Early last week we launched the Stage 2 public consultation for the Connecting Kowloon East – Environmentally Friendly Linkage System (EFLS), with a view to taking forward this landmark planning project with the community.
The proposed EFLS is a two-way elevated monorail system composed of a 9-kilometre, 12-station line linking to Kowloon Bay Mass Transit Railway (MTR) Station. It goes through Wang Kwong Road, Kai Tak Development (KTD) Station Square and Kai Tak Station on the Shatin to Central Link, and then runs along the former airport runway, through the runway precinct and the new cruise terminal and then crosses Kwun Tong Typhoon Shelter (KTTS) via the Kwun Tong Transportation Link before terminating at Kwun Tong MTR Station.
The Civil Engineering and Development Department conducted the Stage 1 public consultation between February and October last year to collect public views on the proposed EFLS options. The three main areas of public concern are: (1) the need for an elevated rail-based EFLS; (2) alignment and coverage; and (3) implications for the KTTS. In view of this, we will respond to people’s concerns in these three areas during the Stage 2 public consultation, and recommend further studies to address a number of key issues.
Let me briefly elaborate on the three main issues mentioned above.
Firstly, the need for an elevated EFLS. Kowloon East comprises the old and new districts of the KTD area, Kowloon Bay and Kwun Tong, and we must give due consideration to the unique features and constraints of this diverse area. In the past, Kai Tak was a restricted airport area far away from MTR stations and main roads. As regards the two old districts of Kowloon Bay and Kwun Tong, although they are covered by the MTR system, most of the area relies on road transport, the development of which is often hampered by densely developed buildings, crowded streets, narrow pavements and busy roadside loading and unloading activities. Currently, there are about 1.4 million square metres of office space in the area. With the transformation of Kowloon East into a new central business district (CBD), however, an additional four million square metres of office space will be provided, which will boost the total amount of office space to double that currently available in Central. Therefore, there are two questions we have to consider: (1) can we rely on the existing road network alone to cope with the future transport demand in Kowloon East? And (2) can the existing mode of transport meet the high service standards required of a CBD in terms of reliability, efficiency, safety and comfort?
In the early stages of Kowloon East’s transformation, we may still rely on road transport and improved pedestrian facilities to cope with the demands of the CBD in terms of connectivity. In the long term, however, as the CBD takes shape and becomes more mature, the construction of more commercial buildings, various facilities and tourist attractions will definitely lead to a surge in transport demand. While the densely developed buildings obstruct the widening of roads, the existing road space is insufficient to cope with the increase in transport demand or meet the high service standards required of a CBD. However, the introduction of an elevated EFLS that facilitates interchange with the existing elevated MTR Kowloon Bay and Kwun Tong Stations, combined with an improvement of pedestrian facilities and an increase in the use of environmentally friendly transport vehicles, will form an integrated multi-modal linkage system for the CBD in Kowloon East, with the elevated monorail link as the focal point. Such a linkage system would not add a burden to the road traffic network in future. More important, it will make Kowloon East more attractive as a vibrant commercial, leisure, recreational and tourist hub, and sustain Hong Kong’s economic development in the long term.
Secondly, the issue of alignment and coverage. To improve the coverage of the EFLS, we have reviewed the locations of stations proposed previously, and recommend removing the station near the public rental estates in Kai Tak, adding a new station near the junction of Kai Cheung Road and moving another proposed station to the open space adjacent to Enterprise Square Five, MegaBox. The new alignment will connect the EFLS with three MTR stations. As to whether it should run along Hoi Yuen Road or King Yip Street before terminating at Kwun Tong MTR Station, either option has its own merits – Hoi Yuen Road is closer to the station but King Yip Street occupies a more spacious site. Consequently, we propose to conduct a detailed feasibility study to explore these two options. We do not suggest that the coverage of the linkage system be extended at this moment, but will consider giving greater design flexibility for possible future expansion in the study.
Thirdly, the implications for the KTTS. The public expect that, with the closure of the former Kwun Tong public cargo working area and the transformation of the former airport area and the old industrial districts, the use of the 30-hectare KTTS will keep pace with the times. For example, some suggest that the water body could also be used for water sports, such as rowing or dragon boat racing, to energise the waterfront of Kowloon East. On the other hand, since the proposed Kwun Tong Transportation Link for the monorail will span across the entrance to the KTTS with a sea-level clearance of only about 21 metres, this would limit the access of high-mast vessels to the shelter. In light of this, we will explore the feasibility of using the water body both for shelter and for other activities, and will examine ways to minimise the impact on sheltered space for high-mast vessels.
Besides responding to the three main issues above, we propose to conduct a detailed feasibility study into other aspects of the EFLS, including the technical design of stations and the depot; the choice of operating system; operation and maintenance requirements; the conduct of a preliminary environmental impact assessment; ways to improve the financial efficacy of the project; and the enhancement of Kowloon East’s connectivity with neighbouring areas by using the multi-modal linkage system before and after the implementation of the EFLS.
The Stage 2 public consultation will continue until February 4, 2014. Details of the consultation can be found at http://www.ktd.gov.hk/efls. We cordially invite you to join our consultation activities and give us your views.
3 November, 2013
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