5.7.8, the area averaged VR and median hourly mean wind speed under annual and summer wind conditions are summarized below for reference.
Table 5.7.4 Discrepancy between Studies – Averaged Velocity Ratio Velocity Ratio (VR) Annual Condition Summer Condition 2007 HKUST AVA study 0.17 0.16 AVA Study 0.21 0.19
Table 5.7.5 Discrepancy between Studies – Median Hourly Mean Wind Speed Median Hourly Mean Wind Speed Annual Condition Summer Condition 2007HK UST AVA study 1.21 0.82 AVA Study 1.46 1.05
Wind Profiles
5.7.8.16 2007 HKUST AVA Study considers 2 wind profiles to approximate the 16 wind directions while the AVA Study considers 6 wind profiles to approximate the 16 wind directions. The wind profile groups are shown below in Table 5.7.6. The wind profiles of the AVA Study and 2007 HKUST AVA Study are compared in Diagram 5.7.9.
157 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.7.6 Discrepancy between Studies – Grouping of Wind Profile Profile Wind Angle Range Target Angle Group 1 157.5°, 225.0°, 270.0° 157.5° Group 2 90.0°, 247.5°, 292.5°, 315.0° 315° Group 3 112.5°, 202.5° 202.5° Group 4 45.0°, 67.5°, 135.0°, 180.0°, 337.5° 337.5° Group 5 0.0° 0.0° Group 6 22.5° 22.5°
Group 1 Group 2 Group 3
Group 4 Group 5 Group 6
Diagram 5.7.9 Comparison of Vertical Wind Profiles (Blue Dots Represent Data Reported in 2007 HKUST AVA Study and Red Lines Represent Profiles Adopted in the AVA Study) 5.7.8.17 Given the constraint on mimicking the exact wind profiles in wind tunnel, the profiles would be simplified and were within +/- 10% bands for each of the target profiles. The VR at a test point is the ratio of the wind speed at 2m above the point and the undisturbed wind speed, any difference in the vertical wind profile would affect the VR and therefore, the VR at each test point would be different.
158 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Weibull coefficient
5.7.8.18 Given the Weibull coefficient was not reported in the 2007 HKUST AVA Study, the AVA Study has assumed the coefficients based on the common practice of wind engineering industry and the professional advice from the wind tunnel laboratory. The method of calculating median hourly mean wind speed is shown in Diagram 5.7.10. The median hourly mean wind speed is calculated based on a function of Weibull Coefficient (p, c and k).
Diagram 5.7.10 Method of Calculating Median Hourly Mean Wind Speed
Different Focus between the two studies
5.7.8.19 The 2007 HKUST AVA Study did not include the proposed development (up to +350mPD) while the AVA Study did.
Different Probability of Occurrence
5.7.8.20 The annual probability of occurrence for directional winds adopted in the 2007 HKUST AVA Study is different from the one adopted in the AVA Study in which the adopted wind rose at 500m was extracted from the Site Wind Availability Study. The annual weighted average value would therefore be slightly affected.
159 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.7.9 Computational Fluid Dynamics (CFD) Analysis 5.7.9.1 Based on the above discussion, the discrepancy on results of the AVA Study from the 2007 HKUST AVA Study would be considered as reasonably acceptable based on our professional judgement owning to the differences/ updates on the urban context, wind tunnel facilities, wind profiles, inclusion of the proposed development with maximum building height at +350mPD and Weibull coefficient. 5.7.9.2 Having complied with the requirement of the Study Brief under the Study and to end the discussion on the discrepancy on the results presented by the two different wind tunnel laboratories, an AVA Initial Study was conducted to compare the wind performance between the two scenarios of with and without the proposed development. 5.7.9.3 The two scenarios were assessed by using Computational Fluid Dynamics (CFD) techniques. A series of CFD simulations using Realizable k–ε turbulence model were performed under annual and summer wind conditions with reference to the methodology for AVA Initial Study as stipulated in the AVA Technical Circular. For the annual wind condition, N, NNE, NE, ENE, E, ESE, S and SW were selected which covered 79.7% of the wind to the Study Site over a year; while E, ESE, SE, SSE, S, SSW, SW, WSW and W were selected which covered 84.2% of the wind to the Study Site in summer months. 5.7.9.4 The VR as proposed by the AVA Technical Circular was employed to assess the ventilation performance of the scenario of with the proposed development and its impact on the surroundings as compared to the scenario of without the proposed development. 5.7.9.5 With reference to the AVA Technical Circular, 30 perimeter test points and 173 overall test points (with the aid of another 22 special test points for the scenario of without the proposed development and 23 special test points for the scenario of with the proposed development) were allocated to assess the overall and local ventilation performance.
Results
5.7.9.6 Upon CFD simulation, the scenario of without the proposed development obtained higher SVR under both annual and summer conditions, as compared to the scenario of with the proposed development. In terms of LVR, both scenarios achieved similar LVR under annual condition with the scenarios of with the proposed development achieving slightly higher LVR by 0.01 under summer condition. 5.7.9.7 The results of the overall ventilation performance are summarized in Table 5.7.7 below.
160 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.7.7 Results of the Overall Ventilation Performance With Proposed Without Development Proposed Development Annual SVR 0.09 0.13 weighted LVR 0.10 0.10 Summer SVR 0.07 0.12 weighted LVR 0.08 0.09
5.7.9.8 The results indicate that the RDS achieved slightly better wind environment at close proximity to the Study Site under both annual and summer conditions due to the downwash effect induced by the +350mPD central commercial tower. The RDS achieved slightly better overall ventilation performance than the scenario of without the proposed development under summer condition. 5.7.9.9 The following design features of the RDS have been identified which would help enhance the ventilation performance around and within the Study Are:
· height profile with a central commercial tower of +350mPD in the central part of the proposed development and lower building height in both the northern and southern parts; · building separation with width of around 30m located to the immediate north of the central commercial tower aligned with Mong Kok Road; and · building separation with width of around 20m located to the immediate south of the central commercial tower aligned with Fife Street.
5.7.9.10 With the central commercial tower (+350mPD) located in the central part of the Site, more facade area would be available for inducing downwash effect, which would then subsequently ventilate the pedestrian level. In addition, with the building separations adjacent to the central commercial tower, the induced downwash wind could be diverted to travel through Mong Kok Road and Fife Street to the densely built-up areas of Mong Kok.
161 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.8 Water Supply Impact Assessment
5.8.1 Design Parameters 5.8.1.1 The development comprises of office, retail, GIC uses, PLB PTI, L/UL facilities for X-B coaches and public carpark. The development parameters are summarized in Table 5.8.1 below.
Table 5.8.1: Summary of Development Parameters PLB PTI, L/UL Facilities for X-B Development Parameters Office Retail GIC Coaches and Public Carpark Area (ha) 10.7 1.8 0.5 1.1 Estimated Population 5,363 894 251 400
5.8.2 Methodology 5.8.2.1 Liaison with WSD has been made to obtain relevant information, including but not limited to the existing and planned water supply systems near the Site. 5.8.2.2 The waterworks impacts arising from the proposed development are assessed with reference to the following information:
· WSD Departmental Instruction (DI) No. 1309 · EPD Guidelines for Estimating Sewage Flows (GESF) for Sewage Infrastructure Planning No.: EPD/TP 1/05. 5.8.2.3 The fresh water system is modelled under the following condition:
· Design peak flow of fresh water distribution main = 3 x MDD (Mean Daily Demand) 5.8.2.4 The salt water system is modelled under the following condition:
· Design peak flow of salt water distribution main (sub-main) = 2 x MDD (Mean Daily Demand) 5.8.2.5 Internal diameter of the water mains is used for hydraulic analysis. Table 5.8.2 shows the nominal diameter and corresponding internal diameter for the common pipe sizes.
Table 5.8.2: Internal Diameter for Pipes Nominal Diameter Internal Diameter (mm) (mm) Fresh Water Mains Salt Water Mains 2000 1976 1932 1800 1776 1732 1600 1576 1532 1400 1379 1335 1200 1182 1150 1000 981 945
162 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Nominal Diameter Internal Diameter (mm) (mm) Fresh Water Mains Salt Water Mains 900 882 847 800 784 750 700 682 648 600 586 567 550 536 536 525 510 510 500 485 485 450 424 424 400 382 382 375 358 358 350 334 334 300 282 282 250 233 233 200 189 189 150 138 138 100 95 95 80 80 80 50 50 50 40 40 40 25 25 25 20 20 20 5.8.2.6 The design criteria for fresh water and salt water systems are specified under DI 1309 and tabulated in Table 5.8.3 below.
Table 5.8.3: Design Criteria for Fresh Water and Salt Water Supply Systems for Proposed Development
Design Criteria Fresh Water Supply Salt Water Supply Minimum Residual Head 1 20 15 (m)
>DN700 < 3.0 >DN1000 < 3.0 Velocity limit of Distribution mains DN700- DN525 < 2.5 DN900- DN800 < 2.5 (m/s) DN450-DN375 < 2.0 DN700-DN525 < 2.0 DN300-DN200 < 1.5 DN450-DN300 < 1.5 All > 0.9 All > 0.9
1) Minimum residual pressure of 20-metre head only applies to development with plumbing proposals first submitted to the Water Authority on or after 1 April 2008. 2) No restriction on flow velocity under fire flow condition provided that the required fire-fighting pressure at fire hydrants can be maintained.
163 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.8.2.7 The estimated water demands for the proposed development are estimated with reference to WSD DI 1309. 5.8.2.8 Detailed breakdown of the estimation is presented in Table 5.8.4 below.
Table 5.8.4: Water Demand Estimation of Proposed Development Population (head) FW UD FW Demand SW UD SW Demand Catchment Code / 2 3 3 3 Area (m2) (m3/ m /d) (m /d) (m /h/d) (m /d) Retail C 17,872 0.04 715 0.02 357 Office O 107,260 0.04 4,290 0.02 2,145 GIC GIC 5,018 0.04 201 0.02 100 Amenities A 11,450 0.01 115 - - Total - 141,600 5,321 2,603
5.8.3 Proposed Water Supply Systems 5.8.3.1 Although there are existing water supply networks in Argyle Street, Sai Yee Street and Luen Wan Street, which are in proximity of the proposed development. The proposed development has a rather high density of population, thus the water demands from the proposed development have been assessed against the existing pipe capacity. 5.8.3.2 From the assessment, the existing watermains have been assumed to operate in the maximum flow velocity. The maximum flow rate for each of the pipes has been assessed. The available MDD of each existing pipe has been compared with the proposed water demands. Figure 5.8.1 shows the existing watermains. 5.8.3.3 It is found that the capacities of the existing freshwater and saltwater mains will not be able to meet the demands of the new development. The increase in water demands will be above the allowable flow limits of the existing system. The future developer will be responsible for the construction, management and maintenance of any proposed fresh and salt water mains for the proposed development.
Proposed Fresh Water Supply System
5.8.3.4 In this connection, it is proposed to supply freshwater to the proposed development from the existing Fresh Water Services Reservoir by extending the distribution network to the proposed development. Figure 5.8.2 shows the proposed watermains. 5.8.3.5 It is proposed to replace the existing 80 diameter (Ø) (FW-D1 & FW-D5) water mains along Sai Yee Street by 150Ø water mains to supply fresh water to the proposed development. 5.8.3.6 The existing 50Ø and 150Ø water mains along Luen Wan Street (FW-D2 & FW-D3) will be replaced by 100Ø and 200Ø water mains to supply fresh water to the proposed development respectively. 5.8.3.7 It is proposed to replace the existing 150Ø water mains along Argyle Street (FW-D4) by 200Ø water mains to supply fresh water to the proposed development.
164 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Proposed Salt Water Supply System
5.8.3.8 It is proposed to upgrade the salt water supply pipes from existing 80Ø (SW-D1 and SWD2) to 150Ø to provide sufficient capacity to meet the demand of the proposed development.
165 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.9 Drainage and Sewerage Impact Assessments
5.9.1 Methodology Drainage Assessment
5.9.1.1 The drainage impacts arising from the proposed development are assessed with reference to the following information:
· development parameters; and · Hong Kong Drainage Services Department – Stormwater Drainage Manual (SDM) for Planning, Design and Management, December 2000 5.9.1.2 The proposed drainage system will be designed in accordance with DSD’s criteria for urban drainage system. The design flood protection levels recommended by the SDM are reproduced below in Table 5.9.1. The drainage system for the proposed development is classified as Urban Drainage Trunk system, 1/200 years flood protection level has been used in the assessment.
Table 5.9.1: Recommended Return Periods based on Flood Levels Type of Drainage System Design Return Period Intensively used agricultural land 2-5 years Village drainage 10 years Main rural catchment drainage channels 50 years Urban drainage trunk systems 200 years Urban drainage branch systems 50 years 5.9.1.3 Colebrook-White equation has been applied for the hydraulic analysis. The design roughness for Colebrook-White equation (Ks) is assumed to be 1.5mm in consideration of its reduced hydraulic performance due to degradation of material. 5.9.1.4 Assessment has been carried out by comparing the existing land use plan (before development) with the relevant OZP (after development). The Draft Mong Kok OZP No. S/K3/30 has been referred.
Sewerage Assessment
5.9.1.5 The sewerage impacts arising from the proposed development are assessed with reference to the following information:
· Drainage Services Department Sewerage Manual, May 2013. · EPD Guidelines for Estimating Sewage Flows (GESF) for Sewage Infrastructure Planning No.: EPD/TP 1/05. · Hong Kong Planning Standards and Guidelines, August 2011. · Planning Department’s Territorial Population Employment Data Matrices (TPEDM), 2011 5.9.1.6 The estimation of the sewage flows from the existing sewerage catchment in the vicinity of the development is based on:
166 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
· The projected populations (2016 and 2036) derived from the latest TPEDM in 2011 · The draft Mong Kok OZP No. S/K3/30 for land use zonings 5.9.1.7 The estimation of the sewage flow from the proposed development is based on the development parameters.
Unit Flow Factors (UFF)
5.9.1.8 For commercial areas (retail/market/other non-domestic uses), a UFF of 0.28m3/person/day is used to estimate the sewage flows according to Table T-2 of the GESF. 5.9.1.9 For commercial activities of Job type J3 (Transport, Storage & Communication), a UFF of 0.18m3/person/day is used to estimate the sewage flow according to Table T- 2 of the GESF. 5.9.1.10 A UFF of 0.08m3/person/day is used to estimate the sewage flow for other commercial activities according to Appendix III (4) (d) of the GESF.
Peaking Factors
5.9.1.11 The peaking factors to cater for seasonal/diurnal flow variations, and infiltration and inflow due to storm events are based on EPD’s GESF and shown in Table 5.9.2.
Table 5.9.2: Peaking Factors for Various Population Ranges Population Peaking Factor (Including Peaking Factor (Excluding Range Stormwater Allowance) for Facility Stormwater Allowance) for Facility with Existing Upstream Sewerage with Existing Upstream Sewerage Sewers < 1,000 8 6 1,000 – 5,000 6 5 5,000 – 10,000 5 4 10,000 – 50,000 4 3 > 50,000 Max (7.3/N0.15, 2.4) [1] Max (6/N0.175, 1.6) [1] Sewage Treatment Works, Preliminary Treatment Works and Pumping Stations < 10,000 4 3 10,000 – 25,000 3.5 2.5 25,000 – 50,000 3 2 > 50,000 Max (3.9/N0.065, 2.4) [1] Max (2.6/N0.065, 1.6) [1] [1] – N = Contributing population in thousands 5.9.1.12 For the Site, peaking factor including stormwater allowance is applicable for facilities receiving flow from existing upstream sewerage systems. In this analysis, peaking factors (including stormwater allowance) is adopted for the proposed sewerage systems.
167 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.9.1.13 Colebrook-White equation is applied for the pipe hydraulic analysis. The design roughness coefficients (Ks) for existing and proposed pipeline system is 1.5mm in consideration of its reduced hydraulic performance due to degradation of material.
5.9.2 Proposed Systems Drainage System
5.9.2.1 The Study Site is in an urban environment. Drainage system has been well established to capture the runoff from the Site. The existing paved area covers more than 75% of the Site. 5.9.2.2 The delineation of catchment areas for the Study Site comparing between before and after the proposed development has not been changed. Catchment plans before and after the development are shown in Figures 5.9.1 and 5.9.2. 5.9.2.3 Drainage impact due to the proposed development is insignificant. Detailed assessment comparing between the existing condition and the future condition with the proposed development are shown in the below tables.
Table 5.9.3: Drainage Catchment Areas (Before Development) Area (m2) Catchment Paved(c=0.9) Green Space(c=0.15) Slope Work(c=0.4) A1 8,589 265 3,822 A2 3,350 0 1,582 A3 1,617 1,121 0 A4 2,470 166 1,047 A5 1,677 171 0 A6 2,336 400 0 A7 6,024 885 0 A8 4,020 1,159 222 A9 2,956 134 0 Sub-Total: 33,039 4,301 6,673 Total: 44,013
Table 5.9.4: Drainage Catchment Areas (After Development) Area (m2) Catchment Paved(c=0.9) Green Space(c=0.15) Slope Work(c=0.4) A1 8,233 621 3,822 A2 3,123 227 1,582 A3 1,647 1,091 0 A4 1,848 788 1,047 A5 1,227 621 0 A6 2,094 642 0 A7 6,156 753 0 A8 4,086 1,315 0 A9 2,636 454 0 Sub-Total: 31,050 6,512 6,451 Total: 44,013
168 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
5.9.2.4 Due to the site constraints within the Study Site, no re-diversion of the existing main drainage system is proposed. The runoff from the proposed development will be discharged to the existing manholes along Sai Yee Street, Luen Wan Street and Argyle Street. 5.9.2.5 It has been found that the existing drainage system is under capacity between SMH4012606(T) and SMH4012603(T), and between SMH4012593(T) and SMH4012594(T). The existing pipelines are proposed to be replaced. 5.9.2.6 The existing pipelines which are under capacity will be replaced by 750Ø pipes, total length of replacement is measured to be approximate 185m. 5.9.2.7 However, the extent of upgrading works shall be confirmed as part of the detailed design by carrying out detailed drainage impact assessment. Also, it is recommended to retain the existing discharge point from the Site to the drainage system so as to minimize any inconvenience to the general public for any works along public roads. 5.9.2.8 By considering the existing site constraints, the trenchless method is suggested to minimize the disturbance to the public. The excavated soil shall be deposited off-site immediately in urban area to minimize the amount of soil being washed into the downstream drainage system. 5.9.2.9 Besides eliminating the source of contamination, for site runoff contaminated by suspended solids, dust and wastes, it should be properly treated before discharging to public drainage system. Any sedimentation deposited to the existing drainage system would cause pollution and affect the discharge capacity of the system. 5.9.2.10 It is preferable to provide sedimentation tank / sand traps to collect debris and silt and allow sedimentation before discharge. The desilting facilities should be inspected and cleaned out on a regular basis to maintain its functionality. 5.9.2.11 Reference should be made to EPD’s Practice Note ProPECC PN1/94 for further guidelines on construction site drainage management. 5.9.2.12 With proper implementation of the above-mentioned mitigation measures, the impacts on the drainage systems during construction stage would be minimal.
Sewerage System
5.9.2.13 The estimation of sewage flow from the proposed development has been conducted based on the information extracted from the development schedule. The quantity of sewage generated by the proposed development depends on the number of employee and trades. The existing and proposed sewerage networks are shown in Figures 5.9.3 and 5.9.4. 5.9.2.14 For easy reference, the sewage generation of the proposed development which is calculated based on the guideline set in EPD Guidelines for Estimating Sewage Flows for Sewage Infrastructure Planning is shown in Table 5.9.5 below.
169 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 5.9.5: Summary of Sewage Flow Estimation PLB PTI, L/UL Facilities for X- Type of developments Office Retail GIC B Coaches and Public Carpark Employed Population 5,363 894 251 400 Unit Flow Factor 0.08 0.28 0.08 0.18 (m3/person/day) Average Dry Weather Flow 429 250 20 72 (m3/day) 5.9.2.15 The existing sewers along Sai Yee Street, Luen Wan Street and Argyle Street in the vicinity of the proposed development are ranging from 225Ø to 450Ø. 5.9.2.16 Based on the estimated sewage flow from the proposed development and the projection from TPEDM, the existing sewers are insufficient to serve the proposed development. 5.9.2.17 Replacement of the existing or new sewer system is required along Sai Yee Street, Luen Wan Street and Argyle Street for the increase sewerage flows from the development. 5.9.2.18 The replacement of the gravity sewer is proposed along Sai Yee Street, Luen Wan Street and Argyle Street to serve the proposed development and discharge to the existing 500Ø public gravity sewer running along Argyle Street, which will convey sewage to downstream sewerage network. 5.9.2.19 It is proposed to upgrade the existing sewer between FMH4011647 (T) and FMH4011556 (T) to DN300 and the existing DN450 sewer between FMH4011553(T) to FMH4011557(T) to DN500 to cater the extra flow from proposed development. The upgraded pipelines will reconnect to the existing Manhole FMH4011557 (T). 5.9.2.20 The extent of any upgrading of downstream sewerage system is recommended to be established as part of detailed design by the developer.
170 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR) 6 Recommended Development Scheme
6.1 Introduction 6.1.1.1 Public consultation on the three intial development schemes, including initial options B and C and the RDS (350mPD version), were conducted from March to June 2016. The parties consulted included the TPB and Yau Tsim Mong District Council (YTMDC), local community, the trade of PLB and X-B coaches, and major stakeholders. Besides, focus group meetings and questionnaire survey were also arranged with operators of PLB and X-B coaches, KCRC, MTRC, major stakeholders and locals in the surroundings (buildings within 100m from the Site). 6.1.1.2 Taking into account the views/comments received during the consultation exercise conducted in 2016 and the findings of the relevant technical assessments, the RDS has been refined. The revised RDS was presented to the YTMDC on 30 November 2017 with support obtained. On 23 February 2018, findings of the Study and the revised RDS were noted by the TPB.
6.1.2 Public Consultation - Major Public Views and Comments Received 6.1.2.1 The major public views and comments received during the public consultation are summarized below.
Land Use 6.1.2.2 Most of the comments supported the proposed commercial use of the Site as it could enhance the commercial activities and vibrancy of the area, and preferred the RDS which involves the development of a single high-rise commercial tower for the reasons that it would offer the largest amount of POS for public enjoyment, better air ventilation and visual permeability, even though the single high-rise tower under the RDS would breach the ridgelines as viewed from some vantage points. However, there were also views that the Site should be developed into a PTI to help alleviate the existing traffic congestion problems in the area instead of commercial developments which would generate additional traffic to the area.
Development Intensity and Building Height 6.1.2.3 There were comments supporting maximization of the development potential of the Site for better utilization of land resources and development of a taller building (350mPD proposed under the RDS) with more open space provision, better air ventilation and visual permeability. On the other hand, there were also requests for reduction in the development intensity to avoid further aggravation of the existing traffic congestion problems, and lowering of the building height due to the concerns on possible adverse air ventilation and visual impacts, and breaching of ridgelines.
Public Open Space and Greening 6.1.2.4 Some comments considered that POS should be provided as much as possible at the Site to help addressing the POS shortage problem in the Mong Kok area. There were also requests for provision of more vertical greening in the future development at the Site.
171 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Public Realm 6.1.2.5 Some comments suggested that the proposed development should help enhancing the vibrancy, traditional and local characters of the Mong Kok area, with the provision of facilities for public activities. Some suggested providing a public viewing deck on the rooftop of the tallest building for public enjoyment.
Pedestrian Connectivity 6.1.2.6 Some comments suggested taking the opportunity of the proposed redevelopment to enhance the pedestrian connectivity and walkability in the area, in particular the connection to the Mong Kok East Station and Grand Century Place, which was currently not too convenient especially to the elderly and disabled.
Traffic and Transport 6.1.2.7 Majority, in particular YTMDC and the locals, emphasized that redevelopment of the Site should address the existing adverse traffic conditions of the Mong Kok area and supported the accommodation of a PLB PTI and L/UL facilities for X-B coaches in the Site for relocating certain existing on-street PLB stands and some X-B coach stopping points in the nearby area respectively, to improve local traffic circulation. Some YTMDC members requested the provision of more L/UL facilities to accommodate those existing X-B coaches stopping points along Playing Field Road, in addition to those along Sai Yee Street. Besides, in view of the lack of car parking spaces in the area, some YTMDC members suggested increasing the provision of public car parking spaces in the proposed development.
GIC Facilities 6.1.2.8 A lot of comments requested that in addition to the proposed social welfare facilities, more GIC facilities should be provided in the proposed development including community hall, swimming pool, library and venue for post-secondary education purposes. While the provision of more facilities to cater for the elderly was well supported, many commented that the integrated community centre for the mental wellness (ICCMW) should not be provided in the proposed development because the area was too vibrant to be a suitable place for this sort of facilities.
6.1.3 Responses to Public Views and Comments 6.1.3.1 The public views and comments received have been considered and incorporated as appropriate in the formulation of the revised RDS. Responses to the major public views and comments are summarized below.
Land Use 6.1.3.2 Mong Kok is one of the major shopping areas and entertainment destinations for locals and tourists. There is a traditional character of vibrancy with street activities. As the Site is located at a busy transport hub, commercial development will be more compatible and can further enhance the vibrancy of the area. Besides, the proposed commercial development can also help meeting the demand for office accommodation in Mong Kok and commercial development at the Site can generate job opportunities close to the MKES which will be convenient to future workers. In fact, most of the comments received supported the commercial use of the Site and
172 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
preferred the scheme with a single high-rise tower for the reasons that it offered the largest amount of POS for public enjoyment, better air ventilation and visual permeability, even though the single tower under the scheme would breach the ridgelines as viewed from some vantage points. 6.1.3.3 The RDS upholds the key planning and design principles to maximize opportunities for enhancing visual permeability which has been demonstrated to be architecturally feasible in complying with the SBDG requirements; providing ample amount of POS and various GIC facilities which are most needed in the old and congested urban area of Mong Kok; as well as various public transport facilities to address the traffic problems in the area.
Development Intensity and Building Height 6.1.3.4 To maximize the development potential of the Site for an optimal use of the scarce land resources, and given the Site is at a prime location well served by infrastructure, public transport and various GIC facilities as well as POS, a maximum PR of 12 as permissible for “commercial” zoning under the prevailing OZP is adopted. The TIA conducted under the Study has confirmed that a PR of 12 for the proposed development would be acceptable in traffic terms and such development intensity is also comparable to other commercial developments in Kowloon. With respect to the public views requesting for a reduction in the proposed development intensity on grounds of traffic, visual and air ventilation impacts, the proposed development intensity has been technically assessed under the Study which concludes that no unsurmountable impacts are anticipated. 6.1.3.5 To address the public concerns on building height, the RDS has been further refined with slight extension of floorplate and reduction of a number of floors as well as the redistribution of some of the commercial GFA to lower the maximum building height of the RDS (including rooftop structures) by 30 m from 350mPD to 320mPD. Although the building height of 320mPD will break the 20% Building Free Zone as viewed from the vantage points of Central Pier No. 7 and Sun Yat Sen Memorial Park, according to Chapter 11 of the HKPSG on Urban Design Guidelines, flexibility is allowed for relaxation on individual merits and for special landmark buildings to give punctuation effects at suitable locations. Such concept is well applicable in the Site which is located at a transport hub well served by various types of public transport facilities. The proposed landmark building design will enhance Mong Kok’s identity and add/maintain vibrancy of the Mong Kok area. 6.1.3.6 The proposed landmark building (the central commercial tower) will have a smaller building footprint and allow the provision of more POS at this prime site, better air ventilation and visual permeability especially at pedestrian and lower levels, maintain the existing east-west view corridor to the green backdrop of Kadoorie Hill along Fife Street, limit overshadowing on the streetscape, and reduce the wall/bulky effect on the surrounding residential developments. According to the Air Ventilation Assessment conducted under the Study, the RDS achieves slightly better wind environment at close proximity to the Site under both annual and summer conditions due to the downwash effect induced by the tower. The overall ventilation performance is also slightly better than the existing situation under summer condition. From the visual perspective, the RDS is likely to benefit from exposing the potential OVTs to the streetscape, the coordinated and extended ground level surface of the proposed at-grade POS at the junction of Argyle Street and Sai Yee Street as well as more active street level facades that replace the FEHD depot and WSD compound.
173 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Public Open Space and Greening 6.1.3.7 The RDS is designed to maximize the provision of POS for public enjoyment to meet the public aspiration for more open space in the area. A minimum of 6,550m2 POS will be provided within the Site and an addition of 3,200m2 POS will be provided at the southern part of the KCRC deck adjacent to the Site which will be connected by two elevated landscaped walkways to form an integrated POS for the enjoyment of the public. To positively respond to the public comments, a public viewing deck will be provided on the highest floor of the tallest building for public enjoyment. Sky gardens at appropriate levels will be provided for the enjoyment of the sky view of the city. All the POS will be integrated well with each other by way of cohesive design and convenient pedestrian connectivity. Besides, vertical landscape treatments as well as greening at the POS and landscaped areas will also be provided at various levels of the development to maximize greening. Furthermore, the existing OVT and two potential OVTs within the Site are to be preserved and be integrated into the design of the at-grade POS.
Public Realm 6.1.3.8 The proposed high-rise central commercial tower can become a new landmark building in the area with the provision of at-grade POS to create a focal point for social gathering and leisure. To maintain the vibrancy of street level along the routes between the MTR MKES, Mong Kok Station and different local attractions, retail activities along the routes are encouraged. Certain amount of commercial activities such as open-air café and shops can also be provided to add vibrancy to the area.
Pedestrian Connectivity 6.1.3.9 A comprehensive and user-friendly multi-level pedestrian network, both vertical and horizontal, connecting all facilities including the floors for the PLB PTI and L/UL facilities for X-B coaches, GIC facilities, POS within the Site and on the KCRC deck as well as the proposed link bridges/footbridges connecting the Site to the adjacent areas and facilities will be provided to improve the pedestrian connectivity to major public transport facilities/developments in the area. The proposed pedestrian connections will meet the request of the public for enhanced pedestrian connection between the MKES and Grand Century Place with the wider Mong Kok area. In addition, to ensure the provision of convenient and friendly pedestrian passageways, the connections are to be barrier-free with weather protection and open 24-hour for public use. It will provide direct, unobstructed and convenient linkages for the pedestrians.
Traffic and Transport 6.1.3.10 To capitalize the opportunity to address the existing traffic problems in the Mong Kok area upon redevelopment of the Site, a PLB PTI capable of accommodating about 60 PLB at ground floor and L/UL facilities with about 20 spaces for X-B coaches at basement floor, together with ancillary facilities including public toilet and waiting area in each of the facilities will be provided within the development. The PLB PTI and the L/UL facilities for X-B coaches will be used for the relocation of some of the existing on-street PLB terminus stands and X-B coach termini and stopping points in the surrounding areas.
174 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.1.3.11 To respond to the public comments for the provision of more public car parking spaces in the development, about 50 additional public car parking spaces have been introduced to the RDS as compared with the original proposed 80 public car parking spaces providing a total of about 130 public car parking spaces at the basement (including 120 for private cars and 10 for coaches/medium and heavy goods vehicles). To avoid overtaxing the traffic condition of the area, any further increase in the provision of car parking spaces at the Site shall be subject to further traffic review to be conducted by the developer with the agreement of the TD. 6.1.3.12 Taking the opportunity of the proposed redevelopment at the Site, works for widening the carriageway and footpath portions for the sections of Sai Yee Street, Argyle Street and Luen Wan Street abutting the Site are proposed to address the traffic problems in the area. This will enhance the overall traffic flows in the area and improve the pedestrian safety along the roads abutting the Site.
GIC Facilities 6.1.3.13 The provision of the various GIC facilities (including a standard community hall, a day care centre for the elderly, a neighbourhood elderly centre, an integrated children and youth services centre, and an integrated community centre for the mental wellness (ICCMW) meets the need and aspiration of the local community. Specifically, the community hall is provided as a positive response to the public views received during the consultation process. However, there are some GIC facilities (e.g. swimming pool complex, library and post-secondary educational facilities) requested but are considered not suitable or feasible to be provided at the Site17. For the proposed ICCMW, since the current ICCMW serving Yau Tsim Mong District operates in a commercial premises at Mong Kok on temporary basis, the SWD has advised that a permanent site for such facility is necessary for better services delivery and meeting the needs of the local residents. As there is no other suitable site in the Yau Tsim Mong District, the provision of the ICCMW at the Site is considered necessary and it is a positive means to meet the needs of different sectors in the community.
17 Since the Site is not large enough to accommodate a swimming pool complex and the Leisure and Cultural Services Department has advised that there is already sufficient provision of swimming pools and library in the Yau Tsim Mong District according to the HKPSG, the public suggestion of having a swimming pool and library in the proposed development has not been taken forward. With respect to post-secondary educational facilities, the Education Bureau considers that standalone purpose-built buildings are preferred to premises-based accommodation for provision of campus for post-secondary education.
175 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.2 Development Concept 6.2.1.1 The formulation of the RDS and its subsequent refinement for the revised RDS have been carried out in accordance with the development concept established under the Study, which is detailed below.
6.2.2 Principle Considerations 6.2.2.1 The proposed development, apart from maximizing the development potential of the Site, is to create a distinctive landmark at the junction of Argyle Street and Sai Yee Street with an attractive public realm of POS, GIC facilities and a mix of commercial uses (including office/hotel/retail). 6.2.2.2 The development plots will follow the existing urban fabric of Mong Kok. The massing shall follow the existing Mong Kok Road, Fife Street and Hak Po Street to respect the urban grid as shown on the development concept in Diagram 6.2.1.
176 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.2.2.3 In Diagram 6.2.1, the proposed building blocks within the Site are indicated in red bubbles. The areas are government land with little development constraints on land ownership and development rights. The proposed development indicated in red bubbles will need to be well integrated with the surrounding land uses around the Study Site. However, mitigation measures for sensitive land uses (e.g. GIC uses) are required to tackle the noise and air impacts caused by the Sai Yee Street and Argyle Street traffic. Other areas within the Site are more suitable for POS purpose. 6.2.2.4 Defined by the OVTs, the placement of the proposed PLB PTI will be most rational to be along Sai Yee Street. Although it would be more desirable to avoid extended podium design along street level to reduce the wall effect and visual impact on pedestrians, owing to the need to accommodate the number of PLB and X-B coaches to be relocated from the surrounding street termini and the requirements of vehicular access, a sizable podium is still required to be placed along Sai Yee Street. However, special design of the podium could be considered and incorporated into the design so as to reduce the physical and visual impacts of the podium block on pedestrians. Moreover, internal pedestrian connections within the podium will be provided to facilitate the connection between the surrounding areas and the MKES. 6.2.2.5 The southern portion of the KCRC deck has limited extra structural loading18 for further development. Public space with minimal greening is proposed for this portion of area to avoid causing structural problems on the deck and the foundation. A large amount of area within the Site will be for POS use to enhance the provision of open space in the Mong Kok area for public enjoyment.
Capturing the Development Potential of the Study Site 6.2.2.6 The Study Site is a valuable asset which is uniquely situated at the heart of the urban area, development potential of the Study Site should be well explored and optimized. The development should also address the development needs of the Study Area and also the Mong Kok district. Where possible, it should also help meeting certain regional and territorial needs of Hong Kong. 6.2.2.7 In considering the development potential of the Study Site, development potential of the KCRC deck in conjunction with the limited structural capacity of the deck should also be taken into account.
Seamless Pedestrian Connection 6.2.2.8 To enhance the pedestrian connectivity, footbridges/elevated walkways will be provided and well connected with the existing and planned footbridge system of Mong Kok while multi-level pedestrian connections will be available for better connectivity and maximization of choices for pedestrians.
18 A preliminary assessment on the theoretical capacity of the existing column stubs for topside development has been conducted in the Baseline Stage of the Study. Apart from the existing MKGO area, only limited area on top of the KCRC deck has potential for low-rise topside development. Detailed structural assessment will be required in the construction stage.
177 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Integrating with Mong Kok Identity 6.2.2.9 The unique character of vibrancy with street activities and identity of Mong Kok as one of the major shopping and entertainment destinations for locals and tourists should be well integrated into the design concept.
Relief the Congested Mong Kok 6.2.2.10 To address the congested environment and the lack of leisure place in the developed old urban Mong Kok area, the development should provide quality POS for public relief and gathering through sustainable planning and green building design, greening and landscape and good urban design. The design of the development should also create sense of place by applying people oriented place-making approach throughout the design process of the development. 6.2.2.11 The redevelopment of the Study Site will also help rationalize/alleviate the traffic congestion in the surrounding streets/area and mitigate the congestion by providing suitable improvement measures.
Building a Caring and Social Inclusive Mong Kok 6.2.2.12 Apart from considering the deficit in GIC provision, realizing local needs and the presence of aged population in the Study Area, various kinds of community and social welfare facilities should be proposed in the Study Site to provide support and help to the community to build a caring and social inclusive Mong Kok.
Future Role and Guiding Planning and Design Principles 6.2.2.13 The development concept of the Study Site rationalizes the formation of a focal point and gathering point functioning as an urban relief, a convenient transportation hub and a place for people to live/work/play in. 6.2.2.14 The guiding planning and design principles are responding to the problems and needs of the Study Area, together with the constraints and opportunities of the Study Site. Key to the principles is to use the Study Site as a solution space to tackle the problems identified. Table 6.2.1 below shows the guiding principles and the specific problems of the Study Site that they should be applied to tackle.
Table 6.2.1: Guiding Principles and Problems to Tackle Problems to be tackled Guiding Principles Needs for Grade-A office, Hotel and - Development Needs GIC facilities Congested Environment and Lack of - Sustainable Planning and Green Building Design Leisure Place - Good Urban Design - Greening and Landscape Old District and Community - Echo and inherit the unique character and identity of Mong Kok - Building stronger community bonding and enhancing social inclusiveness Poor walking environment - Walkability, Integration and Connectivity - Echo and inherit the unique character and identity of Mong Kok - Human scale, place making with focal interest and accessibility with good visual and physical connectivity Rich while congested traffic network - Integration and Connectivity
178 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.2.3 Development Needs Optimize Development Potential 6.2.3.1 As stated in the Study Brief, one of the key requirements of the redevelopment is to optimize the development potential of the Study Site. However, as a prominent site with high visibility in a congested urban core which also serves as a key pedestrian route in a transport hub, connectivity and other urban design considerations should be taken into account in optimizing the development potential of the Site.
Relocation/Re-provision of Existing Public Facilities 6.2.3.2 A number of public facilities will need to be relocated/reprovided in the proposed development. These include the provision of PLB PTI and L/UL facilities for X-B coaches for relocation of the nearby existing on-street stands and termini, the re- provision of the public toilet near the FEHD depot site, and also the provision of public car parking spaces to compensate for the loss of parking spaces from the temporary open-air car park at Luen Wan Street.
Provision of Grade-A Office and Mixed Commercial Uses 6.2.3.3 With excellent connectivity and a location at the heart of the Mong Kok, the Study Site is suitable for commercial development and has strong potential to meet the demand for additional office, retail and possibly hotel spaces in the area. In particular, due to the centrality and prominence of the Site as a transport hub with good accessibility, grade-A office and retail uses are considered an appropriate use for the Site. However, other mix of commercial uses such as hotel that meet the district and territorial demand should also be considered, giving the opportunity to inject vitality to Mong Kok and strengthen its identity as a shopping and entertainment destination for locals and tourists.
6.2.4 Integration and Connectivity
Provision of Public Transport Interchange 6.2.4.1 It has long been the expectation of locals and YTMDC members for the provision of a new PTI/ L/UL facilities to relocate some of the on-street PLB and X-B coach termini at Mong Kok. The provision of a new PLB PTI and L/UL facilities for X-B coaches in the proposed development shall take into account the expectation to improve the street environment of Mong Kok.
Create a Legible Multi-level Pedestrian Network 6.2.4.2 Enhancement of pedestrian connectivity is one of the fundamental considerations of this Study. However, simply provision of facilities such as an elevated walkway to the KCRC deck may not serve to create the necessary links between various levels of pedestrian movements through the Study Site. While particular architectural design/measures would definitely enhance way-finding and legibility, the creation of direct and convenient routes with barrier free and well maintained access to different destinations around the Study Site linking the existing/planned footbridges and the MKES should take precedence.
179 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Enhance Physical and Visual Linkages 6.2.4.3 Redevelopment of the Study Site should aim to enhance the physical linkages in the area in terms of vehicular and pedestrian traffic. In particular, the need to retain the vehicular access to the adjacent Grand Century Place as well as the MKES concourse and MKGO should be recognized. In addition, strong visual and direct physical connection with barrier free access should be provided between the POS at different levels within the Site and with the POS on the KCRC deck.
Promote Pedestrian Integration 6.2.4.4 The proposed development should therefore aim to create a comprehensive, direct, unobstructed, convenient, barrier-free and weather-protected multi-level pedestrian network to connect with the existing/planned footbridges as well as the existing pedestrian routes to facilitate pedestrian movement to/from the MKES and the core Mong Kok areas through the development as a hub for pedestrian flow. The retail facilities and activities provided along the pedestrian routes within the development also help enhance the walking experience of the pedestrians to reinforce Mong Kok as a major shopping and entertainment destination for the locals and tourists.
Promote Pedestrian Mobility 6.2.4.5 Enhancing pedestrian mobility is key to improving the quality of the urban environment and contributing to a healthy lifestyle while also relieving some of the traffic congestion in the area. It is therefore crucial that the system of pedestrian flows is considered holistically and integrate with the complicated terrain and link up the surroundings in a simple, direct, easy-to-orient and interesting way that can promote walkability and connectivity, and foster a pedestrian-friendly environment and promote “Walk in Hong Kong”. While ground floor mobility may be restricted due to the location requirement of the PLB PTI at ground level, clear and legible routes through the ground floor connecting to higher levels should be identified and incorporated into the overall pedestrian circulation network.
6.2.5 Echo and Inherent the Unique Character and Identity of Mong Kok Activating and Expanding Street Activities and Identity 6.2.5.1 Mong Kok is well known for its local street activities and identity. The pedestrianization of Sai Yeung Choi Street South in particular has enriched the on- street retail activities and street performance are turning the function of the Street from pedestrian passage to a center of attraction although with noise and hygiene nuisance to the residents in the area. The Mong Kok identity should be well integrated into the Study Site by creating user-friendly and active street front design and open space environment. Space for street front/open-up environment should be considered in the design and placement of POS.
180 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diverse Type of Commercial Activities 6.2.5.2 Making reference to the success of Mong Kok commercial activities, diverse types of commercial activities should be provided. These should include retail malls, shopping streets and diverse shopping products. The diversity of retail activities should also accompany by various types of entertainment, for instance cinema and activity/gathering place.
Provision of Hotel to Enhance Tourist Accommodation Choice 6.2.5.3 Hotel could be provided within the Site in order to provide more choice for tourist accommodation to facilitate the development of tourism in the area.
Addressing Local Problems and District Needs 6.2.5.4 Local problems mainly on traffic congestion and relatively poor pedestrian connectivity shall be addressed and district needs for various community/social welfare facilities and open space shall be met as far as possible within the Study Site to accommodate public aspiration on the redevelopment of the Study Site.
6.2.6 Building Stronger Community Bonding and Enhancing Social Inclusiveness of Mong Kok
Provision of GIC Facilities 6.2.6.1 To support the aged population and people in need including teenagers, adequate GIC facilities should be provided. Opportunity should be considered to meet the local demand for various GIC facilities as far as practicable within the Study Site. The facilities may include a variety of social welfare and community facilities including integrated children and youth services centre, neighbourhood elderly centre, day care centre for the elderly, ICCMW and community hall.
Provision of Affordable Commodities Retails 6.2.6.2 As defined by the World Bank, social inclusion is a process of improving the terms for individuals and groups to take part in the society. It aims to empower marginalized people to enjoy equal access to markets, services, social and physical space. The concept echoes with ageing in place and support of old urban neighbourhood in the area. Adequate community space and facilities for the elderly and people in need can enrich the inclusiveness of the marginalized residents to the society. The facilities for the elderly and people in need are not incompatible with the proposed commercial uses in the Site.
6.2.7 Contextual Integration Respect “20% Building Free Zone” and Views to Ridgelines 6.2.7.1 The proposed development is to give a new identity to the district and at the same time in harmony with the surrounding. According to HKPSG, the Metroplan (1991) guidelines recommended 20% to 30% Building Free Zone below selected sections of ridgelines, but allowed flexibility for relaxation on individual merits and for special landmark buildings to give punctuation effects at suitable locations, which is well
181 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
applicable to the development located next to the MKES with PTI and in close proximity to MTR Mong Kok and Prince Edward Stations, i.e. at a transport hub well served by various types of public transport facilities, and features a special landmark design to the surrounding developments in Mong Kok East area. 6.2.7.2 The height of the ‘20% Building Free Zone’ for new development at the Study Site falls between 145mPD and 164mPD from the SVPs Central Pier 7 and Sun Yat Sen Memorial Park. The minimum heights of the ridgelines for the two SVPs are 185mPD and 205mPD at the SVPs Pier 7 in Central and Sun Yat Sen Memorial Park in Sai Ying Pun respectively. Development at the Site with building height higher than 145mPD and 185mPD will breach the 20% Building Free Zone and the ridgeline respectively (Figures 6.2.1 to 6.2.4). High-rise development is proposed at the Site. Besides as a landmark building in the Mong Kok East area, high building height will also generate more opportunities for the provision of more POS at grade and on the lower, more accessible levels of the development, limit overshadowing on the streetscape, enhance air ventilation and visual permeability as well as retaining the existing east-west view corridor to the green backdrop of Kadoorie Hill along Fife Street.
Integration with Urban Context 6.2.7.3 The Study Site is located in an area surrounded by significant on-street retail shops and local shopping malls. The on-street activities follow the rectangular street grid and the urban fabric of Mong Kok which is typical in Kowloon. Redevelopment of the Study Site should therefore consider the integration with these surroundings so that the building form is compatible with the surrounding context, supports the flows of pedestrians and capitalizes on its location to create an identifiable and vibrant destination.
6.2.8 Sustainable Planning and Green Building Design Promote Visual and Air Permeability 6.2.8.1 To enhance the quality of the urban environment, the redevelopment should aim to retain and create, as much as possible, the significant visual corridors identified including the one aligning with Mong Kok Road and the one aligning with Fife Street in the west to east direction. To enhance the wind flow along Mong Kok Road for pedestrians and users of the public spaces, air ventilation should also be carefully considered to allow adequate ventilation corridors and the buildings (in particular the podium) should be appropriately configured to avoid impact on ground level air flow.
Sustainable Building Design Guidelines (SBDG) and Green Building Design 6.2.8.2 To foster a quality and sustainable built environment in Hong Kong, the SBDG should be followed to enhance the design of the proposed development. Furthermore, the requirement for the implementation of green building design features, as such for efficient energy and water use and good indoor environmental quality, for Gold rating under the Hong Kong Building Environmental Assessment Method (BEAM) Plus and/or Leadership in Energy and Environmental Design (LEED) certification should also be included.
182 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.2.9 Greening and Landscape
Provide Quality Public Realm 6.2.9.1 One of the key considerations of the redevelopment is to ensure the quality of public spaces provided after construction is of a high standard. This should not only include the intrinsic characteristics of the public spaces themselves but also appropriate measures to maximize access, strategies to improve the interaction with surrounding public spaces as well as activities that can enhance the vibrancy of the urban environment. Thematic planting is suggested to enhance the holistic design of the area. Figure 6.3.13 shows the thematic landscape concept.
Preservation of Old and Valuable Trees (OVTs) 6.2.9.2 The OVTs and potential OVTs currently found in the Study Site require preservation during and after the redevelopment. The OVTs should be kept untouched and will be integrated into future design of the development. Methods to protect these OVTs, particularly those falling within the areas affected by excavation and basement development in the developable area, will be tackled at the detailed design stage. Layout and site design of the proposed development should also take into account of environmental elements, e.g. sunlight and clearing distance from building structures, which would affect the survival of these OVTs. Moreover, trees that are being affected by the redevelopment will be compensated at the proposed POS.
183 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.3 Revised Recommended Development Scheme
6.3.1 Key Characteristics 6.3.1.1 The development concept of the revised RDS responds to the public comments received and the planning and design guidelines set out for the development. The Study Site’s strategic position located between the major commercial areas in Mong Kok and the MKES for the generation of a new eastern hub to the district is well taken into account. The design responds to multiple requirements and features integrating retail/office/hotel use with a ground floor configuration that extends Fife Street into the Study Site to create a new pedestrian connection to the Luen Wan Street Sitting-Out Area. The POS at ground floor is maximized to create the largest amount of leisure space for local enjoyment. Visual relief on the local level is enhanced by the minimized building footprint of the 320mPD central commercial tower.
Diagram 6.3.1: Revised RDS – Development Concept
6.3.1.2 The key characteristics of the revised RDS (Figures 6.3.1 to 6.3.3 and Diagram 6.3.1) include:
· a mixed commercial development with uses including office/ retail/hotel and GIC facilities; · stepped tower arrangement reaching 320mPD for the central commercial tower featuring a landmark building; · an efficient footprint for the buildings balancing the building efficiency, building height, visual corridors, air paths and POS;
184 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
· all OVTs considered worthy of preservation within the Study Site are retained in-situ; · strategically located at-grade POS at the corner of Argyle Street and Sai Yee Street; · provision of additional POS in the low-rise zone with strong visual and direct physical inter-linkages; · multi-level pedestrian connections from street level to footbridges; · retain the existing visual and air paths along Mong Kok Road; · a public viewing deck and sky gardens for public to enjoy the sky view of the city; · enhanced KCRC deck including the provision of a POS on the southern end of the deck and undertake enhancement works for the existing PTI on the deck; and · additional PTI and L/UL facilities within the new development for PLB and X-B coaches respectively.
6.3.2 Key Development Parameters 6.3.2.1 The Site is 11,800m2 in size taking into account the proposed setback of kerbline and the proposed widening of footpaths to a width of 4.5m along Sai Yee Street and Argyle Street (Figure 6.3.4). The scheme generates about 141,600m2 GFA in total that corresponds approximately to a plot ratio of 12 for non-domestic uses which is the maximum permissible for “commercial” zoning under the prevailing OZP. The at-grade and above 15m site coverage of the proposed development are 65% and 47.6% respectively which comply with the requirement of the B(P)R allowing a high level of permeability at the low zone of the development. 6.3.2.2 The proposed development is intended to be the landmark in the Mong Kok east area. The notional RDS is characterized by a high-rise main block of 320mPD in height located in the middle, with a relatively low GIC block of 40mPD at the north near the Hong Kong and Kowloon Chiu Chow Public Association Secondary School to provide gradual increase in building height and avoid overshadowing the school. A small building block of 33mPD is situated to the south of the main block as pedestrian circulation spot connecting Mong Kok area across Argyle Street and the KCRC deck. The size of the floor plate of the central main block is designed to balance building efficiency, building height, and the provision of visual corridors and air paths. Sky gardens at refuge floors are provided for the enjoyment of the sky view of the city. Besides greening at the POS, landscaped areas are also provided from levels 6 to 10 of the main block to maximize greening (Figures 6.3.5 to 6.3.10) The proposed development can accommodate a mix of commercial uses including office, hotel and retail etc. The actual mix of the commercial uses in the proposed development is subject to the design scheme to be proposed by the future developer. In the revised RDS, the worst case scenario is adopted that only office and retail uses are to be accommodated in the proposed development so that if hotel use is to be included, it will not render the revised RDS impracticable in particular on the aspects of traffic impact and maximum building height. Hotel use will have less traffic impact than office use with respect to peak hour traffic and also a lower floor height requirement. The TIA conducted under the Study has been carried out on the
185 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
assumption that only office and retail uses will be involved in the proposed development. 6.3.2.3 The key development parameters of the revised RDS are summarized in Table 6.3.1 below.
Table 6.3.1: Development Parameters for Revised RDS
Development Parameters Revised RDS Development Site Area (excluding setback for road/footpath widening works) 11,800 (m2) Plot Ratio 12 Site Coverage (%) - At grade 65% - Above 15m 47.6% Max. Building Height#1 (Number of Storeys, excluding basement) - Central main block 320 (65) - North GIC block 40 (6) - South block for pedestrian circulation 33 (4) Total GFA (m2) (about) 141,600 - Commercial* 121,210 - GIC 4,940 - Transport Facilities 15,450 PLB PTI (with a public toilet) About 60 bays L/UL Facilities for X-B Coaches (with a public toilet) About 20 bays Public Car Parking Spaces (120 for private cars and 10 for 130 spaces coaches/medium and heavy goods vehicles) Total POS (m2)^ (about) 9,750 Within the Site 6,550 - Entrance Plaza (at Argyle Street/ Sai Yee Street Corner) 3,200 - Luen Wan Street Balcony (on 2 podium deck at 13mPD) 2,000 - Sai Yee Street Terrace (on podium deck at 23mPD) 1,350 Adjacent to the Site on KCRC Deck 3,200 #: Including the rooftop structures which assumed to be 10m in height for the high-rise central block and 5m in height for the two low-rise north and south blocks. ^: Luen Wan Street Sitting-out Area is not included as part of the development. According to the GLA-K418, the size of the Luen Wan Street Sitting-out Area is 560m2 excluding the planters surrounding the Sitting-out Area and the roadside footpath. 1 : The maximum building height of the main block is based on the assumption that Level 1 (ground floor) is for the PLB PTI, Level 2 to Level 10 are for retail use and Level 13 to Level 65 are for office use. Floor heights are taken to be 4.2m for office, 5m for retail and 7m for the PLB PTI, with 3 mechanical floors and 3 refuge cum sky garden floors in between each of floor height ranging from 6m to 7.5m. * : The commercial GFA includes the GFA of 200m2 for the covered footbridge connecting between the Site and Mong Kok area south across Argyle Street.
6.3.3 Architectural Design Consideration
Building Layout and Disposition (Figures 6.3.11 to 6.3.17) 6.3.3.1 The revised RDS is tailored to maximize the architectural response to the surrounding context and in particular the street-level vibrancy of the district. As such, the development features a stepped podium from the Sai Yee Street Terrance at 23mPD, to the Luen Wan Balcony at 13mPD and the at-grade Entrance Plaza at 6mPD with the provision of a new pedestrian route from Argyle Street to the Luen Wan Street Sitting-out Area. 6.3.3.2 To mitigate the presence of the podium building along Sai Yee Street that has a continuous width reaching to approximately 150m in length, the higher floors of the
186 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
podium are arranged in a staggered configuration, minimizing the continuous facade surface that would otherwise appear bulky and monotonous while providing opportunities for additional greenery to be incorporated into the building’s frontage. 6.3.3.3 The footprint of the high-rise central tower has been minimized as much as possible to reflect the pattern of Mong Kok’s urban fabric. Visual connections along Mong Kok Road as well as Fife Street are preserved and the grid-pattern of the district’s characteristic narrow streets is conceptually extended into the Site. 6.3.3.4 The stepped profile of the Luen Wan Street Balcony and Entrance Plaza promotes permeability enhancing visual relief of the proposed development. While preserving the maximum development potential within the Site, the ample provision of POS allows for a greater appreciation of the area. 6.3.3.5 The proposed high-rise central tower is slightly set back from the Luen Wan Balcony, along a notional extension of the building edge of the street blocks along Fife Street. This allows a direct visual connection and air path from Fife Street towards the green Kadoorie Hill. The large Luen Wan Street Balcony are also intended to mitigate the tower’s height by opening a wider view angle from along the junction of Sai Yee Street and Argyle Street and reducing the “corridor effect” of elongated views from Fife Street. The Luen Wan Balcony at a building height of 13mPD is determined by the 7m floor height reserved for the PLB PTI at Level 1 ground floor which is at a level of about 6mPD. The building separation aligned with Fife Street which defines the size of the Balcony is considered highly desirable from air ventilation point of view. Although it is relatively narrow, its alignment to the ENE wind (annual prevailing wind direction) and free of obstruction (absence of footbridge) to its windward side would facilitate incoming wind to further distribute westward. 6.3.3.6 The Sai Yee Street Terrace is made accessible from Sai Yee Street as well as from Luen Wan Street. Due to the higher level along Luen Wan Street (about 12mPD at the Luen Wan Sitting Out Area), this open space connects directly to Luen Wan Street, integrating the existing Luen Wan Street Sitting Out area with the wider pedestrian network. Active retail activities in the podium will allow for al-fresco dining or small scale exhibitions in a vibrant and green environment in the congested urban heart of the Mong Kok district. Sky gardens and lobbies are provided at upper levels of the tower with public access for the public enjoyment of the sky view of the Hong Kong territory.
187 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.3.3.7 Sai Yee Street Terrace also demonstrates an important function from the air ventilation perceptive. It locates at Level 4 floor of the podium at 23mPD along the Mong Kok Road direction complying with the OZP requirement for a 30m wide building gap above 23mPD along Mong Kok Road to facilitate air ventilation of the area. 6.3.3.8 Retail frontages facing Sai Yee Street and Argyle Street are provided at Level 1 ground floor to enhance vibrancy of the streets. The GFA of the retail space at Level 1 ground floor is limited by the PLB PTI on ground floor and the ramp connecting Luen Wan Street to the Basement 1 floor of the development. The frontage along Sai Yee Street is stopped at the ingress/egress point of the PLB PTI at the northern end of the Site. 6.3.3.9 Photomontages showing the illustration of the revised RDS from a range of selected viewpoints are provided in Figures 6.3.18 to 6.3.31.
Built Form Efficiency and Structure 6.3.3.10 With reference to the sample study19 conducted in 2006 on GFA concessions granted to recently constructed buildings by an inter-departmental working group of the government, GFA concession in the range between 20% and 30% (excluding bonus GFA and GFA for car parking) is considered appropriate to strike a proper balance between essential, green and amenity features. 6.3.3.11 An assumption of 30% GFA concession has been adopted for the Study. The additional GFA from concession has been taken into account in the design process to outline the maximum building envelope but excluded from the maximum GFA and plot ratio indicated for the development scheme. 6.3.3.12 The revised RDS proposes a building height of 320mPD with the Level 1 ground floor at approximately 6mPD. The overall stability of the high-rise central tower structure is provided by the central circulation core integrating with the beam-column frame in the periphery. 6.3.3.13 The built form of the high-rise central tower is designed to maximise the efficiency of the floor plate for grade-A office use while taking into account the maximum permissible site coverage. For instance, according to the samples of Hong Kong and other East Asia office developments, efficient size of floor plate for grade-A offices ranges from approximately 2,000m2 to 2,800m2. However, an optimised floor plate would also be limited by an efficient lease span (i.e. the distance from the building core to the external wall) where the most common lease span in Hong Kong is approximately 12 to 13m. Moreover, the optimum design for grade-A office building should have as few columns as possible within the lease span area to enable higher flexibility in the office layout.
19 A Sample Study on Gross Floor Area (GFA) Concessions Granted to Buildings, available at: http://www.devb.gov.hk/filemanager/en/content_707/GFA_eng.pdf
188 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.3.3.14 Standards for hotel developments vary greatly, whereas the floor plate size and room size should provide relative flexibility for a wide range of accommodation types to suit the demand of the specific hotel development. Due to the small size and depth of hotel rooms, the efficiency of the floor plate decreases for hotel use when lease span becomes too large. If hotel use is proposed at top floors, the area of the building core can be further reduced to increase the usable floor area. No hotel use is however assumed under the revised RDS to demonstrate the feasibility of the proposed development under worst case scenario. 6.3.3.15 The floor plate size of the high-rise central tower is proposed to be increased to improve the building efficiency and to lower the building height from 350mPD to 320mPD under the revised RDS. Level 8 floor is proposed to be the starting level for upward enlargement of the floor plate to optimize the openness of the visual corridor at Fife Street for green features at Kadoorie Hill while balancing the targets of lowering the building height and improving the building efficiency. The extension of building bulk towards the Fife Street direction has been considered under the detailed AVA which concludes to be acceptable from the air ventilation perspective.
Building Design Approach (Figures 6.3.5, 6.3.11 and 6.3.12) 6.3.3.16 The architectural design of the development shall respond to the identity and quality of the urban fabric of Mong Kok district. The façades of the retail podium and high- rise central tower of the development are designed in a pixelated effect to echo with the fragmented urban fabric of Mong Kok with vibrancy and activities at pedestrian zones. The sliding in and out retail edge creates space for open/semi-open greeneries, alfresco dining and commercial activities. The climbing up pixels of the retail podium façade gradually merge with the façade of the central office tower. 6.3.3.17 Reflective material shall be used for the high-rise central tower façade making it blending in with the sky. The new development should be designed to give a new identity to the district and at the same time in harmony with the vicinity. However, careful consideration should be taken in the design to control the effect of glare and reflection on the existing surrounding developments. 6.3.3.18 A sky lobby is introduced to act as interchange for vertical circulation from low zone to high zone (Level 38). It provides the commercial opportunity at the mid-level of the central office tower. Also, it could be a platform for viewing the scenery of the whole Mong Kok district. Together with the refuge floor cum sky garden below, they provide the public an additional place of green in the sky. 6.3.3.19 The configuration of the architectural plan is based on the module of 1.5x1.5m for the whole design development. The module is considered a universal dimension suitable for all building materials and setting out of column grids, enabling the plan to adopt an orderly layout with similar fundamental spatial attributes. This in turn supports the coordination of the different spaces throughout the development, allowing integration of facing materials for floors and ceilings with structural supports while retaining a consistent spatial quality.
189 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Building Height 6.3.3.20 The maximum building height adopted for the revised RDS is 320mPD which is 60m higher than Langham Place and is 30m lower than the draft RDS. The high-rise central tower breaks through the 20% “Building Free Zone” and the ridgelines of Lion Rock and Beacon Hill as seen from the SVP1 and SVP2. The other two low- rise buildings with 40mPD and 33mPD do not reach the 20% “Building Free Zone” (Figures 6.2.1 to 6.2.4). The concept is to allow a gradual increase in building height difference between the development and the surrounding buildings, creating an un- offensive and transitional visual environment to the surrounding area. 6.3.3.21 Sai Yee Terrance is proposed at the highest point of the podium at 23mPD which is tally with the OZP requirement for a building gap to be provided there. Another landscaped podium floor (Luen Wan Street Balcony) at 13mPD is proposed to be placed on top of the PLB PTI located on Level 1 ground floor.
6.3.4 Key Design Components
Public Uses and Facilities (Figures 6.3.5, 6.3.13, 6.3.32 to 6.3.37) 6.3.4.1 The open-air car parking spaces associated with MKGO at the southern portion of the KCRC deck and the parking spaces of the temporary open-air car park at the corner of Argyle Street and Luen Wan Street are re-provided within the basement parking levels of the new development. The vacated MKGO car parking area together with the southern end of the KCRC deck are proposed to be developed for a POS for the leisure purposes of the locals. Similarly, the public toilet near the FEHD office site is expected to be reprovided within the PLB PTI. A new public toilet is also provided within the loading/unloading facilities for the X-B coaches at the Basement 2 floor. 6.3.4.2 The northern block near the Hong Kong and Kowloon Chiu Chow Public Association Secondary School is proposed for GIC uses. The building height of the block is designed to be at 40mPD including rooftop facilities to avoid overshadowing the school. The table below presents the GIC and other public facilities to be provided within the development.
190 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 6.3.2: Revised RDS – GIC and other Public Facilities
Location GIC Facilities Department GFA Levels 5 & 6 Floors of Tower 1 Integrated Children & Youth SWD 1,230m2 Services Centre Level 4 Floor of Tower 1 Neighbourhood Elderly SWD 670m2 Centre* Level 3 Floor of Podium Day Care Centre for the SWD 910m2 Elderly (60-place)* Level 2 and 3 Floors of Podium Community Hall^ HAD 1,260m2 Level 2 Floor of Podium Integrated Community Centre SWD 870m2 for Mental Wellness* Total 4,940m2 Location Other Public Facilities Department GFA Level 1 Floor of Podium PLB PTI# TD 4,000m2 (ground level) Level 1 Floor of Podium Public Toilet# FEHD 100m2 (ground level)
*: The welfare facilities are subject to 24m height restriction. ^: The community hall should preferably have a minimum clearance height of 7.65m, The hall should have a seating capacity of 450, provided with teakwood floor and good acoustic design. Major facilities include stage lighting, stage curtain, public address system and two badminton courts; separate entrances, lift services and car-parking/ L/UL facilities should preferably be provided. The GFA of 1,260m2 is based on HKPSG requirement for a standard community hall. #: A public toilet will be provided in the PLB PTI for repovisioning of the existing public toilet at the Site. The GFA of the public toilet is calculated as part of the GFA of the PLB PTI. 6.3.4.3 All the GIC facilities requested by the departments are air and noise sensitive receivers which require special attention in the arrangement of the facilities. However, there are no GIC facilities involving domestic premises which require natural ventilation for every room used for habitation. Mechanical ventilation can be provided as a mitigation measure for the air sensitive receivers if necessary. 6.3.4.4 Provisions for the community hall as a ‘Place of Public Entertainment’ (PPE) such as thoroughfares arrangement would critically affect the design and disposition of the proposed community hall. The location and arrangement of the community hall is critically reviewed such that the requirements for PPE would be achieved. Proper and convenient accesses for entry and evacuation of large crowd are provided with direct and uninterrupted access to the backstage of the community hall (Figure 6.3.33).
Parking Provision (Figures 6.3.38 to 6.3.42) 6.3.4.5 The provisions of car parking spaces and L/UL facilities are estimated according to the HKPSG requirements at the table below. Lower end of the HKPSG car parking requirements are adopted for the provision of car parking spaces within the development. The car parking spaces at MKGO (4120 car parking spaces solely for the use of the Government departments in MKGO) and Luen Wan Street Temporary Carpark (70 private car parking spaces) will be reprovided in the car parking space provision. The car parking facilities will be provided at the basement levels of the development..
20 GPA on 26 March 2018 confirmed that there are 41 instead of 35 existing car parking spaces for MKGO on the southern portion of the KCRC deck. Since the traffic flow of MKGO has been reflected in the traffic forecast, the change of the parking spaces provision would not affect the results of the previous traffic assessment.
191 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Table 6.3.3: Required Car Parking and L/UL Facilities (Based on Notional Scheme) Use Facility HKPSG Standard Tentative Provision Private car: 1 car space per 200m2 to 68 Car parking 300m2 spaces Motor-cycle: 5-10% of total provision 4 Retail for private cars 2 2 (20,140 m2) 1 L/UL bay per 800m to 1,200m LGV:11 L/UL bays for HGV: 6 goods vehicles Goods vehicle provision is divided into 65% for LGV and 35% for HGV Total: 17 Private car: 1 space per 150m2 to 200m2 for first 15,000m2 and 1 space 363 Car parking per 200m2 to 300m2 for above spaces 15,000m2 Motor-cycle: 5-10% of total provision 19 for private cars Office 2 2 2 1 L/UL bay per 2,000m to 3,000m LGV:22 (101,070m ) L/UL bays for HGV: 12 goods vehicles Goods vehicle provision is divided into 65% for LGV and 35% for HGV Total: 34
Lay-bys 1 pick-up/drop-off lay-by for taxis 6 and private cars for every 20,000m2
Public Car Park Reprovision and additional provision 120 Public Commercial Vehicles Parking Requested by TD 10 (Coaches/Medium and Heavy Goods Vehicles) MKGO Car Park Reprovision 41
192 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.3.4.6 The proposed GIC facilities in the Site require the provision of parking and L/UL facilities. The requested requirements by the Authority and the tentative provision are summarized in Table 6.3.4 below.
Table 6.3.4: Specific Car Parking and L/UL Requirements for GIC Facilities Tentative Use Facility Requirements Provision (Nos.) Car parking 3 parking spaces for 16-seater 3 Day Care Centre spaces vans with tail-lift for the Elderly L/UL bays for 1 L/UL bay for shared use 1 goods vehicle Neighbourhood - - - Elderly Centre Integrated Children & - - - Youth Services Centre Integrated Community - - - Centre for Mental Wellness Car parking 3 parking spaces for private car 3 spaces including 1 for the disables L/UL bays for 1 coach L/UL bay 1 Community Hall coaches Ambulance 1 Ambulance Bay 1 bays Lay-bys 2 pick-up/drop-off bays for vans 2
6.3.4.7 According to the HKPSG, the provision of car parking spaces for the disables is subject to the provision of total number of car parking spaces for private cars in the development. Since there are 592 private car parking spaces (i.e. 68 + 363 + 120 + 41) proposed in the development and 3 additional private parking space is required for the community hall, a total of 7 parking spaces for the disables should therefore be provided in the development.
193 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.3.4.8 The total tentative provision of car parking spaces and loading/ unloading bays for the proposed commercial development and GIC facilities at the site are summarized in the Table 6.3.5 below:
Table 6.3.5: Summary of Proposed Car Parking Spaces and L/UL Bays Provision Type of Facilities Proposed Provision (Nos.) Private car parking spaces (include parking for the 599 disables) L/UL bays for goods vehicles 51
L/UL bays for coaches and Ambulance 2
Laybys for taxis, private cars, coaches and vans 8 Commercial vehicle parking spaces 10 (Coach/Medium and Heavy Goods vehicle) 16-seater van parking spaces 3
Motorcycle parking spaces 23
6.3.5 Public Open Space and Landscape Proposal General concept (Figures 6.3.13 to 6.3.17)
6.3.5.1 The landscape framework is formed by a number of key components and providing an interconnected network of POS, amenity areas and landscape elements of trees and shrub planting, which responds to the needs of the future users and local residents. The framework creates a pedestrian friendly walking environment through a sustainable design approach. The arrangement of the open spaces is considered acceptable under the detailed AVA in providing a pleasant environment with respect to air ventilation. 6.3.5.2 The landscape framework has also considered the connection between the green Kadoorie Hill as visual backdrop and the urban Mong Kok. It seeks to perform several roles, including creating space with reference to the specific built environment, controlling and framing the views, establishing the character of each landscape area in a holistic design as well as contributing to the biodiversity and sustainable development of the city’s long-term prosperity. Each pocket areas connect to each other physically for an easy way-finding, barrier free and universal design. The multi-level landscaped spaces are provided with various activities and design features to enhance the identities of Mong Kok, forming a united user friendly city garden. Optimal visual and physical connections are provided between the POS and with the surroundings as far as possible (Diagram 6.3.2).
194 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
To Public Viewing Deck
Diagram 6.3.2 – Physical Connections between Public Open Spaces within and around the Development Area
Entrance Plaza
6.3.5.3 This at-grade POS, occupies about 3,200m2 of the Site at the junction of Sai Yee Street and Argyle Street, functions as an entrance plaza to the development and a visual relief/ respite in the intensely built local environment. The POS has a balanced share of hardscape and softscape with planters separating the public footpaths along the abutting streets, allowing filtration of traffic noise while regularly providing visual permeability towards the development. Functions from within the development are expected to “spill out” on the plaza (Figure 6.3.14a). 6.3.5.4 A permeable landscape structure in combination with pedestrian routing delineated by short expanses of open lawn and paved with stone mosaic, allows the development’s entrance to actively participate in the spatial configuration. The paving pattern creates visual continuity between this at-grade POS and the elevated POS on the podium to form an integrated landscape design. At the northern side, abutting the retail facade of the development, a large planter provides space for the two potential OVTs which are currently located within the WSD compound, create a sense of hierarchy within the POS. The existing OVT and two potential OVTs shall be preserved in-situ at the entrance plaza and integrated in the future design of the POS. 6.3.5.5 The footbridge connection between the proposed development and the planned Argyle Street Footbridge provides opportunity to create a sheltered passage from Argyle Street to the facade and vertical access point of the proposed development. Although the link bridge hovers above a part of the Entrance Plaza, the continuity of the at-grade POS is of importance. The locations of the structural supports for the link bridge have been placed in proximity to Argyle Street, to minimize any area of obstruction at grade and impact on the functionality of the public space.
195 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.3.5.6 The integration of the structural supports for the link bridge into the landscape design of the Entrance Plaza should be considered which may include integrated seating, vertical greening and lighting design. 6.3.5.7 A grid-type positioning of smaller trees allows a semi-permeable canopy to provide shading, as well as providing a transition between the pedestrians at Level 1 (ground level) and the upper levels of the development.
Luen Wan Street Balcony
6.3.5.8 Situated outside the commercial development of the Site, the Luen Wan Street Sitting-out Area is directly connected to the proposed elevated pedestrian route between MKES and the proposed development via the existing footbridge (currently within the sitting-out area) and the proposed pedestrian landscaped footbridge connecting the development podium and the KCRC deck. This existing POS is extended onto the Site to the 2,000m2 sized Luen Wan Street Balcony which serves as an alternative frontage for the proposed development to Sai Yee Street, increasing its accessibility and visibility. To improve the walking experience along the walkway connection, al-fresco dinning may be considered. 6.3.5.9 Both visual and physical connectivities between the two main POS, i.e. the at-grade Entrance Plaza and the Luen Wan Street Balcony on the podium deck, within the development are enhanced by providing a stepping down terrace along the boundary between the two POS. As indicated in Diagrams 6.3.3 to 6.3.5, an outdoor pedestrian connection is available from Sai Yee Street as well as an indoor connection including lift is available on the side of Luen Wan Street. The width of the stepping down terrace is about 4m. 6.3.5.10 The connectivity between Luen Wan Street Balcony and Sai Yee Street Terrace may be further enhanced by providing indoor pedestrian routing between the two open spaces. An express escalator would benefit the pedestrian flow between the two open spaces and strengthen the entire open space network. The Luen Wan Street Sitting- out Area, which is located in between the Luen Wan Street Balcony and Sai Yee Street Terrace, also plays an important role to enhance the visual connectivity of open space network (Diagram 6.3.6).
Sai Yee Street Terrace
6.3.5.11 Functioning as the visual and ventilation corridor, the Sai Yee Street Terrace provides an elevated green space on top of the podium at the north of the proposed development. The space primarily provides a green outdoor seating area adjacent to the GIC facilities within the development and has an additional specific function to serve the needs of the elderly, youngsters and other general public using the GIC facilities. The size of this outdoor open space reaches about 1,350m2.
196 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Multifunctional Mong Kok East Park (MKEP)
6.3.5.12 The MKEP extends about 3,200m2 providing a multifunctional landscaped area adjacent to MKES outside the development. This elongated POS is located between the two pedestrian routes, one from MKES to Argyle Street and the other from the proposed development to MKES. 6.3.5.13 The primary connection to the MKEP, which is in a north-south direction, is designed as a planted walkway with seating facilities. It connects to the proposed development via two elevated landscaped walkways across Luen Wan Street, creating a direct pedestrian connection between the intensely built area of Mong Kok and the green backdrop of Kadoorie Hill. 6.3.5.14 The landscape design comprises hardscape plaza spaces, planted walkways and defined landscape “rooms” which provide an attractive open space to visitors and office workers in the immediate surroundings. The design also maximizes the available green coverage to assist with visually softening the visibility of built form at Level 1 (ground level) and creates an elevated open space network that works on multiple layers. Trees that are removed due to the redevelopment of the Study Site shall be compensated in the future POS proposed for the development.
Diagram 6.3.3 – Physical and Visual Connections between the Entrance Plaza At-grade and Various Open Spaces by Means of the Small Block for Pedestrian Circulation
197 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diagram 6.3.4 – Physical and Visual Connections between the Entrance Plaza At-grade and Luen Wan Street Balcony
Diagram 6.3.5 – Physical and Visual Connections between the Entrance Plaza At-grade and Luen Wan Street Balcony (Photomontage)
198 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diagram 6.3.6 – Physical and Visual Connectivities between Various Open Spaces at Different Levels within the Site. As an Example, an Express Escalator Provides an Improvement to the Connectivity between Luen Wan Balcony and Sai Yee Street Terrace
Luen Wan Street Sitting-out Area
6.3.5.15 Although located outside the Site, the existing Luen Wan Street Sitting-Out Area with an area of about 560m2 plays an important role to the package of POS at the Study Site. The Luen Wan Street Sitting-Out Area consists of 3 OVTs21 on a location sandwiched between the Site and the KCRC deck, providing a silent and quiet environment. It also serves as one of the circulation routes connecting the development and the MKES with a different walking experience from the active retail activities in the development. The size of the Sitting-out Area is about 560m2.
Landscaping Enhancement at Existing PTI on KCRC Deck
6.3.5.16 The PTI adjacent to the MKES concourse exit on the KCRC deck serves the needs of many pedestrians with the majority of the space’s surface covered in asphalt and hardscape providing waiting areas for passengers. In addition, parts of the PTI are covered with roofs, minimizing sun penetration to the ground level surface and making these areas unsuitable for further greening improvements. The proposed landscape and greening in this area has therefore concentrated on improvement of strategic locations that are considered suitable for planting (Figures 6.3.14(a), 6.3.15 and 6.3.16). Landscaping enhancement works can include shrubbery and low trees in planters either along walking routes or in spaces where the visibility of the proposed greenery can improve the overall spatial quality of the PTI without compromising pedestrian and vehicular movement. LCSD has clarified that no addition of planting would be provided for the enhancement works and that the proposed landscaping enhancement plan should be prepared in consultation with LCSD and HyD.
21 Two original OVTs at Luen Wan Street (LCSD YTM/103 and LCSD YTM/104) had been removed in 2015 abd 2017 respectively due to infection of brown rot disease.
199 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Service Lane at the North Boundary of the Site and Streetscape along Sai Yee Street
6.3.5.17 A service lane of 7.5m is provided at the northern boundary of the Site next to the Hong Kong and Kowloon Chiu Chow Public Association Secondary School. The 7.5m service lane is required for several purposes. It serves as a thoroughfare space for Mode of Escape (MOE) for the GIC block (Figure 6.3.6), a pedestrian connection to the existing pathway underneath the elevated road and to improve air ventilation and pedestrian connection to the proposed PLB PTI. Under section 31 of the B(P)R, setback is required in case any windows are proposed facing the north side along the northern site boundary. Additionally, due to the fixed location of the entrance to the PLB PTI from Sai Yee Street, shifting the PLB PTI northwards to include the service lane to maximize the size of the at-grade POS at the junction of Sai Yee Street and Argyle Street is not feasible as it would result in a reduction of the required number of PLB bays within the PLB PTI in reconfigurating its internal layout to cater for the fixed entrance location. 6.3.5.18 To improve the visual quality of the service lane, tree planting is proposed. The service lane however does not account for calculation of POS (Figures 6.3.14(a) and 6.3.15). The future developer may adopt a different design in relation to the allocations of the various GIC facilities, entrance locations and MOE. Upon agreement with various departments on an alternative design scheme, the service lane may not be necessary. 6.3.5.19 The streetscape and the footpath along and connecting Sai Yee Street and the upper level shall be of quality design and properly treated with amenity plantings on different levels (at grade, stepping down terrace and vertical green, etc) in order to enhance the connectivity, both visually and physically, between the POS of the proposed development and the surroundings.
Structural Impact on the Retaining Wall supporting the Elevated Road to KCRC Deck
6.3.5.20 The proposed development would also not pose any insurmountable structural impact on the retaining wall supporting the elevated road leading to the KCRC deck subject to the future Engineering and Feasibility Study (EFS) for the proposed road/footpath widening works and footbridges with respect to the development.
200 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.3.6 Tree preservation proposal
Proposed Treatment of Trees
Trees to be retained 6.3.6.1 Looking at the individual trees and tree groups together, a total of one hundred and sixty-two (162) trees within the Study Site are proposed to be retained. Among them, four (4) OVTs22 are proposed to be retained in-situ (including one within and three outside the Site) in accordance to the ETWB TC (W) No. 29/2004. Two (2) potential OVTs which are over 1,000mm in DBH are proposed to be retained in-situ as well. Thirty-eight (38) other individual trees and one hundred and eighteen (118) trees in Tree Group A are also proposed to be retained, as they are not located in area in conflict with the proposed development and their health conditions are mostly fair. 6.3.6.2 Protection measures should be taken to minimize disturbance to the retained and transplanted trees. 6.3.6.3 In terms of tree preservation, the contractor undertaking the specified works shall comply with the concerned clauses stipulated in the following Codes/ Specifications/ Technical Circulars:
· Architectural Services Department (ArchSD) – General Specification for Building 2017 Edition; · Development Bureau Technical Circular (Works) No.7 /2015 – Tree Preservation; · Development Bureau Technical Circular (Works) No.6/ 2015 – Maintenance of Vegetation and Hard Landscape Features; · Environment, Transport and Works Bureau Technical Circular (Works) No.11/ 2004 – Cyber Manual for Greening; and · Guidelines on Tree Transplanting from Greening, Landscape and Tree Management Section of Development Bureau. 6.3.6.4 In terms of tree protection measures, the following guidelines shall be followed to protect the existing trees during construction:
(a) Before the commencement of construction works, the contractor shall erect, secure, maintain and replace tree protection measures including temporary protection fence and tree tags, if required, for all preserved trees as shown in the tree plans. (b) The contractor shall remove the tree protective fence from the Site upon sectional completion of all construction works and related tree works, or earlier following the stipulated guidelines in ETWB TC(W) No. 29/2004 “Registration of Old and Valuable Trees, and Guidelines for their Preservation”. The Contractor shall not remove or relocate the temporary protective fencing or enter the area enclosed by the temporary protective fencing without prior agreement of the Supervising Officer (SO).
22 OVT No. LCSD YTM/103 was removed on 11.6.2015 and OVT No. LCSD YTM/104 (T056 under the Tree Survey of the Study) was also removed on 29.8.2017 due to infection of brown root rot disease.
201 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
(c) Without prior approval of the SO, the contractor shall not carry out excavation or trenching works within the TPZ of the preserved trees. The contractor shall obtain agreement from the SO with respect to the detailed locations and extent of the excavation works. Temporary tree protection measures shall be taken for the preserved trees upon architects’ instruction during the construction works. (d) Extent of the TPZ for the retained and transplanted trees shall be determined based on the extent of the existing tree crowns. (e) Height of temporary green plastic mesh fencing shall be a minimum of 1,000mm in height fixed on fencing pins. (f) Fencing pins shall be strong and appropriate for receiving the mesh. Fencing shall be erected prior to the commencement of construction activities and be removed after the cessation of construction activities. (g) The alignment of the temporary protective fencing can be circular, square, rectangular or any other shape so long as the fencing does not encroach onto the TPZ. Sandbags shall be put alongside the fence to avoid runoff from construction activities affecting the tree under protection. (h) A sealable opening shall be provided to the temporary protective fencing to allow entry for carrying out the necessary arboricultural works or maintenance works to the tree or any other approved works within the TPZ. (i) A warning notice guarding against unauthorised operations within the fenced area shall be erected on the temporary protective fencing. Preservation measures to protect Existing OVT during and after construction period
6.3.6.5 According to the DEVB TC(W) No. 7/2015, throughout the construction period, close site supervision by competent member(s) of the site supervisory staff with arboriculture knowledge or the contractor’s specialist and the project proponent’s supervisory staff, if relevant, should monitor and ensure proper implementation of the following:
(a) Protection of trees on site (erection of proper and robust fencing to protect the TPZ, erection of signs to indicate prohibited activities within the TPZ, proper material storage away from the TPZ, no soil dumping within the TPZ, prevention of level changes and prohibition of root cutting etc.). (b) Monitoring of the health and conditions of the preserved OVTs. (c) On-site supervision of tree pruning works if necessary.
202 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.3.6.6 According to the DEVB TC(W) No. 7/2015, during the post construction period before hand-over to the maintenance department (if applicable), which is to be identified upon mutual agreement, and/or before the end of the establishment period, the project proponent should continue the tree preservation programme for the retained trees and/or transplanted trees, such as monitoring and maintenance, and ensure that all necessary protective measures are in place.
6.3.6.7 Remedial and/or mitigation measures such as tree surgery works, aeration of compacted soils and mulching, etc. should be performed as necessary. In any event, the project proponent (if applicable) should continue to maintain the vegetation until properly handed over to a maintenance party.
6.3.6.8 According to the Guideline on Tree Preservation during Development by the Greening, Landscape and Tree Management Section of Development Bureau, the following measures should be arranged to ensure an environment for healthy growth of the OVTs:
(a) If there is any observed deterioration of tree health and/or structure, remedial treatment should be recommended and implemented. (b) The findings of inspection and evaluation should be included in a management plan for the maintenance party. (c) Continuous monitoring by tree specialist/arborist including managing soil moisture, maintaining mulch, assessing tree damage, and inspecting for insect pests and disease pathogens. (d) Treatment should be prescribed when problems are detected. (e) All construction materials e.g. hoardings, barriers, tree labels, etc. should be removed before the construction works are considered to be satisfactorily completed. (f) All defects or irregularities to be followed up by the maintenance party should be properly recorded. Trees to be transplanted
6.3.6.9 A total of ten (10) trees within the Study Site are proposed to be transplanted. These trees are unavoidably affected by the proposed development and the associated road and site formation works. They have medium amenity value and their survival rate after transplanting is considered to be medium. Hence, they are proposed to be transplanted.
6.3.6.10 These trees are proposed to be permanently transplanted to the proposed planting area within the Site. Their locations are indicated in Figures 5.5.4 to 5.5.11.
Trees to be felled 6.3.6.11 A total of thirty-one (31) trees are proposed to be felled. These trees are inevitably in conflict with the proposed development, roads works and the extent of the site formation works. Most of them are considered to have low survival rate after transplanting on consideration of the tree health, size, and site constraints such as the possibility of forming a well supportive root ball. Moreover, other factors including limitation in the size of the TPZ due to site constraint, cost effectiveness for transplanting and minimizing disturbance to the OVTs and other potential OVTs proposed for retention, they are proposed to be felled with compensation. Of those
203 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
trees proposed to be felled, one is the potential OVT (recorded as T044 under the Tree Survey of the Study) located on the slope between the WSD compound and Luen Wan Street Temporary Car Park. Due to the conflict of the trunks with the fence, restricted root on the slope and with a low survival rate after transplanting, it is proposed to be felled. The total DBH of all the trees to be felled is 9,760mm. 6.3.6.12 Proposed treatment for the trees is summarized below in Table 6.3.6.
Table 6.3.6: Summary of Tree Treatment Proposed Tree Treatment No. of Tree Retain 162 Transplant 10 Fell 31 Total 203
Compensatory Planting Proposal (Figures 5.5.1 to 5.5.11) 6.3.6.13 A total of one hundred and twenty-one (121) new heavy standard trees (75mm to 90mm DBH) with a total DBH of 9,810mm would be planted on street level and podium levels to compensate for the total DBH of 9,760mm of the felled trees. The ratio of the total DBH of compensation trees to that of the felled trees is more than 1:1, hence fulfilling the requirement that the ratio of the quantity and quality, the total DBH of compensation trees to those of the felled trees should be no less than 1:1. 6.3.6.14 The future maintenance responsibility of the compensatory trees under this Project should rest on the future developer. 6.3.6.15 According to the Landscape Standards and Guidelines of LCSD, the planting area for new trees should have a minimum soil depth of 2000mm for large tree species and 1500mm for small and medium tree species. Typical sections of the planting areas are indicated in Figures 5.5.1 - Typical Tree Planting Section. 6.3.6.16 The proposed species for compensatory planting include but are not limited to the following in Table 6.3.7. The locations of the compensatory trees are indicated in.
Table 6.3.7: Proposed Planting Species of Compensatory Planting Botanical Chinese Size Spacing Quantity Name Name Lagerstroemia 5 m 9 大花紫薇 75mm DBH Heavy Standard speciosa Plumeria 5 m 4 雞蛋花 75mm DBH Heavy Standard acutifolia Bauhinia x 5 m 14 洋紫荊 75mm DBH Heavy Standard blakeana Bauhinia 5 m 31 宮粉羊蹄甲 75mm DBH Heavy Standard variegata Tabebuia 5 m 14 銀鱗金鈴木 75mm DBH Heavy Standard argentea Subtotal 72
204 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Botanical Chinese Size Spacing Quantity Name Name 75mm DBH Cinnamomum 6 m 9 陰香 90mm DBH Heavy Standard burmanii Ficus 6 m 11 榕樹 90mm DBH Heavy Standard microcarpa Tabebuia 6 m 8 風鈴木 90mm DBH Heavy Standard imptiginosa Terminalia 6 m 14 細葉欖仁 90mm DBH Heavy Standard mantaly Xanthostemon 6 m 7 金蒲桃 90mm DBH Heavy Standard chrysanthus Subtotal 49 90mmDBH Total 121
6.3.6.17 The planting works shall make reference to the requirements as stipulated in the General Specification for Building 2007 Edition – Section 25. The area underneath all retained, transplanted and compensatory trees would be planted with shrubs or groundcovers. 6.3.6.18 The compensatory planting proposal suggested in this report is indicative only, the final compensatory and tree planting arrangement shall follow the principles as stipulated in LAO PN No. 7/2007A and "Handbook on Tree Management, Appendix 8, Right Tree Right Place Quick Reference Guide", issued by GLTM of DevB.
6.3.7 Greening and POS Parameters 6.3.7.1 Table 6.3.8 below shows the distribution of POS in the Study Site.
Table 6.3.8: Public Open Space Distribution POS Area POS Area (within Site) (outside Site) (m2) (m2) At-grade POS 3,200 - Entrance Plaza 3,200
POS at Other Levels 3,350 3,200 - Luen Wan Street Balcony 2,000 - Sai Yee Street Terrace 1,350 - Mong Kok East Park 3,200 Sub-total POS 6,550 3,200 Total POS 9,750
205 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.3.7.2 The proposed POS equals to 6,550m2 within the Site, accounting to about 55% of the total area of the Site (of which about 27% is at-grade and 28% on the podium deck). 6.3.7.3 APP-152 Sustainable Building Design Guidelines (SBDG) and POS in Private Developments Design and Management Guidelines (POSPD) are considered in the preparation of POS design.
APP-152 Sustainable Building Design Guidelines (SBDG)
6.3.7.4 In keeping with the requirements of the SBDG for a minimum of 20% greening within the Site of which a minimum 10% should be provided within 15m from the ground floor, other areas that will remain under government ownership would also benefit from improvements in having additional greening. Table 6.3.9 shows the provision of greening within 15m from the ground floor (at-grade) reaching about 2,028m2 (Figure 6.3.16), while that on other levels reaches about 758m2, making a total of 2,786m2 equivalent to 24% of the area of the Site. 6.3.7.5 Other than the greening within POS, the architectural layout allows few additional levels of greening on other areas on lower levels of the development which amounts to a total of 930 m2, making the total provision to 3,716 m2, equivalent to about 31% of the area of the Site (Figures 6.3.14(a) and 6.3.14(b)).
Table 6.3.9: Green Coverage of the Site Area (m2) Reduction Greenery Area (m2) Factor Within 15m above Beyond 15m above Ground (At-grade) Ground (At-grade) Greenery within POS in the Site At-grade POS greenery 1122 - 1,122 - (Entrance Plaza) At Grade POS waterbody 128 50% 64 - (Entrance Plaza) Podium POS greenery 842 - (Luen Wan Street 842 - Balcony) Podium POS greenery 758 - - 758 (Sai Yee Terrace) Sub-total Greenery within POS (m2) 2,028 (73%) 758 (27%) Total Greenery within POS (m2) 2,786 (about 24% of the area of the Site) Greenery outside POS in the Site Level 1 (vertical greening 100 50% 50 - Level 1 (Northern edge of 135 - 135 - the Site) Level 3 30 - - 30 Level 4 30 - - 30 Level 6 125 - - 125 Level 7 80 - - 80 Level 8 180 - - 180 Level 10 100 - - 100 Level 61 – Sky Restaurant 200 - - 200 Subtotal Greenery outside POS (m2) 185 745 Total Greenery outside POS (m2) 930 (about 8% of the area of the Site) Sub-total Greenery within the Site 2,213 1,503 Total Greenery within the Site 3,716 (about 31% of area of the Site)
206 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.3.7.6 The proposed POS on the KCRC deck outside the Site, i.e. the Mong Kok East Park, is up to 3,200m2 in size and the amount of greening area within it is 1,183m2, corresponding to a green coverage of about 37% of the POS.
Table 6.3.10: Green Coverage outside Development Site Area (m2) Reduction Greenery Area (m2) Factor Within 15m above Other Areas Ground(At-grade) Mong Kok East Park 1,183 - - 1,183 Total Greenery (m2) 1,183 (about 37% of the area of the POS)
Public Open Space in Private Developments Design and Management Guidelines (POSPD)
6.3.7.7 The ‘Public Open Space in Private Developments Design and Management Guidelines’(POSPD) requires the provision of a minimum of 30% of green coverage for any POS on private land. Table 6.3.11 shows the amount of areas assigned for planting and greening for the various POS. In sum, the greening areas are about 1,186m2 for the Entrance Plaza which is at-grade, 842m2 for the Luen Wan Street Balcony and 758m2 on Sai Yee Terrace on two higher levels, making a total of the surface area dedicated to planting to 2,786m2 (about 43% of the total POS area) within the Site which meets to the POSPD’s requirement of having not less than 30% of greening (Figure 6.3.16).
Table 6.3.11: Green Coverage of POS within Study Site POS Within the Within the Site Adjacent to the Adjacent to the Site Site Site Area (m2) Greenery Area Area (m2) Greenery Area (m2) (m2) - Entrance Plaza 3,200 1,186 (37%) - - - Luen Wan Street Sitting-out - - 560 230 (41%) Area - Luen Wan Street Balcony 2,000 842 (42%) - - - Sai Yee Street Terrace 1,350 758 (56%) - - - Mong Kok East Park - - 3,200 1,183 (37%) Sub-total 6,550 2,786(43%) 3,760 1,413 (38%) Total POS Area within Study 10,310 Site Total Greenery Area of the 4,199 (40%) POS within Study Site
6.3.8 Pedestrian Circulation 6.3.8.1 The pedestrian circulation of the development is indicated in Figures 6.3.43 to 6.3.60 and can be categorized into groups including ground floor circulation, elevated walkway system with direct linkage to MKES, vertical assess and 24 hours access as discussed in the following paragraphs.
Level 1 (Ground Floor) Circulation 6.3.8.2 The boundary of the Site is proposed to be setback from existing kerbline of Argyle Street and Sai Yee Street along the Study Site boundary to provide space for the road
207 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
widening works which allow for a 4.5m wide footpath 23 (Figure 6.3.43). The entrance plaza of the proposed development which is adjacent to the junction of Sai Yee Street and Argyle Street is envisioned as a landscaped plaza with a paved surface design that accentuates pedestrian routing and provides seating to passers-by. This is intended to encourage pedestrian movement connecting the Mong Kok commercial areas to the west and the MKES to the east. 6.3.8.3 A 3.5m wide footpath is proposed along the boundary of the Site after the setback from the existing kerbline of Luen Wan Street. The large POS adjacent to the junction of Sai Yee Street and Argyle Street provides additional pedestrian routes which allow better ground level access to the Luen Wan Street Sitting-out Area, integrating that open space into the district pedestrian network.
Elevated Direct Linkage with MKES 6.3.8.4 In general, the provision of undisrupted, barrier free and inter-connecting pedestrian network will greatly enhance the internal and external connectivity of the Study Site. Pedestrian travel time will be reduced with less conflict between pedestrians and vehicles. As such, the RDS has integrated lifts into the design. Uninterrupted and barrier-free accesses have been provided to connect among the POS, the commercial and retail premises, GIC facilities, the MKES and the surrounding developments wherever it is technically feasible.
Proposed Elevated Landscaped Walkways
6.3.8.5 Two elevated landscaped walkways are proposed to connect the KCRC deck and the proposed development at Level 4 (21mPD) floor (Figure 6.3.46). The rationale of the design of the walkways is to maximize the width of the landscaped spaces in order to improve the walking environment under the existing constraints. The landscaped spaces will integrate with the design of the POS on the KCRC deck to provide a sense of extension connecting the proposed development and the POS. The constraints include the extents of the TPZ for the OVTs in the Luen Wan Street Sitting-out Area and the existing structures at Luen Wan Street connecting with the footbridge across Argyle Street and with the KCRC deck. Under the constraints, the width of the elevated landscaped walkways has been maximized to 15m in construction width providing a walkway of 8m minimum in width24 with a width of 2.1m for landscaping at each side. 6.3.8.6 The 15m-wide elevated landscaped walkways provide alternative choices for pedestrians commuting between MKES and other areas of Mong Kok through the podium of the proposed development. The two elevated landscaped walkways serve different pedestrian groups with one directing pedestrians towards the Mong Kok
23 Clear pedestrian walkway is reserved for the 4.5m wide footpath in accordance with the requirement for the specific commercial land use type under the HKPSG. The HKPSG also specifies that 1.5m wide street furniture and greening zone should be provided to the footpath. However, given the close proximity to the POS of the Entrance Plaza of the proposed development where sufficient street furniture and greening could be accommodated, the 1.5m wide street furniture and greening zone for the footpath is not proposed under the RDS. 24 References are made to the Tamar Footbridge connecting Admiralty Centre and Central Government Offices and the footbridge connecting IFC one and the Four Seasons Hotel at Central. Tamar Footbridge has effective walkway widths of 5m and 8m with 1.2m landscaping features at each side while the footbridge at Central has an effective walkway width of about 11m with about 1m landscaping features at each side.
208 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Road Footbridge and the other to the Mong Kok area south of the Site through the proposed footbridge from the development across Argyle Street. 6.3.8.7 According to the information provided by HyD, as part of the Universal Accessibility Programme, lifts would be provided to the existing elevated walkway at Luen Wan Street under Contract No. HY/2013/23 - Provision of Barrier-free Facilities for Highways Structure Phase 3 Contract 4, which are scheduled to be completed in 2018 (Figure 6.3.46). In addition, a lift providing access from the Luen Wan Street Sitting-out Area to the MKES is also required, which should be provided within 100m from the existing footbridge (HyD Structure No. KF54) connecting KCRC deck and Luen Wan Street. The lift is proposed to be provided at the northern elevated landscaped walkway under the RDS to fulfil HyD’s requirement.
Proposed connection to the Mong Kok Road Footbridge
6.3.8.8 While existing exits and entrances of the MKES will remain in-situ, new direct pedestrian connections from the MKES and the proposed POS on the KCRC deck to the proposed development are provided through the two elevated landscaped walkways at approximately 22mPD for access to the new development at Level 4 floor. A link bridge is proposed to connect Level 2 floor of the development to the existing Mong Kok Road Footbridge. An internal connection is also provided to connect Level 2 floor via escalators to Level 4 floor where the two elevated landscaped walkways are connected. The connections provide a new direct pedestrian linkage between MKES and the Mong Kok Road Footbridge (Figures 6.3.44 to 6.3.46).
Proposed connection across Argyle Street to Mong Kok South
6.3.8.9 A footbridge is proposed to connect the podium of the development across Argyle Street to Mong Kok area south of the Site. A connection point will be reserved at the footbridge for connecting with the planned Argyle Street Footbridge to allow access to the wider area of Mong Kok (Figure 6.3.44). At the proposed development, the footbridge will connect to the small southern block situated above the podium with accesses to Level 1 ground floor. The connection will facilitate pedestrian movement from the existing MKES to the MTR Mong Kok Station and may divert pedestrian flow to the proposed footbridge. 6.3.8.10 In view of the constraints of the POS at the junction of Sai Yee Street and Argyle Street, such as the need to accommodate the existing OVT and potential OVTs, the location of the pier(s) of the footbridge should be carefully designed and desirably not to be located within the POS. Subject to the detailed design of the footbridge, if it is unavoidable to have the pier(s) of the footbridge being located within the POS, the future developer will be required to consider adopting measures to integrate the pier(s) well with the design and function of the POS to minimize physical and visual obstruction and enhance visual interest, such as adding vertical greening, graffiti, visual projections or architectural articulates etc (Diagrams 6.3.7 to 6.3.9 and 6.3.14b).
209 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Diagram 6.3.7 – Positioning of the Pier(s) Will Need to Take into Consideration the Multifunctional Open Spaces Provided in the Landscape Plan
Diagram 6.3.8 – Examples of Integration of the Pier(s) with Hard and Softscape Landscaping
Diagram 6.3.9 – Good Case Examples of Integration of the Pier(s) with Hard and Softscape Landscaping
210 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.3.9 Barrier-Free Vertical Access 6.3.9.1 The pedestrian routes within the proposed development should be barrier-free and aged friendly. In addition to the building services core within the development, two vertical access points are proposed to vertically connect Level 1 ground floor with various levels of the podium. 6.3.9.2 An escalator system at the north of the development provides direct access from Level 1 ground floor to the GIC facilities located within the first 6 storeys of the northern GIC block. Lifts are also provided to connect the basement levels to allow direct access for users from the PLB PTI, L/UL facilities for X-B coaches, parking spaces for the GIC facilities and the commercial development to the upper floors of the GIC block as well as the various floors of the podium. 6.3.9.3 The second vertical connection is located at the small block at the south of the proposed development. Lift and escalator facilities are proposed to connect the basement levels and Level 1 ground floor to the southern elevated landscaped walkway that provides direct access to proposed POS on the KCRC deck. The vertical connection also provides a direct vertical access to the proposed footbridge across Argyle Street to the Mong Kok area south of the Site. 6.3.9.4 For quality POS, the future developer shall incorporate best practices sections of BD’s Design Manual: Barrier Free Access (DMBFA). In addition, other relevant guidelines and design recommendations shall also be followed:
(a) Additional design recommendations for building a more comfortable, healthy and safe built-environment for the elderly and elderly with frailty, Chapter 6 of DMBFA refers; and
(b) Best practices and guidelines on Universal Accessibility promulgated by ArchSD.
6.3.10 24-Hour Public Access 6.3.10.1 In order to ensure uninterrupted access to the various POS, public facilities, multi- level pedestrian network and the connections to the MKES for the public, 24-hour free public accesses are proposed for the areas at different levels of the proposed development as indicated on Figures 6.3.54 to 6.3.59.
211 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.4 Re-provision of Existing Public Facilities 6.4.1.1 With the proposed new POS on the KCRC deck which covers the area of the current car parking spaces associated with the MKGO and the proposed at-grade POS at the junction of Sai Yee Street and Argyle Street which covers the area of the existing Luen Wan Street Temporary Car Park, the car parking spaces affected will be re- provided in the basement of the proposed development. Re-provisioning of the affected public toilet will also be made at the PLB PTI. 6.4.1.2 The MKGO will be retained in-situ and additional space for GIC facilities will be provided within the future development in a separate block at the north of the Site and the northern portion of the podium allowing separate access to the GIC facilities for better building management control.
212 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.5 Proposed Traffic Facilities
6.5.1 Additional PTI 6.5.1.1 In order to cater for the local concerns of consolidating the PLB and X-B coaches to ameliorate the existing traffic congestion problems in the Mong Kok area, a new PLB PTI and L/UL facilities for X-B coaches are proposed to be provided within the development at Level 1 ground floor and basement floor respectively. The access point for the PLB PTI is at the junction of Sai Yee Street and Mong Kok Road and will be solely for the PLB using the PTI while the access point for the L/UL facilities for X-B coaches is at Luen Wan Street which will also serve the other transport facilities located in the basement floors. The proposed L/UL facilities for X-B coaches consist of 20 bays for X-B coaches to accommodate some of the existing and future routes. The PLB PTI will provide about 60 bays for PLB to cater for the existing and future demands (Figures 6.3.32 and 6.3.39). 6.5.1.2 Besides, natural lighting, sky light above the PLB PTI and cross ventilation for the PLB PTI may be considered to achieve low energy consumption and to create a more pleasant environment for the PLB PTI. 6.5.1.3 Air-conditioned waiting area will be provided in the proposed L/UL facilities for X-B coaches. It will enhance the waiting environment for the passengers in the facilities.
6.5.2 Other Transport Facilities 6.5.2.1 10 public parking spaces for commercial coaches/medium and heavy goods vehicles are proposed on Basement 3 floor as part of the public car park (Figure 6.3.40) with other L/UL facilities for the development. Besides, L/UL bays and private and public car parking spaces will be provided at basement floors (Figures 6.3.38 to 6.3.42).
6.5.3 Vehicular Connections Ingress and Egress Points
6.5.3.1 With the proposed PLB PTI ingress/egress point located at the junction of Mong Kok Road/Sai Yee Street, entry to the PLB PTI will via Sai Yee Street southbound taking a left turn into the PTI at the junction while exit from the PLB PTI will be via Sai Yee Street southbound, then make left or right turn at the Argyle Street junction heading east or west of the Site. 6.5.3.2 Vehicles other than PLB (i.e. X-B coaches, private vehicles) will enter Luen Wan Street to the ingress point via junction of Argyle Street/Yim Po Fong Street/Luen Wan Street to the development and leave the development from the egress point through the junction of Sai Yee Street/Bute Street or the junction of Argyle Street/Yim Po Fong Street/Luen Wan Street. This routing will minimise disruption to the existing traffic in the area. 6.5.3.3 Vehicles leaving the proposed development via the ingress/egress point at Luen Wan Street can turn left to Luen Wan Street northbound to Bute Street and Sai Yee Street. In addition, flexibility has also been provided for vehicles to turn right through Luen Wan Street to Argyle Street or Yim Po Fong Street.
213 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.5.4 Proposed Road/Footpath Widening 6.5.4.1 Taking the opportunity of the proposed redevelopment at the Site, works for widening the carriageway and footpath portions for the sections of Sai Yee Street, Argyle Street and Luen Wan Street abutting the Site are proposed to address the traffic problems in the area (Figure 6.3.61). For Sai Yee Street, the southbound carriageway will be widened from 2 lanes to 3 lanes and the approaching lanes at the junction of Argyle Street will also be widened. For Argyle Street, the width of the eastbound carriageway will be widened and the existing left-turn flare lane to Luen Wan Street will be extended to a standard lane for left-turn movement. For Luen Wan Street, the section between the proposed ingress/egress of the Site and Argyle Street will be widened from one-way dual lanes to 3 lanes with two northbound lanes and one southbound lane. The corresponding sections of footpath of Sai Yee Street and Argyle Street will be widening to 4.5m while that of Luen Wan Street to 3.5m. This will enhance the overall traffic flows in the area and improve the pedestrian safety along the roads abutting the Site. 6.5.5 Proposed Traffic Management after On-street PLB Relocation Public Transport Arrangement on Sai Yeung Choi Street South Southbound (Near Argyle Centre)
6.5.5.1 To address District Council Members' concern, the feasibility for optimizing the use of Tung Choi Street to alleviate the traffic problems in the district after relocating the PLB from Tung Choi Street, such as relocating the current public transport services in the nearby areas to Tung Choi Street, has been explored. The issues and considerations of the proposed transport arrangement are detailed as below (Appendix A):
(a) The current taxi stand on Sai Yeung Choi Street South mainly serves the passengers of MTR Mong Kok Station and Argyle Centre. The relocation of the taxi stand to Tung Choi Street would potentially induce substantial negative feedback from the public for the additional walking distance required. As indicated by the queue of idling taxis observed at the current taxi stand on Fa Yuen Street, the longer distance from the MTR Mong Kok Station exits and Argyle Centre, the less attractiveness of the taxi stand to the passengers.
(b) For the bus routes towards Tai Kok Tsui or Hong Kong Island via Western Harbour Crossing (e.g. route nos. 904, 905, E21 etc. ), they are not recommended for the re-routing since right-turn movement is not allowed from Tung Choi Street to Argyle Street, leading to significant detour.
(c) For the bus routes towards Kowloon East (i.e. route nos. 13D, 16 and E21A), together with the routes of currently have stopping points on Argyle Street eastbound near Sin Tat Plaza, it is necessary to further investigate and address the following issues for the potential re-routing: • utilization of the on-street bus stops and the associated queue back impact; • nuisance (noise and air) to the locals; • vertical clearance requirement (min. 5m) of double-decker buses; • manoeuvre of buses; and • consultation with local residents, stakeholders and bus operators.
214 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.5.5.2 The following bus routes are suggested for further investigation for the potential relocation of the bus stops to Tung Choi Street:
Table 6.5.1: Suggested Bus Routes for Further Investigation regarding Potential Re-routing and Relocation of Bus Stops Route Headway (min) Destination Existing Bus Stop Location No. AM PM E21A Ho Man Tin (Oi Man Estate) Sai Yeung Choi Street South 12 20 13D Po Tat (Section between Mong Kok Road 20 15 16 Lam Tin (Kwong Tin Estate) and Argyle Street) 7 – 12 7 – 12 2A Lok Wah Argyle Street EB 10 – 12 10 – 12 2X Choi Fook (Near Sin Tat Plaza) 30 30 Traffic Management Scheme for Tung Choi Street and Fa Yuen Street after Relocation of PLB
6.5.5.3 Subsequent to the relocation of the on-street PLB termini from Tung Choi Street and Fa Yuen Street to the PLB PTI proposed in the development, the queuing problem of PLB along these streets would be resolved. To better taking this opportunity to address the traffic congestion problems in the area, traffic management scheme is proposed for these streets after the relocation of the PLB termini. Following the existing practice at junction of Nathan Road/ Fife Street, it is proposed to introduce traffic signs at the junctions of Mong Kok Road/Tung Choi Street and Mong Kok Road/ Sai Yee Street to prohibit the PLB (Red Minibuses) from entering into these streets and convert these streets for the provision of general lay-by/ bus stops/ parking spaces/ PLB Stands (Green Minibuses). Appendix A shows the details.
6.5.6 Sustainable and Green Building Design 6.5.6.1 Nowadays, building energy has becoming a critical issue as it is one of the major sources causing climate change and greenhouse effect. According to Electrical and Mechanical Services Department’s (EMSD) publications on the energy end-use data for the building sector, the key energy consumptions for buildings are for air conditioning, lighting, hot water and refrigeration. These areas would be the potential areas for further reduction of energy consumption. Potential green building measures for reducing energy consumption are provided below.
Active Design Strategies
6.5.6.2 Active measures include the use of energy efficient building services systems (air- conditioning, ventilation and lighting) and enhanced system control. The design of these systems shall follow relevant guidelines or Code of Practice on Energy Efficiency issued by the EMSD. Below are the measures that can be considered:
· energy efficient lighting system such as optimization of the use of natural daylight and task lighting; · energy efficient ventilation system such as hybrid ventilation (combination of natural and mechanical ventilation), demand control ventilation and low energy fans;
215 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
· energy efficient air-conditioning system such as heat recovery, air-side free cooling, equipment with variable speed drives, high efficiency chillers; · high efficiency lifts and escalators; and · smart metering and control. Passive Design Strategies
6.5.6.3 Apart from active strategies, the building is to be designed to utilise natural resources as much as possible. For instance, natural ventilation shall be adopted in mild seasons by having openings on facades along breezeways or with positive wind pressure. On the other hand, north-facing façade shall have large window area to enhance daylight penetration. Such passive measures shall be adopted as far as possible since they are the most cost-effective ways to reduce energy consumption. Having a green roof and/or a cool roof (roof covered by high solar reflectance materials) can provide insulation to the top floors of the building; this can reduce the air-conditioning load of those floors. Such roof can also mitigate the heat island effect and help lower urban air temperature. 6.5.6.4 Besides, natural lighting, sky light above the proposed PLB PTI and cross ventilation for the PTI may be considered to achieve low energy consumption and creating a more pleasant environment for the proposed PTI.
216 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
6.6 Planning and Design Brief 6.6.1.1 To guide the design and development of the Site upon future land sale, the Study has formulated a planning and design brief (PDB) (Appendix C) setting out major requirements including the following:
Development Parameters Total GFA of about 141,600m2 (PR 12) Commercial GFA: about 121,210m2
Urban Design Considerations ․ Creation of a distinctive landmark with an at-grade POS ․ Provision of retail shop frontage along main streets ․ Sensitive layout and building disposition ․ Provision of sky gardens ․ Provision of green infrastructure and landscape design
Open Space Provision, Landscape and Tree Preservation ․ Provision of POS of minimum 6,550m2 with at least 3,200m2 at grade ․ Provision of additional POS of at least 3,200m2 on the KCRC deck adjacent to the Site ․ Provision of a public viewing deck on the highest floor of the tallest building ․ In-situ preservation of the OVT and potential OVTs and integration with at grade POS ․ Not less than 20% minimum green coverage for the Site ․ Provision of vertical greening
Public Facilities ․ Provision of not less than 4,940m2 in GFA for social welfare facilities and a standard community hall ․ Provision of about 15,450 m2 in GFA for a PLB PTI with 60 bays on Level 1 ground floor and L/UL facilities for X-B coaches with 20 bays at basement floor and a minimum of 130 public car parking spaces (of which 10 spaces for commercial vehicles including coaches/medium and heavy goods vehicles) at basement floor
Pedestrian Connectivity ․ Provision of a comprehensive pedestrian network within the development and connecting with the surrounding developments ․ Provision of two elevated landscaped walkways to the KCRC deck ․ Provision of a linkage to the existing Mong Kok Road Footbridge ․ Provision of a footbridge across Argyle Street to Mong Kok Area South with opening for future connection to the planned Argyle Street Footbridge ․ Major pedestrian passageways are open 24-hour for public use
Road/Footpath Widening ․ Road/footpath widening for Sai Yee Street, Argyle Street and Luen Wan Street
217 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Others ․ Provision of “Smart City” features ․ A Gold Rating or above from the Hong Kong Green Building Council or such other equivalent bodies ․ Temporary traffic and pedestrian arrangement 6.6.1.2 Requirements in the PDB would be incorporated into the land sale conditions as appropriate. For other non-quantifiable design requirements, the future developer is required to submit a Master Layout Plan and Landscape Master Plan under lease to illustrate the design scheme with reference to these requirements prior to implementation. This would ensure that the salient planning and design issues would be addressed in the future development yet allowing flexibility to cater for innovative design according to the site circumstance.
218 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
7 Implementation Arrangement
7.1 Implementation Arrangement 7.1.1.1 Based on the proposed works/measures identified for the development, an implementation programme has been formulated in the PDB under the Study. 7.1.1.2 There are public works and public facilities proposed within or near the Site. Gazettal is required for some of them such as road/footpath widening, provision of footbridges and amendments to the OZP. The proposed implementation arrangement is as below.
Road/Footpath Widening 7.1.1.3 Road/footpath widening is required for Sai Yee Street, Argyle Street and Luen Wan Street. The widening of Sai Yee Street and Argyle Street is mainly to cater for the natural traffic growth of the district, which will be beyond their capacities by 2027, even without the development at the Site. Vehicular ingress/egress for the development will be at Luen Wan Street. The widening of Luen Wan Street and its conversion to a two-way road are required to serve as the main vehicular access to the proposed development at the Site.
Engineering Feasibility Study for Road/Footpath Widening & OVT 7.1.1.4 An Engineering Feasibility Study (EFS) is required for the road/footpath widening works for the three streets. HyD will conduct the EFS to confirm the technical feasibility and arrange road gazettal before land sale. 7.1.1.5 A section of Argyle Street where the road/footpath widening (including the future road after widening) will encroach upon the TPZ of an OVT. Under the EFS, HyD should obtain the necessary approval from LandsD for the encroachment upon the TPZ and undertake detailed tree assessment on various impacts including the root and canopy mapping of the OVT on the affected pavement along Argyle Street and the proposed mitigation measures under the application, as appropriate. The tree preservation proposal for the OVT should comply with ETWB TC(W) No. 29/2004 and advice from the Greening, Landscape and Tree Management Section of DEVB should be sought.
Road Works Gazettal 7.1.1.6 Gazettal of the road/footpath widening works for all the three streets (Sai Yee Street, Argyle Street and Luen Wan Street) are required under s.5 of the Roads (Works, Use and Compensation) Ordinance (Cap. 370) (Roads Ordinance) unless the works are authorized under s.4 of the Ordinance as “minor works” by the relevant authority. HyD has assessed that there would unlikely be public objection to the proposed widening works and suggested that the proposed widening works could be authorised under s.4 under the Roads Ordinance as minor works provided that no rights of utilities undertakers under special licence would be affected and no adverse comments on the road/footpath widening works are received during the consultation with YTMDC or its relevant subcommittees on the widening proposal.
219 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
7.1.1.7 HyD will be responsible for the road gazettal/authorization work in respect of the works for Sai Yee Street and Argyle Street which are mainly to cater for the natural traffic growth for the district while LandsD, with the support of TD/HyD, will be responsible for the gazettal/authorization work in respect of the works for Luen Wan Street which are mainly to serve the proposed development.
Funding, Construction, Management and Maintenance 7.1.1.8 For the widening of Sai Yee Street and Argyle Street, the works will be funded as a Public Works Programme (PWP) item for which TD/HyD will be the responsible department to secure funding for both capital and recurrent costs. It is proposed that the developer will be responsible for the widening works for Luen Wan Street, which is required to serve the development. The design requirement for the widening works for all the three streets will be set out by TD/HyD. For a better control of works programme, the construction works for road/footpath widening of Sai Yee Street and Argyle Street will be entrusted to the developer to allow the developer to undertake the widening works for all the three Streets. The three Streets will be handed over to TD/HyD for management and maintenance upon completion.
Footbridges 7.1.1.9 New footbridges and elevated landscaped walkways will be provided over Sai Yee Street, Luen Wan Street and Argyle Street. The connections are required to cater for the pedestrian flow between the future development at the Site and the surrounding public transport nodes/developments as well as the existing and planned comprehensive footbridges system in Mong Kok.
Across Sai Yee Street and Luen Wan Street 7.1.1.10 The proposed new footbridge across Sai Yee Street to the existing Mong Kok Road Footbridge and two elevated landscaped walkways across Luen Wan Street to KCRC deck are mainly provided to serve the proposed development. The two elevated landscaped walkways also form an integral part of the pedestrian network and overall landscape and open space design for the development.
Across Argyle Street 7.1.1.11 Under the Study, it is estimated that 40% (about 1,300 pedestrians/hour) of the pedestrian flow generated by the proposed development at the afternoon peak hour will take the route across Argyle Street to other areas of Mong Kok. To cater for the pedestrian flow arising from the development, a footbridge is proposed to connect the Site across Argyle Street to the Mong Kok south area. Besides, the developer will be required to make provision at the footbridge to allow future connection with the planned Argyle Street Footbridge being pursued separately by HyD.
220 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Funding, Construction, Management and Maintenance 7.1.1.12 To facilitate the development, all the proposed footbridges and elevated landscaped walkways would form an integral part of the development not only in structural terms but also in terms of their overall design/appearance, and pedestrian connectivity between the commercial and GIC portions within the development as well as the connectivity with the MTR Stations, and the existing footbridges network in the area. For better integration and for a holistic management of this commercial development, it is proposed that the developer will be responsible for their design, construction, management and maintenance. 7.1.1.13 The EFS for the two footbridges and two elevated landscaped walkways will be studied under the same EFS for road/footpath widening works by HyD. LandsD, with the support of TD/HyD, will take up the gazettal work under the Roads Ordinance for the footbridges/walkways before land disposal.
Public Facilities – Social Welfare Facilities, Community Hall and Public Car Parking Spaces 7.1.1.14 For the proposed social welfare facilities to be provided at the Site, SWD will be responsible for bidding of the funding. It is proposed that the design and construction works be entrusted to the developer in accordance with the requirement of SWD and handed over to SWD for management and maintenance upon completion. For the community hall, similar arrangements for funding, construction, management and maintenance will be made for HAD. SWD and HAD will provide the technical schedules for these facilities before land disposal to facilitate preparation of the lease. For the public car parking spaces at basement floors, it is proposed to be owned, constructed, operated, managed and maintained by the developer in accordance with TD’s requirements to be stipulated in the lease.
Public Open Space POS within the Site 7.1.1.15 For the POS within the Site, including the public viewing deck at the rooftop, as they form an integral part of the private commercial development, it is proposed to be owned, designed, constructed, managed and maintained by the developer in accordance with the PDB and “Public Open Space in Private Developments Design and Management Guidelines” (POSPD) promulgated by DEVB as to be stipulated in the lease.
POS on the KCRC Deck adjacent the Site 7.1.1.16 Under the KCRC Ordinance, the government reserves the right to use exclusively the deck atop of the East Rail Line platform. The proposed POS on the KCRC deck is adjacent to the Site and will be well connected to the proposed development by the two elevated landscaped walkways to form an integral part of the overall design and development theme of the POS of the development. It also forms part of the pedestrian walkway system between the KCRC deck, the development, the nearby footbridges system and facilities. It is considered justifiable and in line with the POSPD and government’s policy on POS in private development to have the developer responsible for the design, construction, management and maintenance of the POS for the benefits of the proposed development and early public enjoyment.
221 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
However, since the POS is located on a deck atop the live rail on land vested in KCRC, there may be legal liability issues arising from any claims from KCRC for any damages due to the POS such as water leakage to the railway facilities below. Further discussions among relevant departments are needed to sort out this technical issue.
PLB PTI Funding, Construction, Management and Maintenance 7.1.1.17 The provision of a PTI at the Site is to address the local need in the area as well as new transport needs arising from the Site. Over the past 10 years, it has repeatedly been the agenda of YTMDC to request for a PTI at the Site to relocate the on-street PLB in the surrounding areas to alleviate the existing traffic congestion problems. A 1-storey PTI accommodating PLB on ground floor is proposed, with a view to improving the overall traffic conditions in the wider area of the Mong Kok District and to help meet the diverse transport needs (for work, shopping, entertainment/services, etc.) arising from different uses (office, retail, GIC facilities) of the Site. As a major landmark commercial development sandwiched between two major railway stations and within one of the busiest retail areas, and in itself a key business hub providing a major quantum of additional office and retail space, the PTI is pivotal not only to serving the area as a whole but also in boosting the role of the development as a key focal point and anchor commercial development. 7.1.1.18 Opportunity should also be taken to modernize the facilities design for the provision of the PTI by providing a public toilet, air-conditioned waiting/queuing room and regulator kiosks to improve the overall passenger experience and reinforce the status of this major landmark development. From transport planning point of view, Sai Yee Street development is the suitable location in a wider area that is capable of providing enough space for the accommodation of about 60 PLB with some essential facilities such as dedicated L/UL bays, waiting area, public toilet, staff kiosks and roof cover to upgrade the overall standard of services. It will synergize with the existing railway services and the PTI at the KCRC deck to provide integrated public transport services for the development and the area in the vicinity. The provision of the PTI will also create a flow of people, including locals and tourists, approaching the development and benefiting the retail and office facilities at the Site. Users of the GIC facilities will also conveniently arrive through the proposed PTI from other parts of Hong Kong. 7.1.1.19 In considering the provision of the PTI at the Site, it is recommended that the PTI be designed and constructed by the developer (or appoint an agent to do so) to the satisfaction of the government. As a major principle, the PTI should be fully integrated into the development, not only in structural terms but also in terms of its design/appearance, connectivity (elevators, staircases and escalators) with the retail/office/hotel/GIC portion of the Site, building services (such as ventilation, air conditioning and fire services) and passenger facilities (such as toilets, kiosks, waiting area) to make the most efficient use of the Site (e.g. through avoiding duplicated/mismatch building facilities and ductworks) and maximize the value of the PTI to the development.
222 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
7.1.1.20 The construction works if to be undertaken by the developer should be to the satisfaction of the government. In accordance with the established practice, upon completion of the PTI, the PTI will be handed over to TD/HyD, which will then be responsible for the operation, management and maintenance of the PTI.
Loading/Unloading Facilities for X-B Coaches 7.1.1.21 For the X-B coaches L/UL facilities at Basement 2 floor of the development, it is proposed to be owned, constructed, operated, managed and maintained by the developer at his own cost as part of the management of the retail portion, including making arrangements for use of the L/UL facilities and passenger waiting and ancillary areas by X-B coach operators, in accordance with TD’s requirements to be stipulated in the lease. As a major principle, the X-B coaches L/UL facilities should be fully integrated into the development, not only in structural terms but also in terms of its design, connectivity (elevators, staircases and escalators) with the retail/office/hotel/GIC portion of the Site, building services (such as ventilation, air conditioning and fire services) and passenger facilities (such as toilets, kiosks, waiting area) to make the most efficient use of the Site (e.g. through avoiding duplicated/mismatch building facilities and ductworks) and maximize the value of such facilities to the development.
Land Disposal and Lease Conditions 7.1.1.22 The Site is currently occupied by the FEHD depot, the WSD compound and the Luen Wan Street Temporary Car Park. The demolition works to be undertaken by ArchSD for the existing structures on the WSD compound and FEHD depot sites are scheduled for completion by Q2 2019 and Q3 2020 respectively. There is an existing vehicular link bridge connecting the 1/F of the FEHD depot and the elevated road to the KCRC deck. This link bridge will need to be demolished to suit the proposed development but is however not included into the scope of the demolition works undertaken by ArchSD. This issue would need to be addressed by relevant bureaux/departments and could be included in the EFS for examination to avoid affecting the implementation programme of the proposed development. The temporary car park is under STT renewable quarterly with a 3-month notice to quit. The whole Site is targeted to be returned to the government by Q3 2020 for disposal. 7.1.1.23 The Site will be redeveloped for commercial purpose mixed with public facilities with a maximum PR of 12 and a maximum building height of 320mPD (including rooftop structures). Other planning and design requirements as per the PDB should be incorporated into the lease, where appropriate. 7.1.1.24 Save and except for the Government Accommodation, the restriction of “alienation except as a whole” should be imposed under the lease. The proposed development is intended to be a landmark development with the provision of an at-grade POS, an elevated walkway network and a number of public facilities. To ensure the realization and subsequent continuity of this concept, it is proposed to restrict the future development from alienation except as a whole. Subject to the final arrangement, the proposed requirement for the developer to design, build and manage the L/UL facilities for X-B coaches, POS and footbridges at his own cost to the satisfaction of the government will be imposed into the lease. Partial alienation of the future development will also affect the effective management of such facilities as the management is no longer under one single owner.
223 Agreement No. CE 58/2014 (TP) | Revised | June 2018 Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility Study Final Report (FR)
Rezoning 7.1.1.25 PlanD will undertake the statutory procedures under the Town Planning Ordinance to amend the zoning of the Site on the Mong Kok OZP for the proposed commercial development. The whole OZP amendment procedure, which takes about 11 months, has to be completed before the land sale.
224 Agreement No. CE 58/2014 (TP) | Revised | June 2018