final report (fr) · figure 2.2.5 mkes concourse, platform, railway track and freight yard at the...

Final Report(FR)June 2018

Planning DepartmentPlanning and Design Study on theRedevelopment of GovernmentSites at Sai Yee Street and MongKok East Station – FeasibilityStudyFinal Report (FR)

Agreement No. CE 58/2014 (TP)

Revised | June 2018

This report takes into account the particularinstructions and requirements of our client.

It is not intended for and should not be reliedupon by any third party and no responsibilityis undertaken to any third party.

Job number 242541

Ove Arup & Partners Hong Kong LtdLevel 5 Festival Walk80 Tat Chee AvenueKowloon TongKowloonHong Kongwww.arup.com

Planning Department Planning and Design Study on the Redevelopment of Government Sites at SaiYee Street and Mong Kok East Station – Feasibility Study

Final Report (FR)

Agreement No. CE 58/2014 (TP) | Revised | June 2018i

Contents Page

1 Introduction

1.1 Study Background1.2 Purpose of this Report1.3 The Study Site and Study Area

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111

2 Findings of the Inception Phase

2.1 Introduction2.2 Physical Setting and Land Status2.3 Summary of Key Opportunities and Constraints

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336

3 Findings of the Options Formulation Phase

3.1 Introduction3.2 Development Concept3.3 Suitable Uses of the Study Site3.4 Common Design Elements3.5 Initial Development Option A: Residential Focus3.6 Initial Development Option B: Mixed-use Commercial Focus3.7 Initial Development Option C: Mixed-use Commercial Focus3.8 Evaluation Methodology3.9 Evaluation Criteria3.10 Summary of Assessment3.11 Formulation of Recommended Development Scheme

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4 Findings of the Recommended Development Scheme Finalisation Phase

4.1 Introduction4.2 Major Changes to the Initial Development Options and Recommended

Development Scheme4.3 Summary on the Revised Initial Options4.4 The Recommended Development Scheme4.5 Key Design Components4.6 Proposed Traffic Facilities

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5 Technical Assessment on Recommended Development Scheme

5.1 Geotechnical and Structural Engineering Assessments5.2 Traffic Impact Assessment (TIA)5.3 Environmental Assesssment5.4 Sustainability Assessment5.5 Landscape Impact Assessment5.6 Visual Impact Assessment5.7 Air Ventilation Assessment (AVA)5.8 Water Supply Impact Assessment5.9 Drainage and Sewerage Impact Assessments

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6 Recommended Development Scheme

6.1 Introduction6.2 Development Concept6.3 Revised Recommended Development Scheme6.4 Re-provision of Existing Public Facilities6.5 Proposed Traffic Facilities

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6.6 Plannign and Design Brief 217

7 Implementation Arrangement

7.1 Implementation Arrangement

219

219

Figures

Figure 1.3.1 Study SiteFigure 1.3.2 Study AreaFigure 2.2.1 Existing Development at the Study SiteFigure 2.2.2 Existing Development at the Study AreaFigure 2.2.2a The Site and Surrounding AreasFigure 2.2.3 Land Entitlement at the Study SiteFigure 2.2.4 Status of Land at the Study SiteFigure 2.2.5 MKES Concourse, Platform, Railway Track and Freight Yard at

the KCRC Vested LandFigure 2.2.6 Study Site, Mong Kok OZP and Ho Man Tin OZPFigure 2.2.7 Study Area, Mong Kok OZP and Ho Man Tin OZPFigure 2.3.1 Key Development OpportunitiesFigure 2.3.2 Development Key ConstraintsFigure 3.4.1 Main Pedestrian RoutingFigure 3.4.2 PTI Layout and Road Improvement Works at Ground LevelFigure 3.4.3 Coach Bus Parking at Basement 1 (B1)Figure 3.4.4a Proposed Vehicular Circulation to the Additional PTI at Ground

LevelFigure 3.4.4b Proposed Vehicular Circulation to the Basement levelFigure 3.4.5 Existing and Planned Pedestrian NetworkFigure 3.4.6 Proposed Improvement Roads – Road WideningFigure 3.4.7 Pedestrian Footpath ImprovementFigure 3.5.1 Option A - Layout PlanFigure 3.5.2 Option A - Landscape PlanFigure 3.5.3 Option A/B/C/RDS - Landscape PlanFigure 3.5.4 Option A - 3D Landuse MixFigure 3.5.5 Option A - Programmatic SectionFigure 3.5.6 Option A - ElevationsFigure 3.6.1 Option B - Layout PlanFigure 3.6.2 Option B - 3D Landuse MixFigure 3.6.3 Option B - Programmatic SectionFigure 3.6.4 Option B - ElevationsFigure 3.6.5 Option B - Landscape PlanFigure 3.7.1 Option C – Layout PlanFigure 3.7.2 Option C - 3D Landuse MixFigure 3.7.3 Option C - Programmatic SectionFigure 3.7.4 Option C - ElevationsFigure 3.7.5 Option C - Landscape PlanFigure 4.2.1 Key Changes to Initial Options A/B/C/RDSFigure 4.2.2 Revised Development Site BoundaryFigure 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 FacilitiesFigure 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)


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Agreement No. CE 58/2014 (TP) | Revised | June 2018iii

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 PlanFigure 4.4.3 RDS - Programmatic SectionFigure 4.4.4 RDS - ElevationFigure 4.5.1 RDS - Building DispositionFigure 4.5.2 RDS - Level 1(Ground Floor) Floor PlanFigure 4.5.3 RDS - Level 2 Floor PlanFigure 4.5.4 RDS - Level 3 Floor PlanFigure 4.5.5 RDS - Level 4 Floor PlanFigure 4.5.6 RDS - Level 5 Floor PlanFigure 4.5.6a RDS - Level 6 Floor PlanFigure 4.5.7 RDS - B1 Floor PlanFigure 4.5.8 RDS - B2 Floor PlanFigure 4.5.9 RDS - B3 Floor PlanFigure 4.5.10 RDS - B4 Floor PlanFigure 4.5.11 Photograph for SVP 1: View from Sun Yat Sen Memorial Park, Sai

Ying PunFigure 4.5.12 Photograph for SVP 2: View from Central Pier No.7, CentralFigure 4.5.13 RDS - Landscape PlanFigure 4.5.14 RDS - Landscape PlanFigure 4.5.15 RDS - Section PlanFigure 4.6.1 RDS - B1 Level - Indicative 24 Hour Pedestrian AccessFigure 4.6.2 RDS - Level 1- Indicative 24 Hour Pedestrian AccessFigure 4.6.3 RDS - Level 2 - Indicative 24 Hour Pedestrian AccessFigure 4.6.4 RDS - Level 3 - Indicative 24 Hour Pedestrian AccessFigure 4.6.5 RDS - Level 4 - Indicative 24 Hour Pedestrian AccessFigure 5.1.1 Geotechnical ProfileFigure 5.2.1 RDS Level 1 - Indicative Pedestrian Routing (Ground Level)Figure 5.2.2 RDS Level 2 - Indicative Pedestrian RoutingFigure 5.2.3 RDS Level 3 - Indicative Pedestrian RoutingFigure 5.2.4 RDS Level 4 - Indicative Pedestrian RoutingFigure 5.2.5 RDS Level 5 - Indicative Pedestrian RoutingFigure 5.2.6 RDS B1 Level - Indicative Pedestrian RoutingFigure 5.2.7 RDS B2 Level - Indicative Pedestrian RoutingFigure 5.2.8 RDS B3 Level - Indicative Pedestrian RoutingFigure 5.2.9 RDS B4 Level - Indicative Pedestrian RoutingFigure 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 CoachesFigure 5.2.12 RDS – B2 Transport Plan


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Figure 5.2.13 RDS – B3 Transport PlanFigure 5.2.14 RDS – B4 Transport PlanFigure 5.2.15 Proposed Improvement Scheme on Sai Yee Street and Argyle

StreetFigure 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 ReceiversFigure 5.3.2 HKPSG Buffer Distance Requirements Between ASR and RoadsFigure 5.3.3 Locations of Existing Noise Sources within 300m from the Study

SiteFigure 5.3.4 Monitoring Locations of Prevailing Noise LevelFigure 5.3.5 Locations of Representative Noise Sensitive ReceiversFigure 5.3.6 Location of Planned Fixed Noise SourcesFigure 5.3.7 Land Contamination Assessment AreaFigure 5.3.8 Photo Records and Potential Land Contamination Area for Land

Contamination Assessment Area L-01Figure 5.3.9 Photo Records and Potential Land Contamination Area for Land

Contamination Assessment Area L-02Figure 5.3.10 Photo Records and Potential Land Contamination Area for Land

Contamination Assessment Area L-03Figure 5.3.11 RBRGs for Land Contamination Assessment AreaFigure 5.5.1 Typical Tree Planting SectionFigure 5.5.2 Tree Planting SectionFigure 5.5.3 Tree Planting SectionFigure 5.5.4 Tree Compensation Plan (Upper Level) – Key PlanFigure 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 PlanFigure 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 PointsFigure 5.6.2 Regional and Strategic Viewing PointsFigure 5.6.3 View from Junction of Argyle Street and Sai Yee Street (LVP1) –

Photomontage with Proposed DevelopmentFigure 5.6.4 View from Mong Kok East Station Footbridge (LVP2) –

Photomontage with Proposed DevelopmentFigure 5.6.5 View from Kadoorie Lookout (LVP3) – Photomontage with

Proposed DevelopmentFigure 5.6.6 View from McPherson Playground (LVP4) – Photomontage with

Proposed DevelopmentFigure 5.6.7 View from Fife Street (LVP5) – Photomontage with Proposed

DevelopmentFigure 5.6.8 View from Luen Wan Street Sitting-out Area (LVP6) –

Photomontage with Proposed DevelopmentFigure 5.6.9 View from Mong Kok East Station PTI (LVP7) – Photomontage

with Proposed DevelopmentFigure 5.6.10 View from Children’s Playground at Grand Century Place (LVP8)

– Photomontage with Proposed DevelopmentFigure 5.6.11 View from King’s Park Garden (LVP9) – Photomontage with

Proposed DevelopmentFigure 5.6.12 View from Tai Hang Tung Recreation Ground (LVP10) –

Photomontage with Proposed DevelopmentFigure 5.6.13 View from Cherry Street Park (LVP11) – Photomontage with


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Proposed DevelopmentFigure 5.6.14 View from West Kowloon District (RVP1) – Photomontage with

Proposed DevelopmentFigure 5.6.15 View from Lung Cheung Road Viewing Platform (RVP2) –

Photomontage with Proposed DevelopmentFigure 5.6.16 Photograph for SVP 1: View from Central Pier No.7, CentralFigure 5.6.17 Photograph for SVP 2: View from Sun Yat Sen Memorial Park, Sai

Ying PunFigure 5.8.1 Existing WatermainsFigure 5.8.2 Proposed WatermainsFigure 5.9.1 Drainage Catchment Plan and Existing Sewerage Networks –

Before DevelopmentFigure 5.9.2 Drainage Catchment Plan and Sewerage Networks with Proposed

Upgrading Works – After DevelopmentFigure 5.9.3 Existing Sewerage SystemFigure 5.9.4 Proposed Sewerage SystemFigure 6.2.1 Photograph for SVP 1 Central Pier No. 7, CentralFigure 6.2.2 Section for SVP 1 Central Pier No. 7, CentralFigure 6.2.3 Photograph for SVP 2 Sun Yat Sen Memorial Park, Sai Ying PunFigure 6.2.4 Section for SVP 2 Sun Yat Sen Memorial Park, Sai Ying PunFigure 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 BoundaryFigure 6.3.5 Revised RDS – Programmatic SectionFigure 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 PlanFigure 6.3.8 Revised RDS – Level 5 and Level 6 Floor PlanFigure 6.3.9 Revised RDS – Level 7 to Level 10 Floor PlanFigure 6.3.10 Revised RDS – Office Floor PlanFigure 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 ConceptFigure 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 PlanFigure 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 SiteFigure 6.3.17 Revised RDS – Birds’ Eye View of Public Open SpaceFigure 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 DevelopmentFigure 6.3.21 View from Mong Kok East Station Footbridge (View Point 2) –

Photomontage with Proposed DevelopmentFigure 6.3.22 View from McPherson Playground (View Point 3) – Photomontage

with Proposed DevelopmentFigure 6.3.23 View from Fife Street (View Point 4) – Photomontage with

Proposed DevelopmentFigure 6.3.24 View from Mong Kok East Station PTI (View Point 5) –

Photomontage with Proposed DevelopmentFigure 6.3.25 View from Cherry Street Park (View Point 6) – Photomontage with

Proposed DevelopmentFigure 6.3.26 View from Tai Hang Tung Recreation Ground (View Point 7) –


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Photomontage with Proposed DevelopmentFigure 6.3.27 View from Lung Cheung Road Viewing Platform (View Point 8) –

Photomontage with Proposed DevelopmentFigure 6.3.28 View from King’s Park Garden (View Point 9) – Photomontage

with Proposed DevelopmentFigure 6.3.29 View from West Kowloon District (View Point 10) –

Photomontage with Proposed DevelopmentFigure 6.3.30 View from Central Pier No. 7, Central (View Point 11) –

Photomontage with Proposed DevelopmentFigure 6.3.31 View from Sun Yat Sen Memorial Park, Sai Ying Pun (View Point

12) – Photomontage with Proposed DevelopmentFigure 6.3.32 Revised RDS - Layout Plan for Level 1 (Ground Level)Figure 6.3.33 Revised RDS - Layout Plan for Level 2Figure 6.3.34 Revised RDS - Layout Plan for Level 3Figure 6.3.35 Revised RDS - Layout Plan for Level 4Figure 6.3.36 Revised RDS - Layout Plan for Level 5Figure 6.3.37 Revised RDS - Layout Plan for Level 6Figure 6.3.38 Revised RDS - Layout Plan for B1Figure 6.3.39 Revised RDS - Layout Plan for B2Figure 6.3.40 Revised RDS - Layout Plan for B3Figure 6.3.41 Revised RDS - Layout Plan for B4Figure 6.3.42 Revised RDS - Layout Plan for B5Figure 6.3.43 Revised RDS - Level 1 (Ground Level) - Pedestrian RoutingFigure 6.3.44 Revised RDS - Level 2 - Pedestrian RoutingFigure 6.3.45 Revised RDS - Level 3 - Pedestrian RoutingFigure 6.3.46 Revised RDS - Level 4 - Pedestrian RoutingFigure 6.3.47 Revised RDS - Level 5 - Pedestrian RoutingFigure 6.3.48 Revised RDS - Level 6 - Pedestrian RoutingFigure 6.3.49 Revised RDS - B1 Level - Pedestrian RoutingFigure 6.3.50 Revised RDS - B2 Level - Pedestrian RoutingFigure 6.3.51 Revised RDS - B3 Level - Pedestrian RoutingFigure 6.3.52 Revised RDS - B4 Level - Pedestrian RoutingFigure 6.3.53 Revised RDS - B5 Level - Pedestrian RoutingFigure 6.3.54 Revised RDS - B1 Level - 24 Hour Pedestrian AccessFigure 6.3.55 Revised RDS - B2 Level - 24 Hour Pedestrian AccessFigure 6.3.56 Revised RDS - Level 1 (Ground Level) - 24 Hour Pedestrian

AccessFigure 6.3.57 Revised RDS - Level 2 - 24 Hour Pedestrian AccessFigure 6.3.58 Revised RDS - Level 3 - 24 Hour Pedestrian AccessFigure 6.3.59 Revised RDS - Level 4 - 24 Hour Pedestrian AccessFigure 6.3.60 Revised RDS - Pedestrian Circulation in Low-ZoneFigure 6.3.61 Revised RDS - Proposed Road / Footpath Widening (Notional

Scheme – Indicative Only)

Tables

Table 3.2.1 Guiding Principles and Problems to be TackledTable 3.3.1 Requested GIC FacilitiesTable 3.4.1 Pedestrian Connections towards the Study SiteTable 3.5.1 Development Option A – Development ParametersTable 3.6.1 Development Option B – Development ParametersTable 3.7.1 Development Option C – Development ParametersTable 3.9.1 Evaluation CriteriaTable 3.10.1 Comparison of Basic Development ParametersTable 3.10.2 Summary of Options AssessmentTable 4.3.1 Changes to Initial OptionsTable 4.4.1 Development Parameters for RDS after Refinement


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Agreement No. CE 58/2014 (TP) | Revised | June 2018vii

Table 4.4.2 Development Parameters for Worst-Case Scenario of RDS forAssessments

Table 4.5.1 RDS – GIC FacilitiesTable 4.5.2 Required Parking and Loading/Unloading FacilitiesTable 5.1.1 Foundation Information of nearby BuildingsTable 5.2.1 Summary of GFA for Different Uses under RDSTable 5.2.2 Franchised Buses Routes Operating at the Existing PTI on KCRC

DeckTable 5.2.3 GMB Routes Operaing at the Existing PTI on KCRC DeckTable 5.2.4 Taxi Stand and Drop-off Point at Existing PTI on KCRC DeckTable 5.2.5 Suggested Bus Routes for Further Investigation regarding Potential

Re-routing and Relocation of Bus StopsTable 5.2.6 Parking and L/UL Facilities Requirements for the RDSTable 5.2.7 Parking and L/UL Facilities Requirements for GIC FacilitiesTable 5.2.8 Planning Data within Railway Catchment Area of Mong Kong East

StationTable 5.2.9 Summary of Junction Performances for Existing CaseTable 5.2.10a Trip Attraction/Generation Rates for the Proposed DevelopmentTable 5.2.10b Number of Attraction/Generation Trips for the Proposed

DevelopmentTable 5.2.11 Summary of Junction Performances for 2027 Reference and Design

CasesTable 5.2.12a Trip Generation/Attraction Rates – PedestrianTable 5.2.12b Number of Generation/Attraction Trips – PedestrianTable 5.2.13 Description of Level of Service for Walkways – Flow Rate

(pedestrian/min/m)Table 5.2.14a Existing Pedestrian Flows Along Concerned FootpathsTable 5.2.14b Existing Pedestrian Flows Along Concerned FootbridgesTable 5.2.14c Year 2027 Reference Case - Pedestrian Flows Along Concerned

FootpathsTable 5.2.14d Year 2027 Reference Case - Pedestrian Flows Along Concerned

FootbridgesTable 5.2.14e Year 2027 Design Case - Pedestrian Flows Along Concerned

FootpathsTable 5.2.14f Year 2027 Design Case - Pedestrian Flows Along Concerned

FootbridgesTable 5.3.1 Representative Air Sensitive ReceiversTable 5.3.2 Number of Vehicular Trips Generated and Attracted by the

DevelopmentTable 5.3.3 Peak Hour VKT within Assessment Area in Year 2024 and Year

2039Table 5.3.4 2015 AADT of Sai Yee Street, Mong Kok Road, Argyle Street and

Prince Edward Road WestTable 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 SourcesTable 5.3.7 Mitigation Measures for the Planned Fixed Noise SourcesTable 5.3.8 Maximum Allowable SWL for the Planned Fixed Noise SourcesTable 5.3.9 HKPSG Criteria for Fixed Noise Levels for the Planned Fixed

Noise Sources for Representative NSRsTable 5.3.10 Types and Quantities of Wastes Generated during Construction

PhaseTable 5.3.11 Types and Quantities of Wastes Generated in the Operation PhaseTable 5.3.12 Summary of Historical Land Uses of the Land Contamination

Assessment AreaTable 5.3.13 Records of Dangerous Goods within the SiteTable 5.3.14 Summary of Site SurveysTable 5.4.1 Summary of Environmental IndicatorsTable 5.4.2 Summary of Economic Indicators


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Table 5.4.3 Summary of Social Checklist and First Sustainable DevelopmentChecklist

Table 5.5.1 Summary of Tree TreatmentsTable 5.5.2 Proposed Species for Compensatory PlantingTable 5.7.1 Annual Wind FrequencyTable 5.7.2 Summer Wind FrequencyTable 5.7.3 Discrepancy between StudiesTable 5.7.4 Discrepancy between Studies – Averaged Velocity RatioTable 5.7.5 Discrepancy between Studies – Median Hourly Mean Wind SpeedTable 5.7.6 Discrepancy between Studies – Grouping of Wind ProfileTable 5.7.7 Results of the Overall Ventilation PerformanceTable 5.8.1 Summary of Development ParametersTable 5.8.2 Internal Diameter for PipesTable 5.8.3 Design Criteria for Fresh Water and Salt Water Supply Systems for

Proposed DevelopmentTable 5.8.4 Water Demand Estimation of Proposed DevelopmentTable 5.9.1 Recommended Return Periods based on Flood LevelsTable 5.9.2 Peaking Factors for Various Population RangesTable 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 EstimationTable 6.2.1 Guiding Principles and Problems to TackleTable 6.3.1 Development Parameters for Revised RDSTable 6.3.2 Revised RDS – GIC and other Public FacilitiesTable 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 FacilitiesTable 6.3.5 Summary of Proposed Car Parking Spaces and U/UL Bays

ProvisionTable 6.3.6 Summary of Tree TreatmentTable 6.3.7 Proposed Planting Species of Compensatory PlantingTable 6.3.8 Public Open Space DistributionTable 6.3.9 Green Coverage of the SiteTable 6.3.10 Green Coverage outside Development SiteTable 6.3.11 Green Coverage of POS within Study SiteTable 6.5.1 Suggested Bus Routes for Further Investigation regarding Potential

Re-routing and Relocation of Bus Stops

Diagrams

Diagram 3.2.1 Development ConceptDiagram 3.4.1 Pedestrian Circulation within the Study SiteDiagram 3.5.1 Option A– Development ConceptDiagram 3.5.2 Option A– Urban Design ConceptDiagram 3.5.3 Regulation 31 under Cap 123F Building (Planning) RegulationsDiagram 3.6.1 Option B– Development ConceptDiagram 3.6.2 Option B– Urban Design ConceptDiagram 3.7.1 Option C– Development ConceptDiagram 3.7.2 Option C– Urban Design ConceptDiagram 3.11.1 Hybrid Residential Commercial Mixed UseDiagram 3.11.2 Alternative Layout for RCHEDiagram 4.4.1 RDS– Development ConceptDiagram 5.2.1 Pedestrian Connections with Proposed/Existing Footbridges at

Podium LevelDiagram 5.2.2 Railway Catchment Area of Mong Kok East StationDiagram 5.7.1 Wind Rose for Annual, Non-typhoon Winds for Mong Kok,

Corrected to 500 m


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Agreement No. CE 58/2014 (TP) | Revised | June 2018ix

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 StudyDiagram 5.7.4 Study Site, Assessment Area, Surrounding Area and Wind Tunnel

Model BoundaryDiagram 5.7.5 Locations of Perimeter Test PointsDiagram 5.7.6 Locations of Overall and Special Test PointsDiagram 5.7.7 Allocation of Test Point for Each Focus Area for the AVA Detailed

StudyDiagram 5.7.8 Assessment Areas of the Air Ventilation Assessment Studies (Red

Color Represents 2007 HKUST AVA Study and Blue ColorRepresents AVA Study

Diagram 5.7.9 Comparison of Vertical Wind Profiles (Blue Dots Represent DataReported in 2007 HKUST AVA Study and Red Lines RepresentProfiles Adopted in the AVA Study)

Diagram 5.7.10 Method of Calculating Median Hourly Mean Wind SpeedDiagram 6.2.1 Development ConceptDiagram 6.3.1 Revised RDS– Development ConceptDiagram 6.3.2 Physical Connections between Public Open Spaces within and

around the Development AreaDiagram 6.3.3 Physical and Visual Connections between the Entrance Plaza At-

grade and Various Open Spaces by Means of the Small Block forPedestrian 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 atDifferent Levels within the Site. As An Example, An ExpressEscalator Provides an Improvement to the Connectivity betweenLuen Wan Balcony and Sai Yee Street Terrace

Diagram 6.3.7 Positioning of the Pier(s) Will Need to Take into Consideration theMultifunctional Open Spaces Provided in the Landscape Plan

Diagram 6.3.8 Examples of Integration of the Pier(s) with Hard and SoftscapeLandscaping

Diagram 6.3.9 Good Case Example of Integration of the Pier(s) with Hard andSoftscape 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 MapAppendix C Planning and Design Brief


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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


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“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


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“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

Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Streetand Mong Kok East Station – Feasibility Study

Final Report (FR)

Agreement No. CE 58/2014 (TP) | Revised | June 20181

1. Introduction

1.1 Study Background1.1.1.1 Planning Department (PlanD) commissioned Ove Arup and Partners Hong Kong

Limited (Arup) on 24 March 2015 to undertake the Planning and Design Study onthe Redevelopment of Government Sites at Sai Yee Street and Mong Kok EastStation – 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 redevelopmentpotential 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 publicrealm and public transport facilities in the area.

1.1.1.3 The findings and recommendations of the Study will serve as a reference foramendments to the Outline Zoning Plan (OZP) and guide the future land disposal anddevelopment of the Study Site.

Purpose of this Report1.21.2.1.1 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) reportunder Working Paper No. 3 (WP3), RDS report under Working Paper No. 4 (WP4),and Planning and Design Brief, this Final Report consolidates and summarizes theprocess and presents the final RDS and findings of the technical assessments of theStudy.

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.

The Study Site and Study Area1.31.3.1.1 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 thenorth and the Diocesan Boys’ School (DBS) to the east. The Study Site composes ofWater Supplies Department (WSD) compound, Food and Environmental HygieneDepartment (FEHD) offices-cum-vehicle depot, Mong Kok Government Offices


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(MKGO), sitting-out area and temporary open-air car park at Luen Wan Street, roadsand 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 trackrunning beneath the MKES and MKGO.

1.3.1.2 The Study Area (Figure 1.3.2), on which the technical assessments are based, isbounded by Waterloo Road to the east, Dundas Street to the south, Shanghai Street tothe west and Prince Edward Road West to the north.


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2 Findings of the Inception Phase

2.1 Introduction2.1.1.1 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 programmeand report submission dates, and

• Study organization chart and brief description of the responsibilities of teammembers.

2.1.1.2 Subsequently a baseline review was conducted to identify the baseline situation ofthe Study Site and Study Area in order to identify the key issues, constraints andopportunities of different aspects.

2.2 Physical Setting and Land Status

2.2.1 Existing Physical SettingStudy Site

2.2.1.1 The Study Site comprises three portions with Luen Wan Street and a sitting-out arealie in the middle. The eastern part of the Study Site vested in Kowloon CantonRailway Corporation (KCRC) consists of a podium development on top of theexisting East Rail where the MKES platform and a freight yard are located. On top ofthe podium are the concourse of MKES, a PTI, the MKGO and its car park (Figure2.2.1). The Study Site composes of mainly three levels, +6.9mPD at the FEHDDepot, +12.7mPD at Luen Wan Street and +21.4mPD at the podium structure of theMKES.

2.2.1.2 There are two government offices on the western portion of the Study Site, includingthe FEHD depot and WSD compound as well as a temporary open-air car park. TheFEHD depot and WSD compound will be relocated to facilitate the redevelopment ofthe Study Site. There are currently no program for the redevelopment of MKGO andother 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 retailactivities are found at Sai Yeung Choi Street South, Tung Choi Street and Fa YuenStreet (Figure 2.2.2). The old urban core of Mong Kok is within the Study Area withclusters of local attractions including “Goldfish Street” and “Ladies Market” at TungChoi Street, “Sneakers Street” and the street market at Fa Yuen Street, “Flower


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Market and Bird Garden” at Prince Edward Road West/Flower Market Road (Figure2.2.2a).

2.2.1.4 Apart from retail activates, office and residential buildings can be found within theStudy Area. In general, commercial buildings for office uses are located alongNathan Road while residential buildings are located at Portland Street, Hong LokStreet, Tung Choi Street, Fa Yuen Street, Sai Yee Street and Sai Yeung Choi StreetSouth (Figure 2.2.2).

2.2.1.5 There are also a number of GIC uses within the Study Area. For examples, S.K.HSaints’ Middle School, the Church of Christ in China Heep Woh Primary School etc.Religious institutions including Cheung Lo Church and Kun Yam Temple are alsofound at the Study Area (Figure 2.2.2).

2.2.2 Land StatusThe land status within the Study Site is complex in terms of the stratum ownership atthe podium structure atop East Rail. In general, the portion of land at the western sideof the Study Site inclusive of the existing FEHD depot, WSD compound and theopen-air temporary public car park is government land (Figure 2.2.3). The landoccupied by the podium structure which covers the East Rail, the MKES Platformand 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 KCRCpodium deck (Figures 2.2.3 to 2.2.5).

2.2.3 Statutory Planning ContextGeneral

2.2.3.1 The Study Site falls wholly within the draft Mong Kok OZP No. S/K3/30 and is atimmediate west of the Planning Scheme Area under the approved Ho Man Tin OZPNo. S/K7/24. The Study Area partly falls into the Mong Kok OZP and partly into theHo Man Tin OZP. The coverages of the concerned OZPs, Study Site and Study Areaare 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 Siteand the Study Area in relation to the planning status and intention as prescribed inthe relevant OZPs.

Study Site

2.2.3.3 The Study Site falls wholly within the draft Mong Kok OZP No. S/K3/30 and issituated 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 isone of the oldest urban areas in the Territory with residential use being thepredominant land use.

2.2.3.4 According to the draft Mong Kok OZP, the eastern portion of the Study Site fallswithin an area zoned as “Other Specified Uses” (“OU”) annotated ‘Railway StationDevelopment’, and the western portion falls within an area zoned “OU” annotated‘Multi-Storey Car/Lorry Park’ and “G/IC” (Figure 2.2.6).


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2.2.3.5 According to the draft Mong Kok OZP No. S/K3/30, various building heightrestrictions have been imposed on the Study Site. As stated in the ExplanatoryStatement of the OZP, within the Study Site, a 30m-wide building gap above 23mPDaligned with Mong Kok Road at the existing MKGO and FEHD depot is imposed tocreate an east-west air/wind path to improve air penetration and visual permeabilityupon redevelopment.

2.2.3.6 To the immediate north of the Study Site is the existing commercial developmentGrand Century Place (Figure 2.2.7). The Grand Century Place is an integratedstructure with the MKES and falls under the same “OU (Railway StationDevelopment)” 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 communityfacilities and schools on land zoned “G/IC”. The Study Site is bounded by areashown as ‘Road’ (Sai Yee Street and Argyle Street) at the west and south. Areas tothe further west and south are zoned as “Residential (Group A)” (“R(A)”). AcrossArgyle Street, an area zoned “OU(Railway)” serving the existing East Rail service isfound at the south of the Study Site. To the immediate east are the DBS which fallswithin an area zoned “G/IC” and a commercial building (113 Argyle Street) whichfalls 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 makingreference 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”. Pocketsof land zoned “Open Space” (“O”) are found intermixed with the residential zoningareas, including two “O” zoning areas to the south of the Study Site. There are also anumber 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 ManTin OZP and is predominantly residential developments under residential zoningswhich include low-rise residential developments under “R(C)” zoning at KadoorieAvenue, 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 tothe south of Argyle Street.


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2.3 Summary of Key Opportunities and Constraints2.3.1.1 Issues and opportunities are identified. Among all the constraints and opportunities,

some are dominating and would affect the developable land of the Study Site. Thekey constraints and opportunities that hinder and favour the developable area of theStudy Site are listed and summarised below. The dominating key issues andopportunities 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, FEHDdepot, Luen Wan Street Temporary Carpark, Luen Wan Street, Luen Wan StreetSitting-out Area and the elevated road connecting to the structural deck of MKES, iscurrently 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 existingMKES deck structure under the provision of the KCRC Ordinance (KCRCO) (Cap.372). The future development intensity however is limited by the existing structuralcapacity 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 isvested to KCRC under the KCRCO (Cap. 372). It is understood from the MassTransit Railway Corporation (MTRC) Ordinance (Cap. 270) that the property andoperation franchise of KCRC has been transferred to MTRC management after themerger of the corporations. Within the KCRC vested land, the MKES area includingthe MKES platform, concourse and Mong Kok Freight Terminal (MKFT) under thedeck is managed by the MTRC, while the area on top of the platform structureincluding the existing PTI, MKGO and car park at the south of MKGO is managedby the Government.

2.3.1.5 Besides, the two footbridges (HyD Structure Nos. KF 54 and 27), one located at theLuen Wan Street Sitting-Out Area and the other located outside the Study Site atArgyle Street connecting Yim Po Fong Street and Luen Wan Street, are undermanagement and maintenance of Highways Department (HyD) and two 24-hourpedestrian walkways are under management and maintenance of the developer ofGrand 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 KCRCOrdinance (Cap. 372), KCRC needed to protect the railway operation and preserveland for future railway expansion. The redevelopment of the Study Site should notinterrupt 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 railwayprotection boundary.


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Limited Structural Capacity

2.3.1.7 The structural deck of MKES consists of limited structural capacity and detailedstructural re-use possibility will be required to be assessed for any re-use proposal. Apreliminary assessment on the theoretical capacity of the existing column stubs fortopside development has been conducted under the Study. Apart from the existingMKGO area, only limited area on top of the MKES deck has potential for low-risetop side development.

Protection of Landscape Resources

2.3.1.8 There are four1 registered Old and Valuable Trees (OVTs) and two potential OVTsfalling 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 westand 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 westand 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 above23mPD aligned with Mong Kok Road at the FEHD Depot at Sai Yee Street shall beprovided.

Existing Emergency Vehicular Access (EVA) and Vehicular Connection to GrandCentury 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 GrandCentury Place, MKGO and the MKES concourse. They also serve as vehicularaccesses to the existing PTI and the car park at the south of the MKGO. Luen WanStreet also serves as the vehicular access and EVA of the Mong Kok FreightTerminal (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 and29.8.2017 respectively due to infection of brown root rot disease.


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3 Findings of the Options Formulation Phase

Introduction3.13.1.1.1 Considerations of the Study Site’s current condition and surrounding development

outlined in Chapter 2 has revealed a number of opportunities that would supportintegration of the redevelopment at the Study Site into its immediate environment,while simultaneously maximising the potential for comprehensive development withconsideration on aspects such as provision of public transport facilities, pedestrianconnections to improve mobility, enhancement of the pedestrian experience andquality of public spaces. Factors such as streamlining vehicular movement andimproving the quality of public spaces have also been considered in the preparationof the planning and design guiding principles.

3.1.1.2 The planning and urban design principles are intended to form the standard basis onwhich the development of the initial development options will be based and form thechecklist for assessing the performance of the options.

Development Concept3.23.2.1.1 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 Streetand 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 thedevelopable area are intended for high development intensity to optimize thedevelopment potential of the Site. These areas are located on government land withlittle development constraints. The proposed development will need to be wellintegrated with the surrounding land uses, yet mitigation measures for sensitive landuses (e.g. residential uses) are required to tackle the noise and air impacts arisingfrom the Sai Yee Street and Argyle Street traffic. Other areas within the developablearea should mostly be used for public open space (POS) purpose for publicenjoyment.


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3.2.1.3 Defined by the OVTs, the placement of the proposed PTI will be most rational to bealong Sai Yee Street. A podium is required to cover the proposed PTI as illustrated atthe diagram. Pedestrian connections to and within the podium will be provided tofacilitate 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 loadingcapacity may have potential for development of POS to enhance the provision ofopen space in Mong Kok for public enjoyment. The development concepts are listedbelow.

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 urbanarea 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 EdwardStations 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. Thedevelopment should also address the development needs of the Study Site, StudyArea and also the Mong Kok district. Where possible, it should also address theterritorial needs of Hong Kong.

Development of Building Blocks

Podium

Public Open Space

Old and Valuable Trees (OVT) /Potential OVT

Possible Pedestrian Connectionstowards the Study Site

Possible Pedestrian Connectionswithin podium

Diagram 3.2.1 Development Concept


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3.2.1.6 In considering the development potential of the Study Site, structural capacity of theMKES deck should also be taken into account.

Seamless Pedestrian Connection

3.2.1.7 Pedestrian connection will be well integrated with the existing and plannedfootbridge system of Mong Kok while multi-level pedestrian walkways/accesses willbe 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 destinationas well as tourist spots with the “Goldfish Street”, “Ladies Market”, “SneakersStreet”, 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, thedevelopment should provide quality POS for public relief and gathering throughsustainable planning and green building design, greening and landscape and goodurban design. The design of the development shall also create the sense of place byapplying people oriented place-making approach throughout the design process ofthe development.

3.2.1.10 The redevelopment of the Study Site shall also help alleviate the traffic congestionand 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 ofaged and underprivileged people in the Study Area, suitable social/communityfacilities should be explored in the Study Site in providing support and help to thecommunity to build a caring and social inclusive Mong Kok.

3.2.2 Future Role of the Study Site in Mong Kok3.2.2.1 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 theproblems and needs of the Study Area, together with the constraint and opportunitiesof the Study Site. The Study Site presents an opportunity as a solution space to tacklethe problems identified. The table below shows the guiding principles and thespecific problems of the Study Site.


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Table 3.2.1: Guiding Principles and Problems to be Tackled

3.2.3 Development NeedsOptimize Development Potential

3.2.3.1 As a prominent site with high visibility in a congested urban core that also serves asa key pedestrian route, the site’s development potential should account forconnectivity and other urban design considerations. As technical constraints willlimit the full utilization of the site exclusively for commercial uses, a developmentapproach that balances between maximizing future uses and improving the urbanenvironment 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 optimizationof development potential at the Study Site. The Study Brief requires the Study Site tobe 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 underdifferent 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 proposeddevelopment. These include provision of PTI facilities to relocate some of the X-Bcoaches and on-street public light buses (PLB) currently terminating in the MongKok area, re-provision of the MKGO car parking spaces and the public toilet near theFEHD office site, as well as the provision of public car parking spaces to compensatethe loss of public car parking spaces from the temporary car park and publicpedestrian networks within the proposed development, where appropriate.

Problems to be tackled Guiding PrinciplesNeeds for housing, Grade-A office, Hoteland G/IC facilities

- Development Needs

Congested Environment and Lack ofLeisure Place

- Sustainable Planning and Green Building Design- Good Urban Design- Greening and Landscape

Old District and Community - Echo and inherit the unique character and identityof Mong Kok

- Building stronger community bonding andenhancing 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 physicalconnectivity

Rich while congested traffic network - Integration and Connectivity


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Provision of Grade-A Office and Mixed Commercial Uses

3.2.3.4 The Hong Kong Property Review 2015 2 published by Rating and ValuationDepartment (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%) andthe 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 areareveals 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 Sitehas a strong potential to serve the needs for additional office, retail and possibly hotelspaces 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 isconsidered an appropriate use for the commercial development that will be realizedwithin the Study Site. However, other uses such as hotel that meet the district andterritorial 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 ofresidential uses within the Study Site should be well integrated into the planning anddesign theme of the options. The development of residential uses at the Study Siteshould be explored yet constraints on traffic noise and air quality impacts on theStudy Site for such sensitive uses should be well taken into account. The districtcharacter of Mong Kok should also be a consideration factor for the provision ofresidential units in the Study Site.

3.2.4 Integration and Connectivity3.2.4.1 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 theexpectation of the public. Enhancement of the pedestrian network is also one of thefundamental considerations of this Study. Redevelopment of the Study Site shouldaim to clarify the flows of vehicular traffic utilizing the site. Design of theredevelopment of the Study Site should target to maximize integration with theexisting pedestrian footbridge network. Enhanced pedestrian mobility is also key toimproving the quality of the urban environment and contributing to a healthylifestyle while also relieving some of the traffic congestion in the area. Whilemobility may be restricted due to the requirements of the PTI, clear and legibleroutes through the ground floor should be identified and incorporated into the overallpedestrian circulation network.

2 Hong Kong Property Review 2015, available at: http://www.rvd.gov.hk/doc/en/hkpr15/PR2015_full.pdf


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3.2.5 Echo and inherent the unique character and identity of Mok KokActivating 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 placewith space where on-site activities should be considered in the design of options. Thediversity of retail should also be accompanied by various types of entertainment suchas cinema, open-air cafe and on-site activities. Hotel should be considered within theStudy Site in order to provide more accommodation choice for tourists in facilitatingthe development of tourism in the area. Local problems shall be addressed anddistrict needs shall be met as far as possible within the Study Site in response to thepublic aspiration on the redevelopment of the Study Site.

3.2.6 Building Stronger Community Bonding and Enhancing SocialInclusiveness of Mong Kok

3.2.6.1 Adequate GIC facilities should be provided to support the aged population and meetthe need in the area. Other GIC facilities that are considered to be in a deficit by theauthority should also be considered to be placed within the Study Site. Adequatespace and daily facilities should be provided to enhance the social inclusiveness ofthe area.

3.2.7 Good Urban Design3.2.7.1 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 FreeZone’ of the ridgelines. Redevelopment of the Study Site should also consider theintegration with the surroundings so that the building form is compatible with theoffice context, supports the flows of pedestrians and capitalizes on its location tocreate an identifiable and vibrant destination. However, according to HKPSG, theMetroplan (1991) guidelines recommended 20% to 30% Building Free Zone belowselected sections of ridgelines could be used as a starting point, but allowedflexibility for relaxation on individual merits and for special landmark buildings togive punctuation effects at suitable locations (referring to section 6.2.5 of theHKPSG). This flexibility allows the design of the development taking opportunity ofthe Site’s specific characteristics and location to provide relief to the congestedMong Kok area through reducing building bulk, provision of more POS andachieving better permeability and air ventilation in the local context especially at thepedestrian level.

3.2.8 Sustainable Planning and Green Building Design3.2.8.1 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 KokRoad) identified in the Study Site. It is also important for all development schemeoptions to follow the Sustainable Building Design Guidelines (SBDG). Greenbuilding design elements such as efficient energy and water use in a building andgood indoor environmental quality should also be encouraged. This would beconsidered at the detailed design stage where appropriate.


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3.2.9 Greening and Landscape3.2.9.1 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 andprovisioning of a convivial setting with decorative paving, integration of sufficientpublic art, sculptures and lush landscape elements between the main facades of theproposed building, interaction between the internal layout and the external usage ofthe forecourt as well as Argyle Street and Sai Yee Street to enhance the streetscapearea and create a sense of place.

3.2.9.2 The OVTs currently present in the Study Site requires preservation during and afterredevelopment. The OVT should be kept untouched and will be integrated into futuredesign of the development.


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3.3 Suitable Uses of the Study Site3.3.1.1 According to the Study Brief, residential, commercial and GIC uses shall be

considered in the formulation of initial development options. Yet in choosing theuses within the Study Site, each use must be considered carefully in rationalising theplacing 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 suitablefor industrial uses which are not compatible with the surrounding land uses.

3.3.2 Residential3.3.2.1 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 intoaccount. Different design measures, including set-back, building orientation, buildinglayout, single-aspect building etc., shall be considered in formulating thedevelopment scheme if residential uses are included. The special design buildingmay however limit the optimization of the development potential of the Study Site.

3.3.3 Commercial3.3.3.1 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 identityof Mong Kok.

3.3.3.2 Street front retail shall be proposed to echo with the unique on-street retail activitiestogether with diverse mall functions in the area. Commercial uses will furtherenhance the image of vibrant Mong Kok as a shopping and entertainment district inHong Kong.

3.3.4 GIC3.3.4.1 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 theStudy Site. After consultation with Social Welfare Department (SWD), HomeAffairs Department (HAD) and WSD, the following facilities are considered to beaccommodated into the initial development options.


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Table 3.3.1: Requested GIC FacilitiesDevelopment 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 beprovided with teakwood floor and good acoustic design. Major facilities include stage lighting, stage curtain, public address systemand two badminton courts. Separate entrances, lift service and car-parking / loading / unloading facilities should preferably beprovided.

# The GFA of the community hall is calculated based on the estimated NOFA to GFA ratio of 1.8.


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Common Design Elements3.43.4.1.1 With a similar site configuration and requirements for the reprovision of specific

facilities within the Study Site for all initial development options, specific elementsof the design layout are common for all three options. These include:

3.4.2 Mong Kok Government Offices3.4.2.1 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 notinterrupted.

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 liaisingwith KCRC and MTRC. The demolition of MKGO cannot affect existing structuresof the MKES and the normal operation of the East Rail. Cautious measures andprocedures are necessary to be taken although the demolition can be carried out afterthe land disposal of the developable area.

3.4.2.3 Relocation of MKGO also creates uncertainty on the structural capacity issues of theKCRC deck. Structural re-use possibility will require detailed assessment. Thedetailed assessment of the foundation shall not affect the operation of the East RailLine and the structure of the deck, and hence permission from MTRC and KCRC isrequired.

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 Deck3.4.3.1 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 incorporatedinto the proposed development of the Study Site. Due to the limited structuralcapacity of the KCRC deck, the relocation of the existing car park provides anopportunity for a comprehensive planning and design of the area with the adjacentpiece of vacant land at the southern end as a POS on the deck which will be wellintegrated with the development with continuous connectivity within the POS.

3.4.4 Proposed POS on KCRC Deck3.4.4.1 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 theMKGO car park at the southern portion of the KCRC deck is designed with adifferent approach.

3.4.4.2 Amongst the key components of the proposed POS on the KCRC deck, the extensive3,200m2 plaza will provide a transitional space for the pedestrians to Grand CenturyPlace and the existing PTI on the KCRC deck, which is proposed to be enhancedwith landscaping works, and for pedestrian circulation (Figure 3.4.1) to the elevatedwalkways 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 41instead of 35 under the revised RDS.


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host temporary events such as performances or outdoor markets that reflect thevitality of the street atmosphere in the wider district.

3.4.4.3 Depending on the development options and themes, additional civic amenities withinthe proposed POS may have the area of the existing car parking spaces for MKGObeing converted into an open space for passive recreation and public performancewith delineated garden areas that will function as entrance areas as well as outdoorextensions of indoor activities. The proposed POS is expected to contribute toreducing 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 PerformingActivities” requires noise level from the activities (including rehearsal and mainevent) not more than 10 dB(A) above the prevailing background noise level on thenearby noise sensitive receivers (NSRs) during 7am to 11pm. Noise from theactivities should not be audible by the nearby NSRs during 11pm to 7am. Withproper management measures, the proposed POS is suitable for performanceactivities.

Landscape Proposal3.4.53.4.5.1 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. Itconnects via two elevated landscaped walkways to the proposed development at theSite, creating direct pedestrian connection in the form of a subtle integration betweenthe 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, plantedwalkways and lush landscape rooms which provide flexible and attractive open spaceto the visitors and office workers in the immediate surroundings. The design alsomaximizes the green coverage visually softening the visibility of built form at groundlevel and creating an elevated open space network on multiple layers. Trees that areremoved due to the redevelopment of the Study Site shall be compensated in thefuture POS.

3.4.5.3 A recognizable identity and character for the Study Site as a whole is recommendeddue to the regional importance of the area, its location as a transport hub and majoraccess point to the district as well the scale of development. A clear and themedplanting strategy will improve coherence and create a more holistic experience of thearea.

3.4.6 Temporary Car Park at the Junction of Argyle Street and LuenWan Street

3.4.6.1 The existing temporary open-air car park (70 parking spaces) at the junction ofArgyle Street and Luen Wan Street under short-term tenancy is proposed to bereprovisioned into the proposed development at the Study Site.


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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 inthe 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 thePTI which is solely for PLB and X-B coaches. The actual operation of the PTI issubject 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 sideand the middle area of the PTI. The coaches will be concentrated in the southern sideof the PTI. The layout is considered as preliminary and further enhancement will becarried out, subject to comments from various parties and stakeholders.

3.4.7.3 In order to fulfill Transport Department (TD)’s requirements, the preliminary layoutconcept of the proposed PTI will be in saw-tooth layout for efficient use of bus baysand layover facilities. There will be also a footpath with minimum 3m in widthprovided 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 YeeStreet and Argyle Street/Luen Wan Street/Yim Po Fong Street are still workingwithin capacity at present. Nevertheless, it is not recommended to relocate all thenearby PLB termini stands to the proposed development at the Site to avoidoverloading these major road junctions.

3.4.7.5 The provision of air-conditioned waiting area should be considered in the proposedPTI. This will enhance the waiting environment of the passengers in the PTI. Theconcept of air-conditioned waiting area for the PTI to better serve the public is to befurther 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. Theingress/egress point of the B1 floor will be at Luen Wan Street. The layout and totalnumber 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/ULand 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 bedifferent between each option. The area for X-B coaches can be regarded as publiccar park for coaches.


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Vehicular/ Pedestrian Circulation Proposal3.4.8

Proposed Vehicular Circulation

3.4.8.1 With the proposed ingress/egress point for the additional PTI at the junction of MongKok Road / Sai Yee Street, most of the vehicles (or coaches) will head southboundon Sai Yee Street and take left turn to PTI at the junction, or simply via Mong KokRoad and travel straight to the PTI. For departing, the vehicles or coaches will leavethe PTI and head southbound on Sai Yee Street, and make turn movements to ArgyleStreet 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, namelyMKES, Mong Kok Station, Prince Edward Station and Yau Ma Tei Station. Majorpedestrian 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 SiteConnections Status LevelsMong Kok Road/ Bute StreetFootbridge

Existing Elevated

Argyle Street Railway Footbridge Existing ElevatedArgyle Street/ Sai Yee Street Junction Existing At gradeArgyle Street/ Luen Wan Street Existing At gradeProposed Argyle Street Footbridge Proposed by TD ElevatedPossible underground connection atFife Street

Proposed by GeotechicalEngineering Office (GEO)/ CivilEngineering and DevelopmentDepartment (CEDD)*

Underground

Note:* As advised by CEDD, the “possible underground connection” is not going to be implemented under the “Territory-wideStudy 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 NathanRoad and turn east to Bute Street, or route through Prince Edward Road West to SaiYee Street, both connecting to the existing Mong Kok footbridge system, whichdirectly leads to MKES.

3.4.8.4 Pedestrians from Yau Ma Tei Station can head north through Nathan Road and reachthe existing footbridge system on Mong Kok Road, thus connecting the MKES.However, with the operation of the proposed footbridge at Argyle Street, it certainlywill benefit the pedestrians especially those passengers who prefer walking throughArgyle Street and Sai Yee Street to MKES. The travel time for pedestrians fromArgyle Street/Sai Yeung Choi Street South to Mong Kok Road/Sai Yee Street wouldbe reduced to about 4.8 minutes with account of the free flow.


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3.4.8.5 The proposed footbridge along Argyle Street is proposed to be further extended andconnect with the podium of the proposed development 4 . The connection willfacilitate the pedestrian movement from the existing MKES to the Mong Kok Stationand 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 friendlyand barrier-free access among various POS, the proposed residential/ commercial,G/IC facilities, the MKES and the surroundings will be provided wherevertechnically possible.

Pedestrian Circulation within the Study Site

3.4.8.7 The proposal optimizes the possibility to extend the elevated footbridge systemthrough the proposed development directly to the proposed POS on the KCRC deckand towards MKES and Grand Century Place to facilitate pedestrian circulation.Barrier free connections will be provided along the routes (Diagram 3.4.1, moredetailed 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 aproposed footbridge. Pedestrian connections within the proposed development willbe 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 pedestrianconnections. 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 directlyconnected not only towards Argyle Street and Bute Street, but also to the POS withinthe proposed development.

3.4.8.10 The existing pedestrian connection between MKES and Yim Po Fong Street via theKCRC deck will be kept, which will go through the proposed POS on the KCRCdeck. The existing elevated footbridge along Bute Street brings pedestrians from thenorth to MKES.

3.4.8.11 A proposed elevated footbridge across Argyle Street to Mong Kok south area willprovide an opportunity for the development to connect at the elevated pedestrianlevel with the planned Argyle Street Footbridge, connecting Argyle Street withMKES through the development.

4 Under the latest scheme, it is proposed to construct a footbridge from the proposed development across ArgyleStreet to the Mong Kok area south of the Site with provision to allow connection with the proposed footbridge alongArgyle Street being pursued separately by Highways Department.


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Traffic Improvement Proposal3.4.93.4.9.1 Based on the proposed new PTI and the current PTI, the following measures are

proposed under the initial development options to improve the existing trafficcondition near the Study Site.

3.4.9.2 Sai Yee Street currently is considered substandard. The width of traffic lanes at SaiYee 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 trafficmeasures 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 YeeStreet and Argyle Street Junction. Similar approach to set back the kerbline foradditional lane is also proposed along Argyle Street (Figure 3.4.6). Chapter 5provides 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 theproposed new PTI being constructed at the junction of Mong Kok Road and Sai YeeStreet, it is recommended to amend the left-turn lane into all-way-movementlane. 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 thedevelopment, public parking, X-B coach parking, as well as L/UL to enter to thedevelopment with separate ingress/egress apart from the PTI at ground floor level toavoid further aggregate the traffic congestion situation at Sai Yee Street and nearbyroad junctions.

Connectionto MK RoadFootbridge

Connectionto PlannedFootbridge

Connectionto Yim PoFong Street

Connection toGrand CenturyPlace

Connection topossibleundergroundpassage

Diagram 3.4.1 Pedestrian Circulation within the Study Site


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3.4.10 Reprovision of Public Facilities3.4.10.1 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 temporarypublic car park currently at Luen Wan Street. The proposed development will alsohost the proposed PTI for the relocation of some of the nearby on-street PLB standsand X-B coach termini in the area.

3.4.11 Streetscape Configuration3.4.11.1 To improve the pedestrian environment, facilitate vehicular circulation and enhance

the streetscape along both Sai Yee Street and Argyle Street, new public footpath withamenity area has been incorporated in the layout of all the options. Along bothArgyle Street and Sai Yee Street, a width of 7.5m in total (including 3m for amenityplanting strip and 4.5m for footpath) has been allocated for streetscape improvementto widen the pedestrian mobility route which is currently about 3m and providevisual relief by providing trees lining along the edge of these busy roads (Figure3.4.7). Along Sai Yee Street, a supplementary vehicular lane has been added alongthe edge of the Study Site to improve vehicular circulation. Chapter 5 providesdetails of the technical assessment on the proposed road widening works.


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Initial Development Option A: Residential Focus3.5

Planning and Design Proposal3.5.13.5.1.1 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-intensitydomestic 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 toelectronic appliance and trendy latest playthings will be available at close proximityat Mong Kok.

3.5.1.3 The proposed development is also convenient given the multiple transportationchoices available including the East Rail service, the existing PTI and the proposednew PTI at the development. The public transportation facilities will serve theresidents and also other general public by providing direct connections to otherplaces 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 forthe provision of a joyful and pleasant living atmosphere to the residents of theproposed development (Diagram 3.5.1)

Diagram 3.5.1: Option A – Development Concept


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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 ofhousing 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 localsto and from the Study Site.

3.5.2.4 Convenient locations for the residents and locals in accessing to the well-equippedshopping centre at the podium of the development and also the diverse types ofcommodities available at Mong Kok.

3.5.2.5 The pedestrian movement is well connected through the existing and proposedfootbridge system at Mong Kok Road and Argyle Street to enhance the peoplemovement 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 MongKok will not be provided in the option.

3.5.2.7 The proposed private domestic buildings will require privatization of pedestrianconnections for the residents. Private pedestrian connections will diminish the publicconnectivity efficiency within the development.

3.5.2.8 The option can hardly enhance the tourism activities in the Mong Kok area due to theprivatized 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 airquality and traffic noise. Extensive at-source mitigation measures including bufferarea, cantilevers projecting beyond the site boundaries, etc., may be required forresidential development. In addition, at-receiver mitigation measures includingspecial arrangement such as single aspect design, special layout, acoustic windowsand acoustic balconies may also be required. As such, development potential of theSite may not be able to maximize.

3.5.3 Design Concept3.5.3.1 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 pollutionand noise nuisances from the surrounding busy streets of Sai Yee Street and ArgyleStreet and also the East Rail.


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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 maximizedby 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 to3.5.6) 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 andSai Yee Street;

· Enhanced MKES deck along with the proposed POS on the KCRC deck for theprovision 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 transitionbetween Mong Kok Road elevated walkway and existing MKES entrance level;and

· Additional PTI facilities within the development to host X-B coaches and PLB.


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3.5.4 Key Development Parameters3.5.4.1 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) 11,600Plot Ratio 9GFA (m2) – Total 104,400

Residential 52,200Commercial 36,732GIC 5,018PTI and Public Car Park 10,450

Site Coverage (%) – At grade 65Coverage (%) – By towers 27Max. Building Height (mPD) 145POS within the Site (m2) – Total (Figure 3.5.2) 4,550 Podium Deck at 13mPD 1,350 Entrance Plaza 3,200POS 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 followingconsiderations:

· Capping of total PR to 9;

· lowest three floors (excluding basement floors) for non-domestic uses (aspermitted 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 ofwindows for natural lighting and ventilation.

3.5.4.3 Diagram 3.5.3 below illustrates the requirement between building height and facingwindows under regulation 31 of B(P)R.


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Diagram 3.5.3: Regulation 31 under Cap 123F Building (Planning) Regulations


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3.6 Initial Development Option B: Mixed-use CommercialFocus

3.6.1 Planning and Design Proposal3.6.1.1 Inheriting the local Mong Kok retail identity, the option will serve as a new

commercial landmark at Mong Kok with vibrant street activities including diversetypes 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 ofactivities, passive and active, serving different purposes and functions to capture boththe 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 deckand the proposed PTI at the Site, which will favour the Site to become a new socialgathering hub of Mong Kok, allowing tourists and locals to commune convenientlyin and out the Site and access easily to the vibrant Mong Kok distinctive retailactivities through the seamless pedestrian connections and to the rest of the territoryas well (Diagram 3.6.1).

Diagram 3.6.1: Option B– Development Concept


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3.6.1.4 Modern high-rise and high-density office spaces will also be provided within theStudy Site in order to diversify the commercial uses within the Study Site.


Merits

3.6.2.1 The option will inherent the Mong Kok identity through injecting diversifiedcommercial activities and bringing in the energetic, vibrant and trendy streetactivities of Mong Kok. The development layout will facilitate the interactionbetween POS and other on-site activities including on-street shopping, dining, artinstallation 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. Adequateamount of public open space will be provided for leisure purpose while spaces arealso reserved to actively interact with the retail facade of the proposed development.The problem of congested environment and lack of leisure places will be relievedand 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 toand 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 andlocals including the shopping centre at the podium, the shopping arcade and also theenergetic 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 plannedfootbridge system at Mong Kok Road and Argyle Street to enhance the peoplemovement between the Study Site and the diverse types of commodities available atMong Kok.

3.6.2.6 The diverse commercial activities, convenient pedestrian connectivity and theincorporation of Mong Kok identity will assist further development of tourism in thearea. Provision of hotel will also provide more choices of accommodation to thetourists.

3.6.2.7 Minimal development of the MKES deck for the provision of a POS to preventoverloading of the existing foundation. Should further development be erected on thedeck, 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 thedevelopment.

3.6.2.9 Public perception of overcrowdingness resulted from the massive footprint of the145mPD building.

3.6.2.10 The high-rise tower may have overshadowing effect on the surroundingdevelopments. The openness of the Site would be less welcoming than the existingsituation.


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3.6.3 Design Concept3.6.3.1 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 maximizedby adopting the maximum PR allowed under “Commercial (1)” zone of draft MongKok 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”;



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· Interstitial ground-level pedestrian link from Sai Yee Street to Luen Wan Street;


· Enhanced KCRC deck along with the proposed POS on KCRC deck for theprovision of public space and enhanced existing PTI facilities; and


3.6.4 Key Development Parameters3.6.4.1 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 ParametersDevelopment Site Area (m2) (about) 11,600PR 12GFA (m2) – Total 139,200

Commercial 123,732GIC 5,018PTI and Public Car Park 10,450

Site Coverage (%) – At grade 65Coverage (%) – By towers 48Max. Building Height (mPD) 145POS within the Site (m2) – Total (Figure 3.6.5) 3,850 Podium Deck at 23mPD 1,350 Entrance Plaza 2,500POS adjacent the Site on KCRC Deck (m2) (about)(Figure 3.6.5) 3,200


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3.7 Initial Development Option C: Mixed-use CommercialFocus

3.7.1 Planning and Design Proposal3.7.1.1 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 streetactivities including diverse types of on-site performance, street-front shoppingexperience 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 theoptions with different types of activities, passive and active, serving differentpurposes and functions to capture both the needs for rest and leisure place in MongKok and the dynamic street characters.

Diagram 3.7.1: Option C– Development Concept


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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 deckand the proposed PTI at the Site, which will favour the Site to become a new socialgathering hub of Mong Kok, allowing tourists and locals to commune convenientlyin and out the Site and access easily to the vibrant Mong Kok distinctive retailactivities through the seamless pedestrian connections and to the rest of the territoryas well.

3.7.1.4 A modern high-rise and high-density commercial building will be provided tomaximize the development potential within the Study Area. The commercial buildingwill be accompanied by hotel which will capture high-end business customers whoare working for companies operating in grade-A offices.


Merits

3.7.2.1 The option will inherit the Mong Kok identity through injecting diversifiedcommercial activities and bringing in energetic, vibrant and trendy street activities toMong Kok. The development layout will facilitate the interaction between POS andother on-site activities including on-street shopping, dining, art installation andperformance to promote social gathering and networking of the users.

3.7.2.2 A landmark building with height reaching 230mPD breaking through the ridgelinecreating an eye catching built form with stepped building height profile graduallydescending from Argyle Street towards Hong Kong and Kowloon Chiu Chow PublicAssociation Secondary School.

3.7.2.3 Diverse types of public open space will be provided within the Study Site. Largestamount of public open space will be provided for leisure purpose due to theminimized building footprints of the towers. Spaces are also reserved to activelyinteract with the retail facade of the proposed development. The problem ofcongested environment and lack of leisure places will be relieved and the needs forbringing 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 toand 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 andlocals including the shopping centre at the podium, the shopping arcade and also theenergetic 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 plannedfootbridge system at Mong Kok Road and Argyle Street to enhance the peoplemovement between the Study Site and the diverse types of commodities available atMong Kok.

3.7.2.7 The diverse commercial activities, convenient pedestrian connectivity and theincorporation of Mong Kok identity will assist further development of tourism in thearea. Provision of hotel will also provide more choices of accommodation to thetourists.


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3.7.2.8 Minimal development of the MKES deck for the provision of a POS to preventoverloading of the existing foundation. Should further development be erected on thedeck, 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 ofthe podium deck. More public open space at podium/low level with smaller buildingfootprints of building blocks on top allows better air ventilation and visualpermeability.

Demerits

3.7.2.10 GIC facilities are provided under the option, reducing the salable GFA of thedevelopment.

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 surroundingdevelopments. The openness of the Site would be less welcoming than the existingsituation.

3.7.3 Design Concept3.7.3.1 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


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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 landmarkbuilding;

· Smaller footprints for the buildings compared with Option B allowing largervisual corridors, air paths and public open spaces;



· Interstitial ground-level pedestrian link from Sai Yee Street to Luen Wan Street;


· Provision of an additional visual corridor along Fife Street;

· Enhanced KCRC deck along with the proposed POS on KCRC deck for theprovision of public open space and enhancement of the existing PTI facilities; and


3.7.4 Key Development Parameters3.7.4.1 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 ParametersDevelopment Site Area (m2) (about) 11,600PR 12GFA (m2) – Total 139,200

Commercial 123,732GIC 5,018PTI and Public Car Park 10,450

Site Coverage (%) – At grade 65%Coverage (%) – By towers 34%Max. Building Height (mPD) 230POS within the Site (m2) – Total (Figure 3.7.5) 5,650 Podium Deck at 13mPD 1,600

Podium Deck at 23mPD 1,350Entrance Plaza 2,700

POS adjacent the Site on KCRC Deck (m2) (about)(Figure 3.7.5) 3,200


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3.8 Evaluation Methodology3.8.1.1 The three initial development options have been evaluated to establish the RDS for

the Study Site. The evaluation methodology was based on qualitative assessmentapproach under which the relative merits and shortcomings of all the options wereappraised against a set of evaluation criteria.

3.9 Evaluation Criteria3.9.1.1 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 CriteriaCriteria Description

Benefit to the public What existing problems in Mong Kok and the territory areresolved and what public gains are provided under the option?

Enhance Community Resilience To what degree does the design cater for the local community’sneeds and provide opportunities to enhance social bonds?

Development Potential How does the design option perform in terms of GFAproduction?

Promote Pedestrian Mobility How comprehensive is the pedestrian mobility system?

Effect on Junctions’ Capacity How does the design option affect the junctions’ capacityaround the Study Site?

Respect Views to Ridgelines Does the option preserve the “20% Building Free Zone” alongthe Beacon Hill and Lion Rock ridgelines?

Integration with Urban Context How does the design layout respond to the surroundings ofMong Kok’s urban fabric, Kadoorie Hill backdrop andproximity 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 DesignGuidelines

Does the option suitably take on-board the SBDG to improve airventilation and site greening?

Provide Quality Public Realm Does the option provide opportunities for improvement of thequality of public space?

Preservation of Old and ValuableTrees

Under what conditions are the OVTs preserved?

Additional Patronage on EastRail Line

Does the proposed development induce significant loading onEast Rail Line?


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3.10 Summary of Assessment3.10.1.1 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 ParametersInitial Option A Initial Option B Initial Option C

Development Site (m2) (about) 11,600 11,600 11,600Plot Ratio 9 12 12Max. Building Height (mPD) 145 145 230GFA (m2) – Total 104,400 139,200 139,200

Residential 52,200 - -Commercial 36,732 123,732 123,732GIC 5,018 5,018 5,018PTI and Public Car Park 10,450 10,450 10,450

Site Coverage (%) – At grade 65 65 65Coverage (%) – By towers 27 48 34Max. Building Height (mPD) 145 145 230POS within the Site (m2) - Total 4,550 3,850 5,650

Podium Deck at 13mPD - - 1,600Podium Deck at 23mPD 1,350 1,350 1,350Entrance Plaza 3,200 2,500 2,700

POS adjacent the Site on KCRC Deck(m2) (about) 3,200 3,200 3,200

3.10.1.2 In the evaluation of the options, conclusion has been drawn from the qualitativeassessment of the options. While in some respects there is clear preferred quality/performance, all the options have merits that should be considered in formulating theRDS.

Table 3.10.2: Summary of Options Assessment

Criteria Initial Option A Initial Option B Initial Option C

Benefits to thepublic

Yes Yes Best

EnhanceCommunityResilience

Fine with some GICfacilities



DevelopmentPotential

Residential focus with amaximum PR of 9

Mixed-use commercial focuswith a maximum PR of 12

Mixed-use commercial focuswith a maximum PR of 12

Promote PedestrianMobility

Provides links betweenMKES, existing Mong KokFootbridge System andproposed Argyle StreetFootbridge



Effect onJunctions’Capacity

Better performance than theother options

Performance is acceptable Performance is acceptable

Respect Views toRidgeline

All towers do not intrudeinto ‘‘20% Building FreeZone’’

All towers do not intrudeinto ‘‘20% Building FreeZone’’

Two towers extend into‘‘20% Building Free Zone’’of the Beacon Hill and Lion


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Criteria Initial Option A Initial Option B Initial Option CRock ridgelines

Integration withUrban Context

Large façade surface areaminimizes integration withsurrounding urban form

Large façade surface areaminimizes integration withsurrounding urban form

Achieves better integrationat tower and street levels

Promote VisualPermeability

Large façade surface areablocks panoramic view ofMong Kok skyline

Large façade surface areablocks panoramic view ofMong Kok skyline

Visual corridor from groundlevel of Fife Street toKadoorie Hill with sky ispreserved

Promote AirPermeability

Worst among the options Better than Option A andworse than Option C

Best among the options

SustainableBuilding DesignGuidelines

Equal Equal Equal

Provide QualityPublic Realm

Provides context-drivenpublic realm

Provides the least totalamount of open spaces

Provides the largest totalamount of open space

Preservation of Oldand Valuable Trees

Trees preserved in-situ Trees preserved in-situ Trees preserved in-situ

AdditionalPatronage to EastRail Line

Insignificant Insignificant Insignificant


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3.11 Formulation of Recommended Development Scheme

Design Approach Summary3.11.13.11.1.1 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 andC provide a variety of land uses including office, hotel and retail/dining facilities thatwould better optimise the prime location and capitalize on the commercial context ofthe district than Option A. In this regard, both B and C are preferable to Option Aand 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” belowthe ridgelines, Option A as well as Option B remain under the allowable height of145mPD without penetrating into the “Building Free Zone”. Option C will protrudeinto the “Building Free Zone” but is allowed in accordance with the HKPSG onindividual merits and for special landmark buildings at suitable locations. Options Aand B perform better in preserving the “Building Free Zone”, but at the cost ofreduced 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 evaluationincludes aspects on urban design, visual impact and air ventilation. Specifically thetowers of Option B appear more bulky and cover a larger portion of the viewinghorizon, limiting the visibility from the street-level towards Kadoorie Hill and fromthe KCRC deck level towards the Mong Kok skyline. Qualitative assessment of airventilation performance reveals that due to larger volume the towers of Options Band C, a larger wind shadow would be cast on the surrounding area. However, due tothe relatively less bulky form of the towers under Option C, Option C would bepreferable to Option B. The building gap between the central tower and the tower atthe south in Option C is 22m and that in Option B is 15m respectively. The buildinggap of Option C can therefore facilitate better wind penetration to the area thanOption B.

3.11.1.4 In terms of the low-zone of the initial options, the relatively compact footprint of thepodium in Option C is preferable to Options A and B. The configuration of OptionC’s podium which includes several positive features such as the visual extension ofFife Street into the Study Site permits better views from ground level to the KadoorieHill backdrop, facilitates wind penetration and creates opportunities to extend theurban 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 characteristicsof Option C such as the arrangement of open spaces and the quantity of open spacein 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 andthe sheer quantity of open space in Option C would benefit the development andquality of the public realm.

3.11.1.6 The 35mPD GIC tower in Option C is also better in design compared with that inOptions B and A. The lower GIC tower favors wind penetration and minimizes theovershadowing effect on the Hong Kong and Kowloon Chiu Chow PublicAssociation Secondary School at the north of the Site.


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3.11.1.7 All options consider the relocation of existing public facilities within the extent ofthe proposed development in a similar way and therefore none of the three optionsare more preferable on this aspect.

3.11.1.8 The broad evaluation reveals that the design and layout of the tower blocks underOption B presents several drawbacks in terms of air ventilation, visual permeabilityand integration with the surrounding urban form. Overall, Option C is comparativelybetter performed than Options A and B. With the intention to optimize thedevelopment potential of the Site while maximize the benefits for the surroundingcommunity and minimize adverse impacts of the development, a PR of 12 will beadopted which is in line with the maximum PR suggested in the Metroplan forKowloon’s urban areas and the maximum PR for commercial zoning under the MongKok 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 hybridRDS, combining the merits of having the residential component of Option A with themerits of the commercial component in Option C. Several drawbacks have beenidentified in relation to the feasibility of this hybrid option (Diagram 3.11.1).

Diagram 3.11.1: Hybrid Residential Commercial Mixed Use


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3.11.2.2 As explained, the GFA production per floor is significantly lower for the residentialcomponent compared to the office component which is mainly due to the narrowerwidth of residential buildings. Thus, if the building heights for the two tall towers areretained at the maximum as under Option C (i.e. 230mPD and 165mPD), the overallGFA 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 around700m2 per floor compared to 1,690m2 per floor of the office tower for the centraltower under Option C. The maximum height of this tower allows 40 residentialstoreys compared to 30 office storeys resulting in an overall GFA reduction of22,700m2 as compared to Option C with a PR of 12. Pursuing these parameters forthe RDS would therefore result in a PR of 10 thus not utilizing the Site to its optimaldevelopment potential.

3.11.2.4 To allow the full use of the Site’s development potential, it would require anadditional 33 residential storeys (and an additional refuge floor) which would resultin an increase in height of around 107m to generate a maximum building height ofaround 270mPD which would rise well above the ridgeline backdrop. The addedheight would also mean that the key massing of the Site would shift towards thenarrower Sai Yee Street as compared with the wider Argyle Street in Option C. Thiswill be inevitably detrimental to the urban design and visual impact of thedevelopment as the 270mPD residential tower would be immediately adjacent toexisting residential buildings within Mong Kok’s urban grid making the developmentfurther incompatible with surrounding context.

3.11.2.5 To achieve the full development potential of the Site by placing the additionalresidential storeys as an additional tower at the northern edge of the Site (similar tothe northernmost commercial tower in Option A) would result in non-compliancewith the daylight regulations according to the B(P)R. Moreover, an additional towerwould reduce some of the merits of Option C in terms of minimizing adverse visualimpact and improved air ventilation.

3.11.2.6 While it is acknowledged that residential component would go some way to balancethe sometimes contradictory demands for new land uses in the district, the overallimpacts on the urban design and visual integration of this proposal would be reducedas compared with Option C. Furthermore, the proposed residential uses would alsohave impacts on the range of uses at the podium-level open spaces (that would needto adopt a passive character) as well as present a façade towards Sai Yee Street thatwould require substantial mitigation measures, i.e. single aspect facade facing SaiYee 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 andthe district’s popular commercial areas and the aforementioned issues, it is suggestedthat the RDS only adopts commercial uses.


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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 thedevelopment. In order to accommodate the RCHE into the Site, an alternativepodium design has been developed based on Option C which is the RDS in meetingthe requirements of 24m height restriction, openable windows and noise level limitsfor RCHE.

3.11.2.9 The design allows the RCHE to be located at the northern edge of the Site, withwindows perpendicular to Sai Yee Street and facing the adjacent school. The towerin front could provide some screening effect from the road traffic noise from ArgyleStreet, the facade could also be relocated towards Luen Wan Street. Together withthe extended podium towards Argyle Street and special design features, includingorientation of windows, architectural fins and special design windows, the location ofthe RCHE will effectively reduce noise impacts from major roads. However, allretail 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, thecompeting demands for welfare facilities at the Site, and the environmental concernson poor air quality and noise that might impact the RCHE, the provision of RCHE atthe Site is undesirable and will not be pursued.

3.11.3 Recommended Development Scheme3.11.3.1 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 broughtforward as the RDS for technical assessments to determine its developmentfeasibility and viability.

Diagram 3.11.2: Alternative Layout for RCHE


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4 Findings of the Recommended Development SchemeFinalisation Phase

Introduction4.14.1.1.1 Considerations of the Study Site’s current condition and surrounding development

have revealed a number of opportunities that would support integration of theredevelopment at the Site with its immediate environment, while simultaneouslymaximize the potential of the Site for comprehensive development with respect toprovision of public transport facilities, pedestrian connectivity to improve mobility,enhancement of pedestrian experience and quality of public open spaces. Factorspertaining to the operation of the new development such as streamlining vehicularmovement and improving the quality of public open space have also been consideredin the preparation of the design guiding principles.

4.2 Major Changes to the Initial Development Options andRecommended Development Scheme

4.2.1.1 In response to the comments received from bureaux and departments, InitialDevelopment Options A, B and C and the RDS have been further revised. Mainchanges 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 to1.18ha) (Figures 4.2.1 and 4.2.2). The changes are summarized and explained below.

4.2.2 Adopting a new PTI Layout4.2.2.1 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 coacheswas required to be provided for the relocation of the on-street PLB termini stands atFa Yuen Street and Tung Choi Street and the X-B coaches at Mong Kok. Thecapacity of the PTI was therefore increased to meet the targets of TD. The latest PTIlayout 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 twolevels, namely the PTI for PLB and the L/UL facilities for X-B coaches. The PLBPTI will be located at ground floor (Level 1) with main access point at the junctionof Sai Yee Street/ Mong Kok Road. The L/UL facilities for X-B coaches is proposedto be located at basement level one (B1) and to share the main access with thedevelopment 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-Bcoaches at Level 2 of the podium had been explored. From traffic technical point ofview, placing the L/UL facilities for X-B coaches at Level 2 of the development istechnically 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.


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retail, GIC spaces and the elevated POS on podium deck which is proposed to beprovided on the same floor. Besides, placing the facilities at Level 2 will reduce theefficiency of the activities within the podium. Currently the retail activities at streetlevel and the podium are well connected, placing the L/UL facilities for X-B coachesat 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, placingthe facilities at Level 2 of the podium will result in a large size podium developmentalong Sai Yee Street creating a wall-effect to the pedestrians at street level. A largesize podium development is not desirable from urban design nor architectural pointsof view.

4.2.2.4 Also, the existing Mong Kok Road Footbridge connects with the retail/ GIC spacesat Level 2 of the proposed development under all options. Pedestrians from the MongKok Road Footbridge through the development to the MKES deck can experiencethe retail/GIC activities located along the route. Placing the L/UL facilities for X-Bcoaches at Level 2 will lead to change of such walking environment to a lessdesirable 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 thesemi-sunken design is not desirable from the land use efficiency point of view. Forthe semi-sunken floor, half of the storey (3.5m in height) is still required to be aboveground for natural light and ventilation. Therefore, an internal ramp has to beprovided from Level 1 down to the semi-sunken level. The internal ramp will occupypart of the usable floor area of the PLB PTI which is anticipated to lead to areduction of approximately 20 PLB spaces, making the final number of PLB spacesprovided in the PTI to 32 which is far less than the requirement set by TD. Anadditional level would therefore be necessary if the required numbers of spaces forPLB and X-B coaches are to be retained.

4.2.3 Carriageway Widening at Luen Wan Street4.2.3.1 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 thejunction of Argyle Street/ Yim Po Fong Street is proposed to be widened to 12.5mdual-way three lanes. The widening of the carriageway will improve the traffic flowat Luen Wan Street which will also benefit the proposed development with its mainingress/egress point located at Luen Wan Street.

4.2.4 Revising the Width of Footpaths4.2.4.1 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 bewidened to 7.5m pedestrian walkways. The pedestrian walkways include 3m amenityplanting strip and 4.5m footpath6. In order to optimize the development potential ofthe 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 incommercial/residential zone with high pedestrian volume, footpath/walkway should be of width of 4.5m plus 3mstreet furniture and green zone for planting of large trees or understorey planting along boulevards or main roads.


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walkways along Argyle Street and Sai Yee Street are reduced to 4.5m as a result. The4.5m footpaths together with the at-grade open space provided within the Site willserve 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 alsoproposed for Luen Wan Street, the footpath is proposed to be widened to 3.5m underthe current revised initial options.

4.2.5 Refinement in Proposed Development Site Boundary4.2.5.1 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 siteboundary 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 Options4.3.1.1 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 eachoptions are listed in Table 4.3.1 below. The revised initial options are shown inFigures 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 theoffice spaces and retail spaces. Other changes include the change in layout andarrangement of the PTI.


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Table 4.3.1: Changes to Initial Options

InitialOption A

RevisedOption A Changes Initial

Option BRevised

Option B Changes InitialOption C

RevisedOption C Changes

Development Site(m2) 11,600 11,800 +200 11,600 11,800 +200 11,600 11,800 +200

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 +1,400GIC 5,018 5,018 - 5,018 5,018 - 5,018 5,018 -PTI and PublicCar Park 10,450 11,450 +1,000 10,450 11,450 +1,000 10,450 11,450 +1,000

Site Coverage (%) –At grade (about) 65 65 - 65 65 - 65 65 -

Coverage (%) – Bytowers (about) 26 26 - 65 65 - 58 58 -

Max. BuildingHeight (mPD) 145 145 - 145 145 - 230 230 -

POS within the Site(m2) - Total 4,550 4,550 - 3,850 3,850 5,650 5,650 -

Podium Deck at13mPD - - - - - 1,600 1,600 -

Podium Deck at23mPD 1,350 1,350 - 1,350 1,350 1,350 1,350 -

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 andthe podium are 3.5m and 5m respectively, while the floor to floor height of the community hall is 10m.


Final Report (FR)


4.4 The Recommended Development Scheme4.4.1.1 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 buildingof 35mPD at the north. While encroaching onto the ridgelines, the RDS providesmore 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 initialoptions which have a long 3-storey podium. The RDS also offers the largest amountof POS which are interconnected at different levels. The air ventilation performanceof the RDS would perform better than other initial options given its permeabilityalong Fife Street and low podium design. The tall tower under the RDS alsoproduces a downwash effect on the pedestrian level which facilitates windpenetration.

4.4.1.2 Efforts have been made to explore whether the Site can be further open up toenhance the visual permeability and provide larger open space which are mostlyneeded in an old urban area without affecting achieving PR 12. The various transportand GIC facilities proposed in the initial options should also be maintained to meetthe local needs. After further study, the RDS is further developed with enhancementon the open space provision and visual permeability, especially at the pedestrianlevel. 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-risetowers is also reduced from two to one to allow a larger POS to be provided at theentrance 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 isslightly adjusted upward to 6 storeys (40mPD). This allows the GIC facilities to beconsolidated at the same cluster and create a better integration of the GIC facilitiesprovided within the development.

Integrated POS

4.4.1.5 The podium design in general remains the same. A small retail block of 33mPD isproposed at the southern part of the podium platform to facilitate the connectionbetween the proposed southern elevated landscaped walkway above Luen Wan Streetand the proposed footbridge across Argyle Street to Mong Kok south area.

4.4.2 Planning Merits and DemeritsMerits

4.4.2.1 The RDS will inherit the Mong Kok identity through injecting diversifiedcommercial activities and bringing in the energetic, vibrant and trendy streetactivities at Mong Kok. The building layout will facilitate the interaction betweenPOS and other on-site activities including on-street shopping, dining, art installationand performance in order to promote social gathering and networking of the users.


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4.4.2.2 A landmark building with height reaching 350mPD though breaching the ridgelineswill create an eye catching built form from the Hong Kong Island, which flexibilityis allowed under HKPSG on individual merits and for special landmark buildings togive punctuation effects at suitable locations. A stepped building height profilewhich gradually decreases from the central part of the Site towards south and northdirections 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 of6,550 m2 POS will be provided for leisure purpose due to the minimized buildingfootprints of the towers. Spaces are also reserved to actively interact with the retailfacade of the proposed development and maximize the openness of the area. Theproblems of congested environment and lack of leisure places will be relieved. Theneed 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 thedevelopment potential of the whole redevelopment. The future privately owned POSwill be managed and maintained by the future developer(s) to facilitate theintegration and implementation of the development.

4.4.2.5 Convenient transportation network favouring the visitors and locals to commute toand from the Site will be provided.

4.4.2.6 Convenient locations for the visitors and locals to access the shopping centre at thepodium, the shopping arcade and also the energetic on-street shopping experience atthe retail facade of the developable area will be provided.

4.4.2.7 Pedestrian movement is well connected through the existing and planned footbridgesystem at Mong Kok Road and Argyle Street for the people between the Study Siteand the diverse types of commodities available at Mong Kok.

4.4.2.8 The diverse commercial activities, convenient pedestrian connectivity and theinjection 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 preventoverloading the capacity of the foundation. Should further development be erectedon 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 pedestrianlevel along Fife Street to facilitate view penetration into the development over thepodium.

Demerits

4.4.2.11 The dominating building height of 350mPD is comparative to the building height ofInternational Finance Centre (410mPD) in Central and International CommercialCenter (490mPD) in West Kowloon. The beaching of ridgelines will be one of thepublic concerns.

4.4.2.12 GIC facilities, a two-level PTI at ground floor and basement level 1 and public carparking spaces are provided in response to public needs. However the salable GFAof the development will be reduced.


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4.4.2.13 The development potential at the MKES deck is not capitalized due to structural andland issues. Planning of the whole KCRC deck platform should be consideredseparately.

4.4.2.14 Overshadowing effects from the 350mPD tower towards the surrounding buildingswill be anticipated.

4.4.3 Design Concept and Development Parameters4.4.3.1 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 MongKok and MKES to generate a new eastern node to the district. The design respondsto multiple programmatic needs integrating retail and grade-A office with a groundfloor configuration that extends Fife Street into the Site to create a new pedestrianconnection to the Luen Wan Street Sitting-out Area. The POS at Level 1 is alsomaximized to create the largest amount of leisure place for local enjoyment. Visualrelief to the people in the area is also enhanced by the minimized building footprintsof the towers (Diagram 4.4.1).

Diagram 4.4.1: RDS– Development Concept


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4.4.3.2 In addition to the common design elements, the key characteristics (Figures 4.4.1 to4.4.4) 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 RefinementDevelopment Site (m2) (excluding the areasetback for road/footpath widening)

11,800

Plot Ratio 12Site Coverage (%) – At grade 65%Coverage (%) – Above 15m 46%Max. Building Height (mPD)# 1 350Number of Storeys (excluding basement) Max. 78GFA (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 3,450/80POS within the Site(m2) 6,550 - Entrance Plaza 3,200 - Podium Deck at 13mPD 2,000 - Podium Deck at 23mPD 1,350POS 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-risebuildings.*: A total 125,132m2 of commercial GFA for grade-A office, hotel, shops and services, place of entertainment etc. will beprovided in the RDS. The Hotel/ Office and Retail GFA mix is subject to future developer(s) to decide according to the market.


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 theMasterpiece, 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 forX-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 4mand 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 Assessments4.4.4.1 Based on the RDS, the worse-case scenario of the land use mix possible for the

redevelopment was adopted for technical assessments. The development parametersare presented in Table 4.4.2.

Worst Case Scenario

4.4.4.2 According to Transport Planning and Design Manual (TPDM), hotel trip rates (lowerlimit) are based on number of guest rooms. The trip rates for hotel are anticipated togenerate less traffic trips than office development. The worst-case scenario withcommercial GFA under the RDS is only for grade-A office and retail uses only wasadopted. Future developer(s) may add hotel element at the redevelopment sitewithout generating more traffic trips.

Table 4.4.2: Development Parameters for Worst-Case Scenario of RDS for AssessmentsDevelopment Site (m2) (excluding the areasetback for road/footpath widening) 11,800

Plot Ratio 12Site Coverage (%) – At grade 65%Coverage (%) – Above 15m 46%Max. Building Height (mPD) 350Number of Storeys (excluding basement) Max. 78GFA (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


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4.5 Key Design Components

4.5.1 Commercial Uses4.5.1.1 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 Metroplanfor the Kowloon area and as stipulated under “Commercial” zoning of the relevantOZP. About 17,872 m2 of retail space is distributed on the podium floors and upperlevels. A total of about 107,260m2 of grade-A office space will be generated which isdistributed to approximately 78 floors in the central high-rise tower. A 6-storey GICbuilding is proposed at the northern side of the Site achieving a total GFA of5,018m2 for GIC uses (including the GIC facilities in the podium). In addition, thePLB PTI and the L/UL facilities for X-B coaches will occupy about 8,000m2 whilethe 80 public car parking spaces including 10 spaces for coaches and heavy andmedium goods vehicles will take up about 3,450m2 at the basement levels (Figures4.5.1 to 4.5.10).

4.5.2 Public Uses and Facilities4.5.2.1 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 WanStreet are re-provided within the basement of the proposed development with a totalof 548 parking spaces. The car parking area associated with existing MKGO togetherwith the vacant land at southern portion of the MKES deck are proposed to bedeveloped as a passive POS for leisure purpose. Similarly, a public toilet will beprovided each at the floors of the PLB PTI and L/UL facilities for X-B coaches forreprovisioning of the public toilet near the existing FEHD depot and for theconvenience 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 PublicAssociation Secondary School is proposed for GIC uses. The building height of thetower is designed to be at 40mPD including rooftop facilities and providing a gradualincrease in building height from the School to the 350mPD central tower, creating anun-offensive and transitional visual environment to the surrounding area. Detailsabout the proposed GIC facilities are listed in Table 4.5.1 below.

Table 4.5.1: RDS – GIC FacilitiesLocation GIC Facilities Department GFA (m2)

(about)Tower 1 UG4 Integrated Children & Youth

Services Centre (ICYSC)SWD 1,230

Tower 1 UG3 Neighbourhood Elderly Centre* SWD 667UG2 Day Care Centre for the Elderly

(60-place)*SWD 909

UG1 and UG2 Community Hall^ HAD 1,100 &%

UG1 Integrated Community Centrefor Mental Wellness*

SWD 872

UG1 Customer Enquiry Counter % WSD 240Total 5,018


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Location GIC Facilities Department GFA (m2)(about)

Other –Level 1 PLB PTIBasement 1L/UL Facilitiesfor X-B Coaches

Public Toilet#

Public Toilet+FEHDFEHD

6060

*: 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 hallshould be provided with teakwood floor and good acoustic design. Major facilities include stage lighting, stage curtain, publicaddress system and two badminton courts. Separate entrances, lift service and car-parking / loading / unloading facilities shouldpreferably 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 therepovision of the existing public toilet at the Site. The size of the public toilet has been increased to 100m2 under the revisedRDS 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 publictoilet has been increased to 100m2 and the floor of the L/UL facilities for X-B coaches has been moved to Basement 2 levelunder the revised RDS in Table 6.8.1. In addition, the L/UL facilities for X-B coaches including the public toilet will bemanaged by the future developer(s).%: As subsequently confirmed by WSD, the originally proposed customer enquiry counter will no longer be required whichwill be provided at an alternative site, allowing an increase in the size of the community hall to a standard size of 1,260m2 inGFA.

4.5.2.3 All the GIC facilities requested by SWD and HAD are air and noise sensitivereceivers and require special attention in the arrangement of the facilities. However,as there are no GIC facilities involving domestic premises which require naturalventilation to be provided to every room for habitation, mechanical ventilation can beproposed as a mitigation measure for the GIC facilities and other noise and airsensitive receivers (i.e. hostel, nursery, education institution, performing arts centresetc).

4.5.3 Building Height4.5.3.1 The proposed maximum building height for the landmark building is 350mPD which

is 90m above Langham Place. This building will break through the “20% BuildingFree Zone” and the ridgelines of Lion Rock and Beacon Hill as seen from the SunYat 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 and33mPD 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 OZPrequirement for a building gap above this level. POS is proposed on the podium deckeach 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 Provision4.5.4.1 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. Owingto the close proximity to public transport services and network, lower end of theHKPSG car parking requirements are adopted for the provision of car parking spaces


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 bereprovided under the car parking spaces provision within the future Sai Yee Streetdevelopment. The car parking facilities will be placed at the basement of thedevelopment. The requirement of parking spaces for persons with disabilities shalltake reference to regulation 72 of the B(P)R.

Table 4.5.2: Required Parking and Loading/Unloading Facilities

Use Facility HKPSG/Specific Requirement RequiredProvision

TentativeProvision

Retail(17,872m2)

CarParkingSpaces

1 car space per 200m2 to 300m2 60-90 60Motor-cycle: 5-10% of totalprovision for private cars 3-9 3

L/ULBays for

goodsvehicles

1 L/UL bay per 800m2 to1,200m2

Goods vehicle provision isdivided into 65% LGV and 35%HGV

LGV:10-15HGV:5- 8

Total:15-2315

Office(107,260m2)

CarParkingSpaces

For first 15,000m2, 1 space per150m2 to 200m2

Above 15,000m2, 1 space for200m2 to 300m2

383-562 383

Motor-cycle: 5-10% of totalprovision for private cars 20-57 20

L/ULBays for

goodsvehicles

1 L/UL bay per 2,000m2 to3,000m2


LGV:24-36HGV:12-18Total:36-54

36

Lay-by1 pick-up/drop-off lay-by fortaxis and private cars for every20,000m2

6 6

GIC(5,018m2)

CarParkingSpaces

16-seater van with tail-lift (forday care centre for the elderly 3 3

Private car including 1 for thedisables (for community hall) 2 2

L/ULBays for

goodsvehicles

For shared use between socialwelfare facililties 1 1

L/ULBays forcoaches

For community hall 1 1

Ambul-anceBays

For community hall 1 1

7 The latest number of the car parking spaces to be re-provided in the proposed development is confirmed to be 41instead of 35 under the revised RDS.


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Use Facility HKPSG/Specific Requirement RequiredProvision

TentativeProvision

Lay-bysfor vans For community hall 2 2

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 35under the revised RDS.

4.5.5 Public Open Space Proposal4.5.5.1 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 YeeStreet 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 TreeProtection Zone (TPZ) will retain in-situ and with the potential OVTs to form alandscaped 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 ArgyleStreet and Sai Yee Street. The landscaped areas would also fully integrate with thestreetscape and future development especially at the street level for better integrationand connectivity as a whole.

4.5.5.2 The POS at +23mPD and +13mPD on the podium deck also provide landscapedvisual elements when viewed from Mong Kok Road and Fife Street towards theKadoorie Hill respectively. Public access with proper barrier free access facilitieswill be provided to all the POS within the development and the POS on the KCRCdeck adjacent to the development.

4.5.6 Landscape Proposal4.5.6.1 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 theintensely built Argyle Street. The POS has a balanced share of hard and softscapewith planters separating the public footpaths along the abutting streets providingfiltration of traffic noise while regularly providing visual permeability towards the

reflectdevelopment. Functions from the development can spill out onto the POS tothe 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, directlyconnected to the proposed elevated pedestrian route between MKES and thefootbridge system at Mong Kok Road via the existing footbridge at the Luen WanStreet Sitting-out Area and the proposed southern elevated landscaped walkwayconnecting the development podium and the MKES deck. The POS is extended onto

m2the development to the 2,000 sized POS at +13mPD on the podium deck, the LuenWan Street Balcony, increasing its accessibility and visibility. The design of the twoPOS coheres to each other with visual connectivity.

4.5.6.3 The third POS proposed in the development is at +23mPD on the podium deckbetween the central tower and the northern GIC building, the Sai Yee Terrace,


Final Report (FR)


providing an elevated green space on top of the retail podium. The space primarilyprovides a lush green outdoor seating area adjacent to the GIC facilities within theproposed development. The outdoor space is located directly on top of the pedestrianroute from the Mong Kok Road Footbridge to the MKES through the development.

m2The size of this outdoor park is 1,350 .

4.5.6.4 The total area of the proposed POS within the whole Study Site is 9,750m2 with up to6,550m2 within the site for development, which equals to about 56% of theDevelopment Site, and conforms to APP-152 SBDG which requires the provision ofa minimum of 20% landscaped area at the main pedestrian levels. With reference tothe “Public Open Space in Private Developments Design and ManagementGuidelines” (POSPD), within each POS, at least 30% of the POS area is to besoftscaped when its design intention is for “plaza”, and at least 50% is to besoftscaped when its design intention is for “public green”, corresponding to aminimum of 960m2 for the at-grade POS, a minimum 600m2 for the POS at +13mPDon 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 forpassive activities as a civic square in front of the MKGO for visitors and locals. Itwill be fully integrated with the POS within the development for coherent design andoverall connectivity. The 3,200m2 sized POS with landscaped and delineated gardenareas adjacent to the MKGO will respond to the deficit and request for more POSfrom the public.


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4.6 Proposed Traffic Facilities

4.6.1 New PTI4.6.1.1 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. Themain access point is at the junction of Sai Yee Street/Mong Kok Road for the PTI onground floor which is solely for PLB. L/UL facilities for X-B coaches are alsoproposed at Basement 1 level of the proposed development with main access point atLuen Wan Street. The proposed L/UL facilities for X-B coaches consist of a totalnumber of 15 bays8 for X-B coaches to accommodate the existing and future X-Bcoach routes. The PLB PTI will have a total of at least 52 bays to accommodate thefuture demand (Figures 4.5.2 and 4.5.7).

4.6.2 Internal Transport Facilities4.6.2.1 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 goodsvehicles at Basement 2 level of the development (Figure 4.5.8). Moreover, 6 nos. oftaxi/private car lay-bys and pick-up/drop-off bays for serving the GIC facilities willalso be provided at Basement 2 level.

4.6.2.2 Public car parking spaces and ancillary car parking spaces for the development aswell as those for reprovision of the existing MKGO car park will be at Basement 3and 4 levels of the development (Figures 4.5.9 and 4.5.10).

4.6.3 Proposed Pedestrian Connection4.6.3.1 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 thePlanned Argyle Street Footbridge (Figure 4.5.3). The connection will facilitate thepedestrian movement from MKES to the Mong Kok Station and may divertpedestrian flow to this route. The proposed southern elevated landscaped walkway(which connects to the southern low-rise building of the development) and northernelevated landscaped walkway (which connects through the podium of thedevelopment by a proposed link bridge to the Mong Kok Road Footbridge) areproposed to be 24-hour accessible. To facilitate pedestrian circulation, 24-hourpedestrian barrier-free access routes are proposed within the development and alongthe 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 pedestriannetwork will greatly enhance the integration of the Study Area. Pedestrian travel timewill be reduced with fewer conflicts between pedestrians and vehicles. According tothe information provided by HyD, as part of the Universal Accessibility Programme,lifts would be provided to the elevated walkway at Luen Wan Street, which isscheduled to be completed in 20189. As such, the lifts will be integrated into thedesign 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-Bcoaches, the number of bays is reduced from 22 to 15 which was agreed by TD.


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free access among various POS, commercial and GIC facilities, the MKES and thesurroundings are required wherever they are technically possible.

4.6.4 Road/Footpath Widening4.6.4.1 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 redevelopmentat the subject Site, both Sai Yee Street southbound and Argyle Street eastboundwould be granted an opportunity for partial road/footpath widening. Road/footpathwidening works along Luen Wan Street would also be undertaken to facilitate thedevelopment.

9 Contract No. HY/2013/23 – Provision of Barrier-free Facilities for Highways Structure Phase 3 Contract 4.


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5 Technical Assessments on RecommendedDevelopment Scheme

5.1 Geotechnical and Structural Engineering Assessments

5.1.1 Geotechnical5.1.1.1 The detailed site history and geology is presented in the baseline review report.

Further aerial photograph interpretation is conducted by going through the availableaerial 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 onrock will be a choice of the foundation scheme. With deep basement, there could benet uplifting force acting on the bottom of the podium. Mini piles or tension anchorscould be considered in dealing with the uplifting forces. The diameter and length foreach 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, pador raft foundation with rock excavation could be a potential foundation type for theseareas. Due to the lack of ground investigation (GI) information on WSD compoundand FEHD depot, the rockhead level within the area may vary and combinationfoundation 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 levelto rock head consists of layers of fill, alluvium, completely decomposed granite(CDG) and highly decomposed granite (HDG). Based on the current available GIinformation, 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, amaximum depth of 21m for four levels of basement is proposed for the RDS. As partof the excavation area is within MTR railway protection zone, settlement controlbecomes a critical issue. In order to minimize ground movement induced byexcavation, diaphragm walls with 1m in thickness are suggested as the retainingstructure with top down construction method. Other than using soil nails, newbasement wall with extension to above ground level can also be used to retain theexisting elevated Luen Wan Street as one of the possible options for the retainingworks.

5.1.1.4 A model with the use of the geotechnical engineering analysis software FREW hasbeen set up to simulate the excavation process. The analysis result shows that themaximum total induced ground settlement is around 39mm within 5m distance fromthe excavation boundary which decreases to 18.5mm at 15m distance, implying thata minimum offset of 15m from the MTR railway protection zone is required forexcavation and lateral support (ELS). The basement boundary of the RDS is about20m 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 threetypes of activity: excavation works; diaphragm wall installation; and waterdrawdown. However, as the railway station, i.e. MKES, was built on a large cutslope during 1910s, the Study Site could be treated as pre-loaded. Water drawdownduring excavation stage will cause additional loading on the area. As the Study Siteis pre-loaded, ground settlement induced by water drawdown may be minimal andthe total ground settlement caused by the excavation may be smaller than the model


Final Report (FR)


result. Moreover, there are some existing underground structures such as caissonpiles and retaining walls in the surrounding areas, which may potentially stiffen theground and help reduce the ground settlement. All these will be studied in futuredetailed design stage.

5.1.1.6 The closest building to the excavation is the Hong Kong and Kowloon Chiu ChowPublic Association Secondary School which is on pile foundation, hence theinfluence is not critical. The foundation information for the buildings close to theSite including those on opposite sides of Sai Yee Street and Argyle Street issummarized in Table 5.1.1 below. All are on pile foundations except Sun MongHouse which is almost out of the excavation influence zone with about 35m awayfrom excavation boundary. There will only be minimal settlement at such fardistance. Close settlement monitoring for all the nearby buildings will be conductedduring the construction stage of the ELS works especially those on shallowfoundations.

Table 5.1.1: Foundation Information of nearby BuildingsNo. Address Lot. Foundation Type Details

1 19 Yim PongSt.

LEE FUNGBUILDING

Driven steel tubepiles

Pile depth about 12m; diameter 300 to 480mm;capacity 34 to 72 ton

2 317 CastlePeak Rd.

CHEONGMINGBUILDING


Pile depth about 20m; diameter about 500mm;capacity 90 ton

3 Argyle St.72-78

HONG LOKMANSION

Driven Steel tubepiles

Depth of pile 13 to 17m; diameter 350 to520mm

4 Sai Yee St.61-91

WAI KEEHOUSE

Driven squareconcrete piles

Dimensions: 356mm*356mm* 13.7m &356mm*356mm* 12.2m; capacity 55 ton

5 Sai Yee St.101-105

- Bored piles anddriven steel tubepiles

Bored pile diameter 2.5m, toe level -21.5m;driven pile diameter 420 to 470mm, length24m


- Driven steel tubepiles

Diameter 320 to 470mm


- Driven steel tubepiles

Depth of pile about 20m; diameter 350 to520mm; capacity 50 to 110 ton


KIN WONGMANSION


Pile depth 18 to 21m; diameter 320 to 470mm


TAI YUEMANSION


Pile depth 12 to 18m; diameter 350 to 520mm;capacity 50 to 110 ton

10 Sai Yee St.135A-135B

MONGKOKBUILDING


Pile gross length 17m and net length 14m;diameter 610 mm; capacity 151 ton

11 58 MongKok Road

KWOK CHAIBUILDING

Caissons Diameter 1200 to 1800mm with bellout 2100 to3500mm; capacity 277 to 757 ton

12 50-56 MongKok Road

SUN MONGHOUSE

Caissons andspread footings

Bearing capacity of spread footing 3.0 T/sq.ft

13 Sai Yee St.141-145

CHENG WAHMANSION


Depth of pile 12 m to 14 m; diameter 400 to520mm; capacity 67 to 110 ton


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No. Address Lot. Foundation Type Details

14 Sai Yee St.150

Hong Kongand KowloonChiu ChowPublicAssociationSecondarySchool

Steel H piles(socket & driven)and driven steeltube piles

Steel H 305*305*180 kg/m, capacity = 2400kN(single) & 2040 kN (group), length = 20 to30m; steel tube pile diameter 430 to 500mm,capacity 60 to 75 ton

5.1.1.7 Although the total settlement for surrounding utilities seems to be large, theestimated 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 constructionand bulk excavation rates, it is one of the ground related risks which needs to beaddressed in future detailed design stage with further well-planned groundinvestigation 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-gradePOS above the basement area are required to be preserved in-situ. No excavationwithin their TPZs up to Basement 1 level should be allowed. Retaining wallsenclosing the TPZs of the trees will be constructed to facilitate the basementexcavation. The retaining walls can be diaphragm walls or other types of walls, suchas contiguous bored pile walls, pipe pile walls, soldier pile walls, etc. Underpinningis required for the excavation below the TPZs of the trees from Basement 2 toBasement 4 levels. Traditional tunnel excavation techniques could be used forexcavation with underpinning below the trees, such as installing horizontal pipe pilesat Basement 1 level and then excavate under TPZ areas step by step with temporarysupporting frame. For permanent structure, the loading of the trees and thesurrounding soil will be transferred to the underpins then through beams andcolumns to the foundation. Due to the large soil load, bored pile foundation ispreferred. Six piles with 2m in diameter are expected to support a typical TPZ area ofsize 27mx21m.

5.1.2 StructuralBasement and Foundations

5.1.2.1 As described above, the proposed foundation solution consists of bored piles withsupplementary mini piles or tension anchors if required to control uplift. Padfoundations may also be considered should the ground conditions allow for it. Anappropriate foundation solution should consider the effect of soil-structureinteraction which will influence the distribution of vertical loads on the ground andstresses in the structures, soil settlement and the dynamic behavior of the structureunder the effects of horizontal forces. Any lack of stiffness at the base can bedetrimental to the performance of the overall structure.

5.1.2.2 In addition to the geotechnical considerations with the proposed basement, asdescribed above, there are requirements of the structure that are unique for the high-rise building with basement extends beyond the tower footprint. Slab continuityshould be maintained across the basement to resist lateral pressures (unlesspermanent ground anchors are employed). Additionally, with large spans,


Final Report (FR)


consideration will need to be given to the construction method to ensure shrinkageand 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 80storeys). 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 ofapproximately 45m by 50m. However, the overall slenderness (ratio of height tosmaller breadth) is less than 8 which suggests that the building is able to performreasonably 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 stabilityand overturning capacity. Being ‘super tall’ precludes the use of systems typicallyadopted 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 relativelyclose distance. While these systems can reduce the structural requirements for acentral concrete core, they are unlikely to be suitable for the RDS given that theywould 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, whichrequires perimeter ‘mega columns’ to act in combination with a central ‘mega core’.This is achieved through the introduction of horizontal outrigger elements (oftentrusses) of one or two floors deep, connecting the core with the outer columns atregular height intervals up the building. At the levels of the outriggers will beexterior solid walls or trusses (‘belt trusses’) connecting the perimeter columns to theoutriggers 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 asthe great number of occupants and lifts/building services requirements that thebuilding must accommodate. Internal walls and openings may be developed in orderto suit the internal building arrangement which should integrate with lift shafts andlobbies, staircases and primary vertical services shafts. This is especially pertinent tothe PTI in order to suit the necessary thoroughfares. The core and column structuresshould remain continuous through to foundation level. The use of transfer plate is notdeemed 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 considerthe use of high strength concrete and composite column sections such as encasedsteel and concrete filled tubular sections.

Podium

5.1.2.9 A Podium structure extends beneath the Tower with height from 1 to 3 storeys aboveground level. Two low-rise building blocks of maximum building height at 40mPDand 33mPD are proposed at the northern and southern portions of the Siterespectively on top of the podium. The podium accommodates a PLB PTI, some GICfacilities and retail units which may require large open floor and larger floor-to-floorheight, allowing the consideration of a different (to the Tower) construction method.


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Public Open Space

5.1.2.10 Parts of the podium deck will be for POS use while the southern portion of theKCRC deck is proposed to be converted to POS use. Any conversion/change of useshould consider the structural and geotechnical capacity of the existing structures.

5.1.2.11 Two elevated landscaped walkways across Luen Wan Street connecting the proposeddevelopment with the KCRC deck are proposed. These walkways should besupported 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 thepavement (in a similar fashion to the structure supporting the existing staircase thatconnects Argyle Street with MKES) or on some other suitable locations.

5.1.3 Conclusion5.1.3.1 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.


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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 RDSComponent^ GFA (m2)Retail 17,872Office 107,260G/IC 5,018PLB PTI 4,000L/UL Facilities for X-B Coaches 4,000Public Car Park (including 10 spaces for coachesand heavy and medium goods vehicles)

3,450

Total 141,600

5.2.1.2 The GFA above will be set as the basis for conducting the technical assessments, atthe Design year of Year 2027. The development is proposed to have the full intakeby Year 2024 and by TD’s requirements, 3 years after the full intake should beassessed. Hence, Year 2027 is set as the design year.

5.2.2 Pedestrian CirculationGround Level (Figure 5.2.1)

5.2.2.1 The development would be setback along the kerbline of Sai Yee Street, ArgyleStreet, and Luen Wan Street thus creating wider footpaths along the streets. Theexisting footpaths of around 3m will be widened to a width of 4.5m at Sai Yee Streetand Argyle Street while the existing footpath at Luen Wan Street will be widenedfrom about 3.0m to 3.5m.

5.2.2.2 The widened footpaths would encourage pedestrian movement along Sai Yee Streetand 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 thejunction of Argyle Street and Sai Yee Street. The space will also function as anentrance plaza. With the integration of the existing OVT and potential OVTs into thePOS, it is anticipated that pedestrians will be attracted to the POS for the green andpleasant 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 theKCRC deck will be provided, creating a second layer of walking environment whichconnects to existing PTI on the deck fronting the MKES, and via two elevatedlandscaped walkways to Tower 1 (the GIC block), Tower 2 (the super high-risetower), and Tower 3 (the southern block for pedestrian circulation) of the proposeddevelopment, illustrated in Diagram 5.2.1 below:


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 toconnect with the Mong Kok Road Footbridge.

5.2.2.6 A footbridge connection is also proposed between the planned Argyle StreetFootbridge and the POS on podium deck at 13mPD of the proposed development toenhance pedestrian circulation from the planned Argyle Street Footbridge throughthe proposed development to the KCRC deck. The exact location of the footbridgeconnection is subject to further study/agreement.

5.2.2.7 With direct access to the MKES, it is anticipated that majority of the pedestriansusing the station would be diverted to the podium level to access the adjacentdevelopments, taking advantage of the seamless connection to the existing andplanned 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. Inaddition to the lifts at Tower 2 (high-rise tower) providing vertical accesses frombasement levels to all levels of Tower 2, there are multiple vertical access pointsavailable for providing barrier-free facilities for accessing multiple levels frombasement levels to ground level at Tower 1 (GIC block) and Tower 3(block forpedestrian circulation).

5.2.2.9 At the west of the development, there are escalators available for pedestrianscommuting between ground level and the Mong Kok Road Footbridge and podiumdeck. Lifts are also provided for pedestrians to access all levels of Tower 2 fromground level.


Final Report (FR)


5.2.2.10 At the south, there are escalators available for pedestrians commuting betweenground level and the podium deck, whereas lift service is also available forpedestrians accessing all levels of Tower 3 from ground level, and as barrier-freeaccess to the proposed link bridge connecting to the planned Argyle StreetFootbridge.

5.2.2.11 At the north, there are escalators paired with lift service for the connection betweenthe 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 proposedfor the major pedestrian routes within the development.

5.2.3 Traffic ArrangementIngress/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/ULfacilities 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 implementimprovement measures in the vicinity if allowed. With the proposed redevelopmentat the Site, Sai Yee Street southbound and Argyle Street eastbound would be grantedan opportunity for partial road/footpath widening. The proposed road layout for theworks is illustrated in Figure 5.2.15.

5.2.3.3 Sai Yee Street southbound - Currently the width of the Sai Yee Street southboundcarriageway ranges from 7m for 2 traffic lanes to sub-standard 11.5m for 4approaching lanes towards Argyle Street. Under the RDS, it is proposed to widen thecarriageway 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 to4.5m.

5.2.3.4 Sai Yee Street northbound – The approach arm of Sai Yee Street northbound at thejunction of Sai Yee Street/Argyle Street would be widened from 7.0m to 7.5m tocater for an additional pedestrian refuge to facilitate the proposed junctionmodification scheme in terms of method of control (MOC).

5.2.3.5 Argyle Street eastbound - Currently the width of the Argyle Street eastboundcarriageway ranges from about 9.9m (3 lanes) to 14.2m (5 lanes). It is proposed towiden the carriageway with width in range from 11.5m~12m (2 lanes) to 15m (5lanes) including the standard left turn lane for Luen Wan Street. The footpath will bewidened to 4.5m.

Luen Wan Street Road/Footpath Widening

5.2.3.6 Vehicles are expected to enter the proposed development from Luen Wan Streetnorthbound solely. This section of Luen Wan Street (between the ingress/egresspoint and Argyle Street) is proposed to be widened from existing 6m to 12.5m, with


Final Report (FR)


3 lanes including 2 northbound lanes and 1 southbound lane to Argyle Street. Thefootpath 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 MKESconcourse. The existing PTI consists of seven different routes of franchised buseswhich are summarized in Table 5.2.2 below:

Table 5.2.2: Franchised Buses Routes Operating at the Existing PTI on KCRC DeckBus 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 DeckGMB 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 inTable 5.2.4 below:

Table 5.2.4: Taxi Stand and Drop-off Point at Existing PTI on KCRC DeckNo. Taxi Stand/ Drop-off Point Length1 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 isworthwhile to explore more opportunities to improve the configurations andarrangement of the existing PTI and also the waiting environment of the passengersi.e. provision of seats, landscaping and Wi-Fi services at the waiting area of the


Final Report (FR)


existing bus terminus. The management and maintenance responsibility of thefacilities 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 consolidatingsome 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 thesections of (i) Tung Choi Street and Fa Yuen Street between Mong Kok Road andArgyle Street and; (2) Fife Street between Fa Yuen Street and Sai Yee Street to theSite 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 thePTI at Level 1 which is solely for PLB. The PLB would access the PTI via Sai YeeStreet 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 furtherenhancement will be carried out, subject to comments from various parties andstakeholders. Nevertheless, footpaths of minimum 3m in width will be providedinside the PTI.

Proposed L/UL Facilities for X-B Coaches and Internal Transport Facilities atBasement

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 cumstopping points at Sai Yee Street near MacPherson Playground and the new X-Broutes operating to/from the new boundary control points. Besides, car parkingspaces 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 andmaintenance of the X-B facilities and public car parking spaces. The ingress/egresspoint 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 existingnearby on-street X-B coach termini and stopping points in the area into the proposeddevelopment is limited. The following criteria have been taken into account forprioritizing 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; andf. 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 coacheswill be provided in the development according to the latest requirement. Thepassenger 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 waitingareas will also be air-conditioned to provide a better environment for awaitingpassengers.


Final Report (FR)


5.2.3.17 The area for pick-up/drop-off for the GIC facilities proposed in the development aswell as lay-bys for private cars and taxis will be at Basement 2 level. In addition, 10spaces for coaches/medium and heavy goods vehicles and 52 parking spaces forL/UL (17 for heavy goods vehicles and 35 for light goods vehicles) are proposed tobe 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 (70parking spaces) located at the corner of Argyle Street and Luen Wan Street. Due tothe redevelopment, it is proposed to terminate the tenancy agreement of thistemporary car park. The affected public car parking spaces will be reprovisioned intothe future car park at the proposed development.

5.2.3.19 The existing government car park (35 parking spaces) at the south of MKGO isproposed to be relocated and incorporated into the future car parking spaces providedwithin the proposed development. The removal of the existing car park allows acomprehensive design of the proposed POS on KCRC deck and a continuousconnectivity within the POS (Figures 5.2.13).

5.2.3.20 The ancillary car parking spaces and L/UL facilities to the proposed development areat 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 PLBPublic Transport Arrangement on Sai Yeung Choi Street South Southbound (nearArgyle Centre)

5.2.4.1 To address District Council (DC) Members' concern, the feasibility for optimizingthe use of Tung Choi Street to alleviate the traffic impact on the area after relocationof the PLB from there has been explored. The concerns of relocating the currentpublic transport services from Sai Yeung Choi Street South to Tung Choi Street areillustrated as below (Appendix A):

a. The current taxi stand on Sai Yeung Choi Street South mainly serves thepassengers of MTR Mong Kok Station and Argyle Centre. The relocation of thetaxi stand to Tung Choi Street would potentially induce substantial negativefeedback from the public for the additional walking distance required. Asindicated by the queue of idling taxis observed at the current taxi stand on FaYuen Street, the longer distance from the MTR Mong Kok Station exits andArgyle 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 WesternHarbour Crossing (e.g. route nos. 904, 905, E21 etc. ), they are not recommendedfor the re-routing since right-turn movement is not allowed from Tung Choi Streetto 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 Streeteastbound near Sin Tat Plaza, it is necessary to further investigate and address thefollowing 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


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 forfurther investigation regarding potential re-routing and relocation of bus stops toTung Choi Street:

Table 5.2.5: Suggested Bus Routes for Further Investigation regarding PotentialRe-routing and Relocation of Bus Stops

RouteNo. Destination Existing Bus Stop Location Headway (min)

AM PME21A Ho Man Tin (Oi Man Estate) Sai Yeung Choi Street South

(Section between Mong KokRoad and Argyle Street)

12 2013D Po Tat 20 1516 Lam Tin (Kwong Tin Estate) 7 – 12 7 – 122A Lok Wah Argyle Street Eastbound

(Near Sin Tat Plaza)10 – 12 10 – 12

2X Choi Fook 30 30

5.2.4.3 Subject to potential bus routes diversion in the detailed design stage, the arrangementof on-street bus stops at Sai Yeung Choi Street South could also be reviewed basedon schedules of future bus services and passenger demands so as to improve theexisting issues on bus queuing.

Traffic Management Scheme for Tung Choi Street and Fa Yuen Street afterRelocation of PLB

5.2.4.4 Subsequent to the relocation of the on-street PLB termini from Tung Choi Street andFa Yuen Street to the PLB PTI proposed in the development, the queuing problem ofPLB along these streets would be resolved. To better taking this opportunity toaddress the traffic congestion problems in the area, traffic management scheme isproposed for these streets after the relocation of the PLB termini. Following theexisting practice at junction of Nathan Road/ Fife Street, it is proposed to introducetraffic signs at the junctions of Mong Kok Road/Tung Choi Street and Mong KokRoad/ Sai Yee Street to prohibit the PLB (Red Minibuses) from entering into thesestreets 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 andLuen Wan Street

5.2.4.5 With the proposed PLB PTI ingress/egress point located at the junction of Mong KokRoad / Sai Yee Street, entry to the PLB PTI will be via Sai Yee Street southboundtaking a left turn into the PTI at the junction while exit from the PLB PTI will be viaSai Yee Street southbound, then make left or right turn at the Argyle Street junctionheading east or west of the Site.

5.2.4.6 Vehicles other than PLB (i.e. X-B coaches, private vehicles) to and from theproposed development will be via the ingress/egress point at Luen Wan Streetthrough Argyle Street eastbound. A standard left turn lane will be provided at ArgyleStreet for left turn to Luen Wan Street to the development.


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5.2.4.7 Vehicles leaving the proposed development via the ingress/egress point at Luen WanStreet 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 LuenWan Street to Argyle Street or Yim Po Fong Street. Figure 5.2.15 shows the trafficmanagement 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 proposeddevelopment (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 areprovided in Table 5.2.6 below.

Table 5.2.6: Parking and L/UL Facilities Requirements for the RDS

Use Facility HKPSG/Specific Standard RequiredProvsion

TentativeProvision

Retail(17,872m2)

CarParkingSpaces

1 car space per 200m2 to 300m2 60-90 60Motor-cycle: 5-10% of totalprovision for private cars 3-9 3

L/ULBays for

goodsvehicle

1 L/UL bay per 800m2 to1,200m2


LGV:10-15HGV:5- 8

Total:15-23

15(LGV: 10HGV: 5)

Office(107,260m2)

CarParking

For first 15,000m2, 1 space per150m2 to 200m2

Above 15,000m2, 1 space for200m2 to 300m2

383-562 383

Motor-cycle: 5-10% of totalprovision for private cars 20-57 20

L/ULBays for

goodsvehicle

1 L/UL bay per 2,000m2 to3,000m2


LGV:24-36HGV:12-18Total:36-54

36(LGV:24HGV: 12)

Lay-by1 pick-up/drop-off lay-by fortaxis and private cars for every20,000m2

6 6

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.


Final Report (FR)


5.2.5.3 In addition to the required parking and loading/unloading facilities for the retail andoffice uses in the proposed development as per HKPSG requirements, 10 parkingspaces for coaches and medium and heavy goods vehicles will also be provided aspublic car parking spaces.

5.2.5.4 To cater for the vehicular transportation needs of the proposed GIC facilities in thedevelopment, parking and L/UL facilities will be provided as required andsummarized in Table 5.2.7 below.

Table 5.2.7: Parking and L/UL Facilities Requirements for GIC Facilities

Use Facility Requirements Tentative Provision

Day Care Centrefor the Elderly

Car ParkingSpaces

3 parking spaces for 16-seatervans with tail-lift 3

L/UL Bays forgoods vehicles

Shared use with other GICfacilities 1

NeighbourhoodElderly Centre

L/UL Bays forgoods vehicles -

Shared use with other GICfacilities -

IntegratedChildren &

Youth ServicesCentre


Shared use with other GICfacilities - -

IntegratedCommunityCentre for

Mental Wellness


Shared use with other GICfacilities -

Community Hall

Car ParkingSpaces

2 parking spaces including 1for disabled person 2

L/UL Bays forCoaches 1 1

AmbulanceBays 1 1

Lay-by 1 with an area for parking of 2vans 2

5.2.5.5 According to HKPSG, the provision of car parking spaces for disabled persons issubject to the total number of car parking spaces provided in the development. Sincethere are 548 car parking spaces proposed for the development with 1 additionalprivate parking space for the community hall, a total of 7 car parking spaces fordisabled person would be provided in the development.


Final Report (FR)


5.2.6 Modelling Approach5.2.6.1 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 aterritorial level.

5.2.6.2 The Local Area Traffic Model (LATM) has been validated to the traffic condition inyear 2015 as the base year. The demand flows of Year 2015 are presented in Figures5.2.16a and 5.2.16b.

5.2.6.3 Two forecast scenarios will be assessed in this Study: with the completion of theproposed 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 beadopted for comparison of the situation without and with the proposed developmentrespectively as below :

· Year 2027 Reference Case (without proposed development) (Figures 5.2.17aand 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 inFigures 5.2.18a and 5.2.18b), involves the road widening of Sai Yee Streetsouthbound (from Mong Kok Road to Argyle Street) and also along Argyle Streeteastbound (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 thecolumns of HyD’s proposed Argyle Footbridge.

5.2.7 Broad Review of Impact on Mong Kok East Station5.2.7.1 A broad assessment by using bottom-up approach that the development parameters

are added into the enhanced 2011-based TPEDM planning data has been conductedfor the assessment of impact on rail services.

5.2.7.2 The railway catchment of MKES covers both walk-in and ride-in passengers underan “all-or-nothing” methodology that all population and employment places in thePlanning 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 arethose with direct feeder services to the MKES with limited accessibility to nearbyrailway services. As areas on the southern / western side would be well served byseveral 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 areaof MKES is illustrated below in Diagram 5.2.2.


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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 consistsof 10 PDZ, five are walk-in zones and the remaining five are ride-in zones. The totalpopulation and employment within the railway catchment area of MKES and fromthe 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

RailwayCatchment

Planning Data within RailwayCatchment

(Enhanced 2011 based TPEDM,Year 2031)

Estimated Pop + Emp fromthe Proposed Development

Percentage ofDevelopmentPop + Emp /Catchment

TotalPopulat-ion

Employ-ment Total Populat

-ionEmploy-

ment Total

Within Walk-inCatchment 84,050 113,800 197,900

0 6,257 6,257

3.2%

Within Walk-in+ Ride in

Catchment168,800 142,250 311,050 2.0%


Final Report (FR)


5.2.7.4 As summarized in Table 5.2.8 above, the proposed development would providearound 6,257 employment places, which is about 3.2% and 2.0% of the totalpopulation & employment places of walk-in and walk-in + ride-in catchmentrespectively. From the above estimation, it is anticipated that the providedemployment places in the proposed development (6,257) would only contributeabout 4.4% (in other word: less than 5%) to the employment places within existingrailway catchment (142,250).

5.2.7.5 The Site is served by a good mixture of public transport services in close proximityto both franchised bus (for both intra and inter district services) and PLB termini.The proposed development is also within desirable walking distance to MTR PrinceEdward / Mong Kok Station of Tsuen Wan Line and Kwun Tong Line. The solereliance on the East Rail from the proposed development is limited.

5.2.7.6 Considering the insignificant increase in employment places and also the widevariety of public transport services available in the vicinity of the proposeddevelopment, the impact of the proposed development on the East Rail patronage isconsidered minimal.

5.2.8 Junction Capacity Assessment5.2.8.1 There are totally 12 critical junctions identified near the proposed development for

junction capacity assessment. Junction performances analysis has been conductedwith focus on existing case (i.e. Year 2014), reference case (Year 2027) and designcase (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


Final Report (FR)


5.2.8.2 As mentioned, it is anticipated that the earliest completion of the proposeddevelopment would be at Year 2024. In normal traffic engineering practice, anadditional three years after the completion of the development would be chosen forTIA. Thus, Year 2027 is chosen to be the year for the reference case as well as thedesign case.

5.2.8.3 Traffic survey was conducted during the periods 0700-1000 and 1700-2000. The AMand PM peak hours were identified as 0815-0915hr and 1745-1845hr respectively.Taking account of the currently observed queue back impact, demand traffic flow ofvalidated year 2014 model instead of observed flow is applied in junctionperformance assessment to reflect the actual existing traffic demand. The existingcase reserve capacity (RC) is summarized in Table 5.2.9 below.

Table 5.2.9: Summary of Junction Performances for Existing Case

Name TypeExisting Case

AM PMArgyle 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 0.10Argyle St / Sai Yee St Signalised 3% 8%Nathan Rd Northbound/ Bute St Priority 0.27 0.44Nathan Rd Southbound/ Bute St Priority 0.41 0.58Nathan Rd / Mong Kok Rd. Signalised >50% 31%Nathan Rd/ Argyle St Signalised 31% 28%Argyle St / Luen Wan St / Yim PoFong St Signalised 12% 7%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 ofInfluence (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 thislocation, in order to establish the reasonable future development flows, it isrecommended to use the lower limit of the trip generation / attraction rates providedin TPDM (Annex D Table 2). The trip generation/attraction rates are listed in Table5.2.10a below:

Table 5.2.10a: Trip Attraction/Generation Rates for the Proposed Development

Type of Use AM PMGeneration Attraction Generation Attraction

Retail 0.129 0.152 0.236 0.262Office 0.104 0.165 0.122 0.084Note: In units of pcu/hr/100m2


Final Report (FR)


5.2.8.6 The number of attraction and generation trips for the proposed development aretabulated in Table 5.2.10b below:

Table 5.2.10b: Number of Attraction/Generation Trips for the Proposed Development

Type ofDevelopment

AM PMGeneration Attraction Generation Attraction

Proposed Retail(17,872m2) 23 28 42 47

Proposed Office(107,260m2) 112 177 131 90

Total 135 205 173 137

5.2.8.7 The RC of the assessed junctions in Year 2027 reference case and design case (withconsideration of the future PLB PTI and L/UL facilities for X-B coaches) arepresented in Table 5.2.11 below:

Table 5.2.11: Summary of Junction Performances for 2027 Reference and Design Cases

Name TypeReference Case Design Case

AM PM AM PMArgyle 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 0.10Argyle St / Sai Yee St Signalised -13% -6% 10% 10%Nathan Rd Northbound/ Bute St Priority 0.40 0.53 0.42 0.53Nathan Rd Southbound/ Bute St Priority 0.45 0.62 0.45 0.63Nathan Rd / Mong Kok Rd. Signalised 45% 18% 45% 17%Nathan Rd/ Argyle St Signalised 11% 16% 11% 15%Argyle St / Luen Wan St / Yim PoFong St Signalised -3% -5% 10% 11%

Luen Wan St / Access of theProposed Development at LuenWan Street

Priority - - 0.35 0.36

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 2027design case.

5.2.9 Pedestrian Traffic Network Performances

5.2.9.1 To appreciate the existing pedestrian network performance, a pedestrian survey wasundertaken in July 2015 with an additional pedestrian survey for rectifying theexisting conditions conducted in July 2016 during AM and PM peaks. Based on thelatest 2011-based TPEDM, the extracted annual growth rate of 0.27% has beenapplied to estimate the pedestrian flows in Year 2027 reference case within 500mcatchment of the MKES.


Final Report (FR)


5.2.9.2 The 2027 design case pedestrian flow figures are the summation of the 2027reference case pedestrian flow figures, the generation/ attraction pedestrian flowfigures of the proposed development and the figures of the future passengers usingthe proposed PLB PTI and L/UL facilities for X-B coaches. Besides, the plannedArgyle Street Footbridge (Agreement No. CE21/2013 (HY)) has also beenincorporated in the pedestrian network assessment.

5.2.9.3 The pedestrian generation and attraction trips of the proposed development will bebased 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 tripgeneration rates obtained from in-house survey results. The following Tables 5.2.12aand 5.2.120b summarise the adopted pedestrian trip generation rates and the results.

Table 5.2.12a: Trip Generation/Attraction Rates – Pedestrian

Type of UseTrip Rates (per 100m2)

(AM Peak)Trip Rates (per 100m2)

PM PeakGen. Att. Total Gen. Att. Total

Retail 0.000 0.000 0.000 3.830 4.060 7.89Office 0.222 1.934 2.156 1.567 0.266 1.833

Table 5.2.12b: Number of Generation/Attraction Trips – Pedestrian

Type of UseTrips (per 100m2)

(AM Peak)Trips (per 100m2)

PM PeakGen. Att. Total Gen. Att. Total

Retail ( 17,872 m2) 0 0 0 684 726 1410Office (107,260m2) 238 2,075 2,313 1,681 285 1,966Total 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 forpedestrian link performance assessment. As shown, the total numbers of two-waypedestrian 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 oftransportation infrastructure. LOS is most commonly used in station design andvenue planning for crowd management. In general, walkways/ entrances and exitsare planned for mid- LOS C, although it is recognised that there will be times whenbusier conditions are experienced. This analysis, therefore, considers a peak level ofservice C/D is acceptable. Given the concentrated nature of the arrival of pedestrianswhen either a bus or a MTR train arrives, there will be unavoidable higher levels ofservice. 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.


Final Report (FR)


Table 5.2.13: Description of Level of Service for Walkways – Flow Rate(pedestrian/min/m)

LOS Flow Rate Description

A ≤ 16

Pedestrians basically move in desired paths without altering theirmovements in response to other pedestrians. Walking speeds arefreely selected, and conflicts between pedestrians are unlikely.

B 16 - 23

Sufficient space is provided for pedestrians to freely select theirwalking speeds, to bypass other pedestrians and to avoidcrossing conflicts with others. At this level, pedestrians begin tobe aware of other pedestrians and to respond to their presence inthe selection of walking paths.

C 23 - 33

Sufficient space is available to select normal walking speeds andto bypass other pedestrians primarily in unidirectional stream.Where reverse direction or crossing movement exists, minorconflicts will occur, and speed and volume will be somewhatlower.

D 33 - 49

Freedom to select individual walking speeds and bypass otherpedestrians is restricted. Where crossing or reverse-flowmovements exist, the probability of conflicts is high and itsavoidance requires changes of speeds and position. The LOSprovides reasonable fluid flow; however considerable frictionand interactions between pedestrians are likely to occur.

E 49 - 75

Virtually, all pedestrians would have their normal walkingspeeds restricted. At the lower range of this LOS, forwardmovement is possible only by shuffling. Space is insufficient topass over slower pedestrians. Cross- and reverse-movement arepossible only with extreme difficulties. Design volumesapproach the limit of walking capacity with resulting stoppagesand interruptions to flow.

F > 75

All walking speeds are severely restricted. Forward progress ismade only by shuffling. There are frequent and unavoidableconflicts with other pedestrians. Cross- and reverse-movementsare virtually impossible. Flow is sporadic and unstable. Space ismore characteristics of queued pedestrians than of movingpedestrian streams.

5.2.9.8 Different measures of LOS are available depending on the nature of the walkwaysinvolved. The level of service for walkways is an appropriate measure of pedestrianconditions for passageways where pedestrians are expected to keep moving and notwaiting.

5.2.9.9 Tables 5.2.14a to 5.2.14f show the existing, Year 2027 reference case and Year 2027design case pedestrian flows along concerned footpaths and key footbridges withinthe Study Area. The index plan for pedestrian flows on footpaths and footbridges isin Appendix B.


Final Report (FR)


Table 5.2.14a: Existing Pedestrian Flows Along Concerned Footpaths

LinkID

ActualWidth

(m)

EffectiveWidth

(m)

Peak Hour Flow(2-way) (ppl/hr)

Peak Hour Flow(2-way) (ppl/min/m) LOS

AM PM AM PM AM PMBute Street/ Nathan Road

p011 5.3 4.3 1052 3044 4.1 11.8 A Ap012 7.7 6.7 98 408 0.3 1.0 A Ap013 4.5 3.5 820 2310 4.0 11.1 A Ap014 4.4 3.4 1082 2958 5.3 14.3 A Ap015 3.6 2.6 651 1557 4.3 10.2 A Ap016 4.4 3.4 585 1862 2.9 9.2 A Ap017 4.5 3.5 589 1695 2.8 8.1 A Ap018 4.7 3.7 664 2633 3.0 11.9 A A

Argyle Street/ Nathan Roadp021 7.6 6.6 1120 2763 2.8 7.0 A Ap022 6.4 5.4 1842 2988 5.7 9.2 A Ap023 4.9 3.9 1142 3184 4.9 13.6 A Ap024 4.7 3.7 1631 1557 7.4 7.0 A Ap025 3.9 2.9 2805 4764 16.1 27.4 B Cp026 7.8 6.8 384 920 1.0 2.3 A Ap027 4.4 3.4 813 1978 4.0 9.8 A Ap028 4.8 3.8 1079 2017 4.7 8.8 A A

Argyle Street/ Sai Yeung Choi Street Southp031 6.5 5.5 2066 6969 6.3 21.1 A Bp032 4.6 3.6 3096 5481 14.5 25.7 A Cp033 2.8 1.8 1716 7072 15.9 65.5 A Ep034 2.7 1.7 550 2429 5.3 23.4 A Cp035 5.9 4.9 824 1493 2.8 5.1 A Ap036 7.6 6.6 576 1393 1.5 3.5 A Ap037 3.5 2.5 629 4268 4.3 29.0 A Cp038 2.9 1.9 480 2429 4.3 21.5 A B

Tung Choi Street/ Mong Kok Roadp041 3.90 2.90 769 3265 4.42 18.77 A Bp042 3.78 2.78 440 1567 2.64 9.40 A Ap043 8.60 7.60 364 1468 0.80 3.22 A Ap044 3.28 2.28 704 1967 5.15 14.38 A A

Bute Street/ Fa Yuen Streetp051 3.5 2.5 2228 2636 14.9 17.6 A Bp052 3.0 2.0 341 704 2.9 6.0 A A


Final Report (FR)


p053 5.1 4.1 225 1038 0.9 4.2 A Ap054 5.3 4.3 222 1191 0.9 4.6 A Ap055 6.2 5.2 724 1388 2.3 4.5 A Ap056 6.0 5.0 1507 2679 5.0 8.9 A Ap057 5.4 4.4 263 1011 1.0 3.9 A Ap058 4.6 3.6 441 1188 2.1 5.5 A A

Bute Street/ Sai Yee Streetp061 3.4 2.4 10 16 0.1 0.1 A Ap062 2.4 1.4 39 42 0.5 0.5 A Ap063 3.5 2.5 307 241 2.0 1.6 A Ap064 3.6 2.6 353 999 2.3 6.4 A Ap065 3.0 2.0 341 704 2.9 5.9 A Ap066 5.5 4.5 2228 2494 8.3 9.2 A Ap067 3.3 2.3 543 846 3.9 6.1 A Ap068 3.3 2.3 939 852 6.8 6.2 A A

Mong Kok Road/ Sai Yee Streetp071 3.5 2.5 333 264 2.3 1.8 A Ap072 3.7 2.7 366 1474 2.3 9.2 A Ap073 3.5 2.5 561 1980 3.8 13.5 A Ap074 6.6 5.6 341 1865 1.0 5.6 A Ap075 3.5 2.5 245 1172 1.7 7.9 A Ap076 3.5 2.5 236 221 1.6 1.5 A A

Argyle Street/ Sai Yee Streetp081 3.3 2.3 846 1294 6.0 9.2 A Ap082 3.8 2.8 1570 2880 9.2 16.9 A Bp083 3.9 2.9 342 586 2.0 3.4 A Ap084 5.4 4.4 469 1225 1.8 4.7 A Ap085 4.5 3.5 1452 2466 6.9 11.8 A Ap086 3.6 2.6 1403 3173 8.9 20.0 A Bp087 3.6 2.6 441 1901 2.9 12.3 A Ap088 2.7 1.7 694 408 7.0 4.1 A A

Luen Wan Street/ Argyle Streetp091 4.7 3.7 1491 1943 6.8 8.8 A Ap092 6.0 5.0 1811 2509 6.1 8.4 A Ap093 2.2 1.2 700 1113 9.9 15.7 A Ap094 3.6 2.6 524 1632 3.4 10.5 A Ap095 3.5 2.5 1621 3224 10.8 21.5 A Bp096 5.2 4.2 846 1294 3.4 5.1 A Ap097 3.0 2.0 170 284 1.4 2.4 A A


Final Report (FR)


Table 5.2.14b: Existing Pedestrian Flows Along Concerned Footbridges

Link ID ActualWidth (m)

EffectiveWidth (m)



AM PM AM PM AM PMf01 4.6 3.6 1013 2080 4.8 9.8 A Af02 8.6 7.6 203 298 0.5 0.7 A Af03 4.8 3.8 743 807 3.3 3.6 A Af04 5.5 4.5 930 2681 3.5 9.9 A Af05 5.0 4.0 432 1440 1.8 6.0 A Af06 4.4 3.4 3995 5487 19.9 27.3 B Cf07 3.0 2.0 109 697 0.9 5.9 A Af08 4.9 3.9 484 1133 2.1 4.9 A Af09 4.4 3.4 1355 870 6.7 4.3 A Af10 6.3 5.3 3211 4390 10.0 13.7 A Af11 17.5 16.5 5447 8897 5.5 9.0 A Af12 2.8 1.8 3670 4131 35.0 39.4 D Df13 2.8 1.8 4071 4267 38.1 40.0 D D

Table 5.2.14c: Year 2027 Reference Case - Pedestrian Flows Along ConcernedFootpaths


EffectiveWidth (m)



AM PM AM PM AM PMBute 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 Ap023 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


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 Cp035 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 Ap043 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 Bp052 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 Ap065 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


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 Ap084 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 Ap097 3.0 2.0 176 293 1.5 2.5 A A

Table 5.2.14d: Year 2027 Reference Case - Pedestrian Flows Along ConcernedFootbridges


EffectiveWidth (m)



AM PM AM PM AM PMf01 4.6 3.6 1046 2148 4.9 10.1 A Af02 8.6 7.6 210 308 0.5 0.7 A Af03 4.8 3.8 767 834 3.4 3.7 A Af04 5.5 4.5 961 2769 3.6 10.3 A Af05 5.0 4.0 446 1487 1.9 6.2 A Af06 4.4 3.4 4126 5667 20.5 28.2 B Cf07 3.0 2.0 113 720 1.0 6.1 A Af08 4.9 3.9 500 1170 2.1 5.0 A Af09 4.4 3.4 1400 899 6.9 4.5 A Af10 6.3 5.3 3317 4534 10.4 14.2 A Af11 17.5 16.5 5626 9190 5.7 9.3 A Af12 2.8 1.8 3791 4267 36.1 40.6 D Df13 2.8 1.8 4205 4407 39.4 41.3 D D


Final Report (FR)


Table 5.2.14e: Year 2027 Design Case - Pedestrian Flows Along ConcernedFootpaths

LinkID

ActualWidth (m)

EffectiveWidth (m)



AM PM AM PM AM PM

Bute Street/ Nathan Roadp011 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 Ap024 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 Ap037 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


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 Ap058 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 Ap072 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 Cp087 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 Ap092 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


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 Ap097(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 ConcernedFootbridges


EffectiveWidth (m)



AM PM AM PM AM PMf01 4.6 3.6 1846 3005 8.7 14.1 A Af02 8.6 7.6 210 308 0.5 0.7 A Af03 4.8 3.8 767 834 3.4 3.7 A Af04 5.5 4.5 1250 3275 4.6 12.1 A Af05 5.0 4.0 446 1487 1.9 6.2 A Af06 4.4 3.4 4647 6426 23.1 32.0 C Cf07 3.0 2.0 171 754 1.5 6.4 A Af08 4.9 3.9 558 1204 2.4 5.2 A Af09 4.4 3.4 1400 899 6.9 4.5 A Af10 6.3 5.3 2655 3371 8.3 10.5 A Af11 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 Af13 2.8 1.8 2161 2542 20.2 23.8 B Cf14 6.0 5.0 2851 2190 9.5 7.3 A Af15 6.0 5.0 2161 2542 7.2 8.5 A Af16 5.0 4.0 2434 3175 10.1 13.2 A A

f17 6.0 5.0 2162 2330 7.2 7.8 A ANote: (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 proposeddevelopment will operate at LOS C or above. It is concluded from the above tablesthat the LOS at all footpaths and footbridges are in an adequate level under Year2027 design case.

Summary

5.2.9.11 The proposed development at Sai Yee Street would not induce adverse vehicular andpedestrian traffic impacts on the road network in the vicinity, with theimplementation of proposed improvement schemes at critical junctions.

5.2.9.12 The proposed development at Sai Yee Street is therefore considered acceptable fromtraffic point of view.


Final Report (FR)


Environmental Assessment5.3

5.3.1 Air Quality5.3.1.1 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, sportsstadium or performing arts centre. Any other premises or places which, in terms ofduration or number of people being affected, have a similar sensitivity to the airpollutants as the abovementioned types of premises and places are also considered asa sensitive receiver.

5.3.1.2 Representative ASRs within a distance of 500m from the boundary of the Site havebeen identified. These ASRs include both the existing and planned developments.The existing ASRs are identified by means of reviewing topographic maps, aerialphotos, land status plans, supplemented by site inspections. They mainly includeresidential 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 ofthe 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 areillustrated in Figure 5.3.1, and are summarized in the Table 5.3.1 below.

Table 5.3.1: Representative Air Sensitive ReceiversASR ID Description Land use

[1]No. ofStorey

Approx. SeparationDistance from boundary

of Study Site (m)

Existing ASRs

A1 The Church of Christ inChina Heep Woh PrimarySchool

E 4 110

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’ SchoolPrimary Division

E 6 10

A7 Diocesan Boys’ SchoolScience Block

E 3 50

A8 Harita Court R 12 260


Final Report (FR)


ASR ID Description Land use[1]

No. ofStorey

Approx. SeparationDistance 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 CommercialBuilding

C 28 20

A18 Tai Yue Mansion R 14 20

A19 Hong Kong and KowloonChiu Chow PublicAssociation SecondarySchool

E 4 10

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 SiteNote:[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. Areview on the construction methodology has been conducted. The demolition of theexisting structures will be conducted by government departments and not included inthis Project. The major construction activities of the Project include superstructureand road works. It is anticipated that no significant dust emission will be generatedfrom these construction works. At the same time, it is understood that constructionactivities will not be taken place on the entire work sites at the same time, but to beundertaken at moving multiple work fronts. Hence, no adverse construction dustimpact is anticipated with the implementation of dust suppression measures.Quantitative construction dust assessment is therefore considered unnecessary.


Final Report (FR)


Emission from Fuel Combustion Equipment

5.3.1.6 Fuel combustion from the use of Powered Mechanical Equipment (PME) during theconstruction works could be a source of NO2, SO2 and CO gases which are airpollutant. To improve air quality and protect public health, EPD has introduced theAir Pollution Control (Non-road Mobile Machinery) (Emission) Regulation, whichcame in operation on 1 June 2015, to regulate emissions from machines and non-roadvehicles. Starting from 1 December 2015, only approved or exempted non-roadmobile machinery are allowed to be used in construction sites. Hence, with the effectof the Regulation, the emissions from PME are considered relatively small and willnot cause adverse air quality impact. Therefore, quantitative assessment on emissionfrom PME is considered unnecessary.

Dust Suppression Measures

5.3.1.7 Although adverse construction dust impact is not anticipated, dust suppressionmeasures 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 inthe Air Pollution Control (Construction Dust) Regulation. It stipulates theconstruction dust control requirements for both Notifiable and Regulatory Works tobe carried out by the Contractor. The following dust suppression measures should beincorporated by the Contractor to control the dust nuisance throughout theconstruction phase:

· Any excavated or stockpile of dusty material should be covered entirely byimpervious sheeting or sprayed with water to maintain the entire surface wet andthen removed or backfilled or reinstated where practicable within 24 hours of theexcavation or unloading;

· Any dusty material remaining after a stockpile is removed should be wetted withwater 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 becovered entirely by impervious sheeting to ensure that the dusty materials do notleak from the vehicle;

· Where practicable, vehicles washing facilities including a high pressure water jetshould be provided at every discernible or designated vehicle exit point. The areawhere vehicle washing takes place and the road section between the washingfacilities and the exit point should be paved with concrete, bituminous materialsor hardcores;

· When there are open excavation and reinstatement works, hoarding of not lessthan 2.4m high should be provided as far as practicable along the site boundarywith provision for public crossing. Good site practice shall also be adopted bythe Contractor to ensure the conditions of the hoardings are properly maintainedthroughout the construction period;

· The portion of any road leading only to the construction site that is within 30mof a vehicle entrance or exit should be kept clear of dusty materials;


Final Report (FR)


· Surfaces where any pneumatic or power-driven drilling, cutting, polishing orother mechanical breaking operation takes place should be sprayed with water ora 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 shelteredon the top and the three sides;

· Immediately before leaving a construction site, every vehicle shall be washed toremove any dusty materials from its body and wheels;

· Cement or dry PFA delivered in bulk should be stored in a closed silo fitted withan audible high level alarm which is interlocked with the material filling line andno overfilling is allowed;

· Exposed earth should be properly treated by compaction, turfing, hydroseeding,vegetation planting or sealing with latex, vinyl, bitumen, shotcrete or othersuitable surface stabiliser within six months after the last construction activity onthe construction site or part of the construction site where the exposed earth lies;

· Effective dust screen, sheeting or netting should be provided to enclose thescaffolding, which is erected around the perimeter of a building underconstruction, from the ground floor level of the building; and

· Any skip hoist for material transport should be totally enclosed by impervioussheeting.

Operational Phase

Industrial Emission

5.3.1.9 A chimney survey was conducted in February 2017 to identify potential industrialemissions within the assessment area which is 500m from the Site. Based on thesurvey results, there is chimney(s) located at Kwong Wah Hospital which is withinthe 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 availablein HKPSG, reference has been made to the buffer distance requirement for industrialchimney emissions (i.e. 200m). Since the hospital is located at more than 200m fromthe 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 trafficarising 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 annualaverage daily traffic (AADT) of Sai Yee Street (between Mong Kok Road andArgyle 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 fromvehicular emission is anticipated.


Final Report (FR)


5.3.1.13 Argyle Street and Sai Yee Street are classified as Primary Distributor and DistrictDistributor 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 WanStreet 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 beprovided. 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 5mfrom Luen Wan Street and the elevated road near Luen Wan Street (i.e. LocalDistributor) are recommended. The recommended buffer distances are shown inFigure 5.3.2. Although parts of the buildings under the proposed layout are withinthe 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 theprovision of the recommended buffer distances between the fresh air intakes and theroads. No air sensitive uses and openable windows should be allowed within thebuffer zones. Similarly, 5m buffer distance should be provided between Luen WanStreet 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 andattracted 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 DevelopmentAM Peak PM Peak

Generation Attraction Generation Attraction135 205 173 137

5.3.1.16 As shown in Table 5.3.2, the total numbers of vehicular trips generated and attractedby the development during AM peak and PM peak would be 340 and 310respectively. 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 atthe nearby area to the Site, the traffic patterns of the district will be altered by thedevelopment. In order to assess the potential air quality impact within the assessmentarea of 500m from the Site, the traffic data within the assessment area have beenreviewed.

5.3.1.17 The vehicle kilometer travelled (VKT) under “without RDS development” and “withRDS development” scenarios in Year 2024 (i.e. commencement year of thedevelopment) and in Year 2039 (i.e. 15 years after commencement of thedevelopment) 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

Year

Vehicle kilometer travelled (km) Difference (with– without

development)(km)

Difference(with –without

development)(%)

withdevelopment

withoutdevelopment

2024 14631 14252 379 2.7

2039 16100 15816 284 1.8


Final Report (FR)


5.3.1.18 It is observed that the difference in VKT is less than 3% and thus vehicular emissioninduced 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 designand operation of the PLB PTI should follow the EPD’s Practice Note for ProfessionalPersons “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 NoiseLegislation, Standards and Guidelines

5.3.2.1 The noise assessment criteria and guidelines would follow HKPSG. It lists outcriteria for evaluating noise impacts and provides guidelines for noise assessment bydescribing commonly adopted approaches and methodologies.

Noise Sensitive Receivers

5.3.2.2 With reference to HKPSG, NSRs shall include residential uses (all domesticpremises including temporary housing), institutional uses (educational institutionsincluding kindergartens and nurseries), hospitals, medical clinics, residential carehomes for the elderly, convalescent homes, places of public worship, libraries, courtsof 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 300mfrom the boundary of the study site. Representative NSRs within a distance of 300mfrom the Site boundary have been identified with the first layer of NSRs selected forassessment. These NSRs would be affected during both construction and operationalphases. The existing NSRs are identified by means of reviewing topographic maps,aerial photos, land status plans, supplemented by site inspections, while the plannedNSRs are identified from OZPs. No representative planned NSR within theassessment 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 carecentre for the elderly, community hall, integrated community centre for mentalwellness) will be central air-conditioned and will not rely on opened windows forventilation. 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 thedegree to which the NSR is affected by Influencing Factors (IFs) in accordance withthe Technical Memorandum (TM) under the Environmental Impact AssessmentOrdinance. The vicinity is urban area and the Site is adjacent to major roadsincluding Sai Yee Street, Mong Kok Road, Argyle Street and Prince Edward RoadWest. The table below summarizes the 2015 Annual Average Daily Traffic (AADT)of these major roads.


Final Report (FR)


Table 5.3.4: 2015 AADT of Sai Yee Street, Mong Kok Road, Argyle Street and PrinceEdward Road West

Road Sections Station Number AADT in 2015 IF

Sai Yee Street

Mong Kok Road – PrinceEdward Road West 3653 18,490 N

Argyle Street – MongKok Road 3453 26,910 N

Mong KokRoad

Nathan Road – Sai YeeStreet 3652 31,970 Y

Argyle Street

Nathan Road – Sai YeeStreet 3422 36,680 Y

Yim Po Fong Street – SaiYee Street 3617 48,670 Y

Waterloo Road – Yim PoFong Street 4204 47,840 Y

Prince EdwardRoad West

Nathan Road – Fa YuenStreet 3230 30,540 Y

Sai Yee Street – Fa YuenStreet 3433 26,990 N

Sai Yee Street – YuenNgai Street 3634 30,890 Y

Embankment Road –Yuen Ngai Street 4203 49,230 Y

Embankment Road –Kadoorie Avenue 3635 46,480 Y

5.3.2.5 The selected representative existing NSRs are shown in Figure 5.3.5 andsummarized in Table 5.3.5 below. As shown in the above table, the AADT figures ofsome sections of Mong Kok Road, Argyle Street and Prince Edward Road West aremore 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 directlyor indirectly affected. Hence, Area Sensitivity Rating of C is assigned. Other NSRsare not affected by the major roads and the Area Sensitivity Rating of B is assigned.


Final Report (FR)


Table 5.3.5: Descriptions of the Existing NSRs (within 300m from the Site)

NSR Description [1] Facing ofNSR Uses[2] No. of

Storey

Lowestlevel ofNoise

SensitiveUse

Type ofArea

InfluencingFactor

(AADT of2015)

Directly/IndirectlyAffected

AreaSensitivity

Rating

Existing NSRs

N1

The Church ofChrist inChina HeepWoh PrimarySchool

South E 5 2/F

Urbanarea

- NotAffected B

N2QueenElizabethSchool

South E 3 2/F - NotAffected B

N3 The Celebrity South R 221/F

PrinceEdward Rd

W(30,890)

IndirectlyAffected C

N4

DiocesanBoys’ SchoolPrimaryDivision

West E 6 2/FArgyle St(47,840)


N5DiocesanBoys’ SchoolScience Block

Southwest E 2 1/F Argyle St(47,840)

NotAffected B

N6 Harita Court Southwest R 121/F

PrinceEdward Rd

W(46,480)


N7Hung TakBuilding Southeast R 10 1/F - Not

Affected B

N8Kwok ChaiBuilding East R 16 1/F

Mong KokRoad

(31,970)

DirectlyAffected C

N9 Glen Haven West R 20 1/FArgyle St(47,840)

DirectlyAffected C

N10Fu TaoBuilding Northwest R 20 5/F

Argyle St(47,840)

DirectlyAffected C

N11Lee FungBuilding North R 11 1/F

Argyle St(48,670)

DirectlyAffected C

N12Cheong MingBuilding North R 23 1/F

Argyle St(48,670)

DirectlyAffected C

N13Wai KeeHouse Northeast R 14 1/F

Argyle St(48,670)

DirectlyAffected C

N14Kin WongMansion East R 8 1/F

Argyle St(48,670)


N15Mong KokBuilding East R 22 5/F

Mong KokRoad

(31,970)


N16-1

Hong Kongand KowloonChiu ChowPublicAssociation

South E 4 1/F - NotAffected B


Final Report (FR)


NSR Description [1] Facing ofNSR Uses[2] No. of

Storey

Lowestlevel ofNoise

SensitiveUse

Type ofArea

InfluencingFactor

(AADT of2015)

Directly/IndirectlyAffected

AreaSensitivity

Rating

SecondarySchool

N16-2

Hong Kongand KowloonChiu ChowPublicAssociationSecondarySchool

Southeast E 4 1/FMong Kok

Road(31,970)


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 superstructureand road works. Construction noise will be generated by the use of PME such asexcavators, dump trucks etc. during the construction works. The nearest separationdistance between the Site and the existing NSR is around 10m. Construction noiseimpacts on the existing NSRs are anticipated. Given that information of the PME isnot available at this stage, construction noise impact assessment shall be required inthe 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 FEHDdepot within the Site will be carried out before the disposal of the Site. Hence, therewill be no noise impact arising from the demolition of these existing buildings withinthe Site in the construction stage of the proposed development by the futuredeveloper.

5.3.2.8 To minimize the construction noise impacts on the existing NSRs, noise mitigationmeasures in the EPD's “Recommended Pollution Control Clauses for ConstructionContracts” shall be followed. The below recommended practices would beconsidered 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.


Final Report (FR)


Good Site Management Practices

5.3.2.9 Good site practice and noise management techniques could considerably reduce thenoise impacts from construction site activities on nearby NSRs. The followingmeasures should be practised during each phase of construction:

· only well–maintained plant should be operated on–site and plant should beserviced regularly during the construction period;

· machines and plant (such as trucks, cranes) that may be in intermittent useshould be shut down between work periods or should be throttled down to aminimum;

· plant known to emit noise strongly in one direction, where possible, beorientated properly so that noise is directed away from nearby NSRs;

· silencers or mufflers on construction equipment should be properly fitted andmaintained 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 andoperations. The environmental noise climate would certainly be improved with thesecontrol practices, although the improvement can only be quantified duringimplementation 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 referenceto the PME listed in the TM or the QPME/ other commonly used PME listed in EPDweb pages as far as possible which includes the sound power levels (SWLs) forspecific quiet PME. It is generally known (supported by field measurement) thatparticular models of construction equipment are quieter than standard types given inthe Technical Memorandum on Noise from Construction Work Other thanPercussive Piling (TM–GW). Whilst it is generally considered too restrictive tospecify that the Contractor has to use specific models or items of plant, it isreasonable and practicable to set plant noise performance specifications for specificPME so that some flexibility in the selection of plant is allowed. A pragmaticapproach would be demanding the Contractor to verify the noise level of the plantproposed to be used and demonstrate through furnishing of these results that the plantproposed 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 betweennoisy construction activities and NSRs could generally reduce noise levels at low–level zone of NSRs through partial screening. It would be possible for the Contractorto 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 ofat least 10kg/m2. Good site practice shall also be adopted by the Contractor to ensure


Final Report (FR)


the conditions of the hoardings are properly maintained throughout the constructionperiod.

Use of Movable Noise Barrier, Full Enclosure and Acoustic Mat for Relatively FixedPlant Sources

5.3.2.13 Movable temporary noise barriers that can be located close to noisy plant and bemoved concurrently with the plant along a worksite can be very effective forscreening noise from NSRs. A typical design which has been used locally is awooden framed barrier with a small–cantilevered upper portion of superficial densityno less than 10kg/m2 on a skid footing with 25mm thick internal sound absorptivelining. This measure is particularly effective for low level zone of NSRs. A longercantilever 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 standardenclosure shall be considered to shelter fixed plant including air compressor andgenerator. 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 manoeuvredwith the PME, a noise mitigation plan shall be prepared to provide constructiondetails, manoeuvring mechanism and trailing routes for the respective PME as part ofthe detailed implementation requirements.

Scheduling of Construction Works Outside School Examination Periods in CriticalAreas

5.3.2.16 The contractor should closely liaise with the schools to avoid noisy constructionworks during examination periods. The construction works should be carried out atnon–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 sensitiveuses in the proposed development will be central air-conditioned and will not rely onopened 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 thevarious 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 usesin the proposed development will be central air-conditioned and will not rely onopened windows for ventilation, adverse noise impact on them from the plant is notanticipated. Fixed noise assessments for noise impacts due to the plant on existingnearby NSRs have however been conducted. The following general procedures havebeen adopted for the operation noise assessment:

· Identify and locate representative NSRs that may be affected by the noisesources;


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 thedominant sources to that NSR would be gradually lowered until the corrected soundpressure level (SPL) at that NSR meets the relative noise criterion. The processwould be repeated for other representative NSRs with exceedance of the noisecriteria until all corrected SPLs at the representative NSRs meet the noise criteria.The maximum allowable SWLs of the proposed fixed plant have been predicted bythis approach.

5.3.2.20 Since detailed information of the planned noise sources is not yet available at thisstage, references have been made to nearby fixed noise sources (e.g. commercialbuilding 113 Argyle St building, Mong Kok Government Offices etc.) to estimate thelocation and number of plants. It is assumed that the chillers would be located at therooftop of the buildings in the proposed development and at 5m from the buildingboundaries closest to the nearest NSRs. For louvers, it is assumed that they will belocated at podium level. The locations and IDs of the planned chillers and louvers areshown in Figure 5.3.6. The below table summarizes the quantities and operationparameters of the planned chillers and louvers at the buildings under the RDS.

Table 5.3.6: Estimated Quantities and Operation Parameters of the Planned FixedNoise Sources

NoiseSource Location Estimated

QuantityOperation

TimemPD Level ofthe Rooftop

mPD Level of theNoise Source

ChillerTower 1 2

24 hours

40 41Tower 2 10 350 351Tower 3 2 33 34

Louver

Tower 1Podium 1 Not

Applicable 13

Tower 2Podium 1 Not

Applicable 13

Tower 3Podium 1 Not

Applicable 13

5.3.2.21 The estimated quantities in Table 5.3.6 are based on general observation in similarbuildings. The details shall be subject to the engineering design in detailed designstage. Noise reassessment in the detailed design is required to ensure that the noiseimpacts on the NSRs comply with the criteria.

5.3.2.22 To minimize the fixed noise impacts on the existing NSRs, the following mitigationmeasures and strategy have been included in the assessment and summarized inTable 5.3.7.


Final Report (FR)


Table 5.3.7: Mitigation Measures for the Planned Fixed Noise SourcesFixed Noise Source Mitigation Measures / Strategy[1]

Chiller With silencers Locates at the eastern side of the rooftop andeastern facade of the podium respectively so

as to have a longer distance from NSRsalong Sai Yee Street & Argyle StreetLouver With silencers

[1] With reference to “Good Practices on Ventilation System Noise Control” from Environmental ProtectionDepartment, where practicable, the equipment should be placed in a plant room with thick walls or at a much greaterdistance from the receiver or behind some large enough obstruction (e.g. a building or a barrier) such that the directline 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 theinstallation of silencers and partial enclosure. A correction of -10 dB(A) is adopted toNSRs 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. Thepredicted maximum allowable SWLs of the fixed noise sources are summarized inthe table below.

Table 5.3.8: Maximum Allowable SWL for the Planned Fixed Noise Sources

Noise Sources LocationPlant

ID

Maximum allowableSound Power Level, dB(A)

Daytime andevening time Night-time

Chiller

Tower 1T1-1 99 97T1-2 99 97

Tower 2

T2-1 111 104T2-2 111 104

T2-3 111 104T2-4 111 104T2-5 111 104T2-6 111 104T2-7 111 104T2-8 111 104T2-9 111 104

T2-10 111 104

Tower 3T3-1 106 101T3-2 106 101

Louver PodiumL1-1 104 100L2-1 104 100L3-1 104 100


Final Report (FR)


5.3.2.24 It should be noted that the detailed design of the fixed noise sources are yet to bedeveloped. Hence, the future developer shall review the latest design to ensure thatthe respective criteria can be achieved for the NSRs. The fixed noise levelsexperienced by the NSRs due to the planned fixed noise sources (e.g. chillers andexhaust louver) shall comply with the HKPSG criteria which should be stated in thelease condition. Respective noise criteria for the representative NSRs are given inTable 5.3.9 below.

Table 5.3.9: HKPSG Criteria for Fixed Noise Levels for the Planned Fixed Noise Sources forRepresentative NSRs

[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 developerwould need to comply with the HKPSG requirements in the planning of fixed noise sources which would be included in the leasecondition 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.

NSR Description [1]

AreaSensiti-

vityRating

HKPSG Noise Criteria, dB(A)[2]

Daytime and Evening time Night-time

ANL-5 Prevailing[3]

NoiseCriteri

aANL-5 Prevailing[

3]Noise

Criteria

N4Diocesan Boys’ SchoolPrimary 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

N16-1

Hong Kong andKowloon Chiu ChowPublic AssociationSecondary School[4]

B 60 71 60 - - -

N16-2

Hong Kong andKowloon Chiu ChowPublic AssociationSecondary School[4]

C 65 71 65 - - -


Final Report (FR)


Noise from Existing PTI on the KCRC deck and Proposed PLB PTI and L/ULFacilities 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 noisesensitive uses in the proposed development will be central air-conditioned and willnot rely on opened windows for ventilation, adverse noise impact on them is notanticipated.

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 inthe development at ground floor and Basement 1 level respectively. While the L/ULfacilities for X-B coaches at the Basement 1 level will be fully enclosed, the PLBPTI 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 tothe existing nearby NSRs is not anticipated.

5.3.2.27 In addition, with consideration of the traffic volume generated by the proposeddevelopment and that the new PLB PTI and L/UL facilities for X-B coaches wouldaccommodate the PLB and X-B coaches in the vicinity of the development (e.g. FaYuen Street and Tung Choi Street etc.), it is anticipated that more than one vehicularaccess for PLB PTI and the L/UL facilities for X-B coaches is required to handle thetraffic volume. The vehicular access for the PLB PTI and L/UL facilities for X-Bcoaches has been considered taken into account the engineering and environmentalpoints of view. The provision of vehicular access along Argyle Street is constrainedby the close distance to the existing junctions, hence vehicular access to the PLB PTIand L/UL facilities for X-B coaches could only be provisioned along Luen WanStreet and/or Sai Yee Street. To reduce the potential noise impacts to the nearbysensitive receivers (i.e. residential blocks), heavy vehicles will be prohibited at SaiYee Street and the vehicular access at Sai Yee Street will be dedicated to the PLBPTI at ground floor only and heavy vehicles including goods vehicles and X-Bcoaches are designed to access the development through Luen Wan Street which isfurther away from the residential blocks. Under such arrangement, the noise nuisanceto 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 trafficnoise and railway noise impacts on them are not anticipated.


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 formaterial storage. There are no freight trains inside the freight station. Since the noisesensitive uses in the proposed development will be central air-conditioned and willnot rely on opened windows for ventilation, adverse noise impact on them is notanticipated.

5.3.3 WaterDescription 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 SensitiveReceivers (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 Catchmentand the sewage will be conveyed to the North West Kowloon Preliminary TreatmentWorks (NWPTW) for preliminary treatment before further treatment at theStonecutters 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 theworks 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. Thephysical effects include potential blockage of drainage channels and increase ofsuspended solid levels in the receiving water bodies. Runoff containing significantamount of concrete and cement–derived material may cause primary chemical effectssuch as increasing turbidity and discoloration, elevation in pH, and accretion ofsolids. A number of secondary effects may also be resulted leading to toxic effects onwater 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 theon–site construction workforce. The sewage is characterized by high levels ofbiochemical oxygen demand (BOD), ammonia, E. coli and oil / grease.

5.3.3.6 Such sewage arising from the construction works site should be collected bytemporary sanitary facilities e.g. portable chemical toilets. Hence, no adverse waterquality impact would be anticipated.


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Operation Phase

5.3.3.7 Potential water pollution sources include sewage from the development and runofffrom the Site. It is anticipated that sewage will be generated by residents and workersof the development. The sewage would be connected to public sewerage system andsubsequently 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 runofffrom the proposed PLB PTI, L/UL facilities for X-B coaches and car parking areawhich may be contaminated by the dripping of chemicals from the vehicles.Nevertheless, proper drainage systems with silt traps and oil interceptors should beinstalled 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 SiteDrainage, EPD, 1994 (ProPECC PN 1/94), the proposed construction phasemitigation measures are given below.

· At the start of site establishment, perimeter cut–off drains to direct off–site wateraround the Site should be constructed with internal drainage works and erosionand sedimentation control facilities implemented. Channels (both temporary andpermanent drainage pipes and culverts), earth bunds or sand bag barriers shouldbe provided on site to direct storm water to silt removal facilities. The design ofthe temporary on–site drainage system will be undertaken by the contractor priorto the commencement of construction.

· Diversion of natural storm water should be provided as far as possible. Thedesign of temporary on–site drainage should prevent runoff going through sitesurface, construction machinery and equipment in order to avoid or minimizepolluted runoff. Sedimentation tanks with sufficient capacity, constructed frompre–formed individual cells of approximately 6-8m3 in capacity, arerecommended as a general mitigation measure which can be used for settlingsurface runoff prior to disposal. The system capacity shall be flexible and able tohandle multiple inputs from a variety of sources including applications where theinfluent is pumped.

· The dikes or embankments for flood protection should be implemented aroundthe boundaries of earthwork areas. Temporary ditches should be provided tofacilitate the runoff discharge into an appropriate watercourse, through asilt/sediment trap. The silt/sediment traps should be incorporated in thepermanent drainage channels to enhance deposition rates.

· The design of efficient silt removal facilities should be based on the guidelines inAppendix A1 of ProPECC PN 1/94. The detailed design of the sand/silt trapsshould be undertaken by the contractor prior to the commencement ofconstruction.


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· Construction works should be programmed to minimize surface excavationworks during the rainy seasons (April to September). All exposed earth areasshould be covered and/or vegetated as soon as possible after earthworks havebeen 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 shouldbe covered by tarpaulin or other means.

· All drainage facilities and erosion and sediment control structures should beregularly inspected and maintained to ensure proper and efficient operation at alltimes and particularly following rainstorms. Deposited silt and grit should beremoved regularly and disposed of by spreading evenly over stable, vegetatedareas.

· Measures should be taken to minimise the ingress of site drainage intoexcavations. If the excavation of trenches in wet periods is necessary, it shouldbe dug and backfilled in short sections wherever practicable. Water pumped outfrom trenches or foundation excavations should be discharged into storm drainsvia silt removal facilities.

· All open stockpiles of construction materials (for example, aggregates, sand andfill material) of more than 50m3 should be covered with tarpaulin or similarfabric during rainstorms. Measures should be taken to prevent the washing awayof construction materials, soil, silt or debris into any drainage system.

· Manholes (including newly constructed ones) should always be adequatelycovered and temporarily sealed so as to prevent silt, construction materials ordebris being washed into the drainage system and storm runoff being directedinto 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 betaken during or after rainstorms are summarised in Appendix A2 of ProPECCPN 1/94. Particular attention should be paid to the control of silty surface runoffduring storm events.

· All vehicles and plant should be cleaned before leaving a construction site toensure no earth, mud, debris and the like is deposited by them on roads. Anadequately designed and sited wheel washing facilities should be provided atevery construction site exit where practicable. Wash–water should have sand andsilt settled out and removed at least on a weekly basis to ensure the continuedefficiency 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 backfalltoward the wheel–wash bay to prevent vehicle tracking of soil and silty water topublic roads and drains.

· Oil interceptors should be provided in the drainage system downstream of anyoil/fuel pollution sources. The oil interceptors should be emptied and cleanedregularly to prevent the release of oil and grease into the storm water drainagesystem after accidental spillage. A bypass should be provided for the oilinterceptors to prevent flushing during heavy rain.

· Construction solid waste, debris and rubbish on site should be collected, handledand disposed of properly to avoid water quality impacts.


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· All fuel tanks and storage areas should be provided with locks and sited onsealed areas, within bunds of a capacity equal to 110% of the storage capacity ofthe largest tank to prevent spilled fuel oils from reaching water sensitivereceivers nearby.

5.3.3.10 By adopting the above mitigation measures with best management practices, it isanticipated that the impacts of construction site runoff from the construction site willbe reduced to satisfactory levels before discharges.

Sewage from Workforce

5.3.3.11 Portable chemical toilets and sewage holding tanks should be provided for handlingthe construction sewage generated by the workforce. The sludge generated in theportable toilets should be disposed of properly by a licensed contractor. A licensedcontractor should be employed to provide appropriate and adequate portable toilets tocater for the employed staff and be responsible for appropriate disposal andmaintenance.

5.3.3.12 Notices should be posted at conspicuous locations to remind the workers not todischarge any sewage or wastewater into the nearby environment during theconstruction phase. Regular environmental audit on the construction site should beconducted in order to provide an effective control on any malpractices and achievecontinual 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 topublic sewerage system and subsequently to the Stonecutters Island SewageTreatment Works. Hence, no additional mitigation measure is required.

5.3.4 Waste ManagementImpact 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 forreuse as fill material and should be recycled before disposal at landfills.

· Chemical wastes; and· Sewage and general refuse from on-site workforce.


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5.3.4.2 The types and quantities of wastes generated during construction phase are estimatedand listed in Table 5.3.10 below.

Table 5.3.10: Types and Quantities of Wastes Generated during Construction Phase

Waste typeTotal amount

generated(m3)

Total amountreused

(m3)

Total amountdisposed (m3)

Handling anddisposal options

Road improvement works at Luen Wan Street, Argyle Street and Sai Yee Street

Inert C&D materials [1] 2400 2000 400 Public Fill Bank atTuen Mun Area 38

Non-inert C&Dmaterials 600 500 100

Should be reusedwhenever possible andbe disposed of atlandfills as a last resort.

Chemical Waste

Highly dependent on the contractor’s on–site maintenancepractice and the number of plant and vehicles utilized.Nevertheless, it is anticipated that the quantity of chemicalwastes would be small and in the order of few hundred litresper month.

Collected by licensedcontractor and bedisposed of to theChemical WasteTreatment Centre(CWTC).

General refuse

Since the project is currently in the planning stage and thedetailed construction method has yet to be determined. Thedetailed construction method would be determined in thedetailed design stage and the number of workers requiredwould also be determined in the detailed design stage. Thegeneral refuse generated from the workers would also bedetermined in the detailed design stage.

Recyclable wastes:Collected by recyclingcompanies

Other general refuse:Collected by contractoron a daily basis

Landscaping improvement at MKES Deck




Chemical Waste



General refuse




Construction of the proposed development [2]

Inert C&D materials [1] 275,000-285,000 0 275,000-285,000 Public Fill Bank atTuen Mun Area 38

Non-inert C&D 200 0 200 Should be reusedwhenever possible and


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Waste typeTotal amount

generated(m3)

Total amountreused

(m3)

Total amountdisposed (m3)

Handling anddisposal options

materials be disposed of atlandfills as a last resort.

Chemical Waste

Highly dependent on the contractor’s on–site maintenancepr`actice and the number of plant and vehicles utilized.Nevertheless, it is anticipated that the quantity of chemicalwastes would be small and in the order of few hundred litresper month.


General refuse




Upgrading the sewer and drainage




Chemical Waste


Collected by licensedcontractor and bedisposed of to theChemical WasteTreatment Centre(CWTC)

General refuse




[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 inthe “Construction of the Proposed Development”. No waste is anticipated from relocation of on-street PLB/ X-B coach termini into theproposed development.


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C&D Materials

5.3.4.3 All C&D materials arising from the construction will be sorted on–site to recover theinert 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 areremoved from the site. The Contractor will be responsible for devising a system towork for on–site sorting of C&D materials and to promptly remove all sorted andprocessed material arising from the construction activities to optimise temporarystockpiling on–site. It is recommended that the system should include theidentification of the sources of generation, estimated quantities, arrangement for on–site sorting and/or collection, temporary storage areas, and frequency of collection byrecycling contractors or frequency of removal off–site.

5.3.4.5 Disposal of C&D materials can be minimized through careful planning during thedetailed design stage and with good site practice during construction. This includesthe use of non–timber formwork and temporary works and on–site sorting of theC&D materials for reuse and recycling as far as practicable. For the inert C&Dmaterials, it would be reused on–site as far as possible before delivered to public fillreception facilities for disposal.

Chemical Wastes

5.3.4.6 Chemical wastes likely to be generated from the construction activities andassociated 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 anddisposed of in an appropriate manner as outlined in the Waste Disposal (ChemicalWaste) (General) Regulation and the Code of Practice on the Packaging, Labellingand 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 thecontractor’s on–site maintenance practice and the number of plant and vehiclesutilized. Nevertheless, it is anticipated that the quantity of chemical wastes would besmall and in the order of few hundred litres per month.

5.3.4.9 Suitable arrangements for the storage, handling, transport and disposal of chemicalwastes shall be made in accordance with the Code of Practice on the Packaging,Labelling and Storage of Chemical Waste. Wherever possible opportunities shouldbe taken to reuse and recycle materials.


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5.3.4.10 This project would not be classified as a designated project, a Construction andDemolition Materials Management Plan (C&DMMP) shall also be submitted toPublic Fill Committee (PFC) for approval prior to commencement of the detaileddesign in case of generating surplus C&D materials in excess of 300,000m3 orrequiring imported fill exceeding 300,000m3. ETWB TC(W) No. 19/2005 sets outthe policy and procedures requiring contractors to prepare and implement anenvironmental management plan to encourage on–site sorting of C&D materials andto reduce C&D materials generation during construction.

Sewage

5.3.4.11 Sewage will be generated from amenity facilities used by the construction workforceand site office’s sanitary facilities. The sewage generated should be properlymanaged to minimise the adverse impact of odour on and potential health risks to theworkers 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 thatsewage from site staff is properly collected. No adverse waste impact is anticipated ifthe chemical toilets are properly maintained and licensed contractors are employedfor 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 foodwaste, aluminium cans and waste paper. This general refuse will require off–sitedisposal.

5.3.4.14 Effective collection of site waste will be required to prevent waste materials beingblown around by wind, flushed or leached into the marine environment, or creatingan odour nuisance or pest and vermin problem. Waste storage areas shall be wellmaintained and cleaned regularly. In addition, disposal of waste at sites other thanapproved waste transfer or disposal facilities shall be prohibited.

5.3.4.15 With the implementation of good waste management practices at the site, adverseenvironmental impacts are not expected to arise from the storage, handling andtransportation of general refuse generated from the site.

Recommended Practices

5.3.4.16 Good site practices to avoid or reduce potential adverse environmental impactsassociated with handling, collection and disposal of waste are proposed. Theserecommendations are based on the waste management hierarchy principles. Thewaste management options considered to be most preferable have the leastenvironmental impacts and are more sustainable in the long term. The hierarchy is asfollows (the priority follows descending order):

· avoidance and minimization,· separation of inert C&D materials, reusable and recyclable materials from other

wastes,· reuse of materials,


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· recovery and recycling, and· treatment and disposal.

5.3.4.17 Prior to the commencement of the construction works, the contractors shouldincorporate these recommendations into a Waste Management Plan (WMP) toprovide an overall framework for waste management and reduction. According toETWB TC(W) No. 19/2005, the WMP shall become part of the EnvironmentalManagement Plan (EMP) and to be submitted to Architect/Engineer for approvalbefore 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 sitepractices are strictly implemented. The following good site practices arerecommended throughout the construction phase of the Project:

· nomination of an approved personnel to be responsible for the implementation ofgood site practices, arrangements for collection and effective disposal toappropriate facilities of all wastes generated at the site;

· training of site personnel on proper waste management and chemical handlingprocedures;

· 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 goodmanagement and control. Waste reduction is best achieved if being considered at thesite planning and design phase, as well as by ensuring the implementation of goodsite practices when the works are in progress. Recommendations for achieving wastereduction 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 shouldalso be provided to segregate these wastes from other general refuse;

· recycling of any unused chemicals and those with remaining functional capacityas far as possible;


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· prevention of potential damage or contamination to the construction materialsthrough proper storage and good site practices;

· planning and stocking of construction materials should be made carefully tominimise amount of waste generated and to avoid unnecessary generation ofwaste; 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 notproperly managed. The following recommendations should be implemented tominimise the impacts:

· waste such as soil should be handled and stored well to ensure securecontainment;

· stockpiling area should be provided with covers and water spraying system toprevent materials from being washed away and to reduce wind–blown litter

· different locations should be designated to stockpile different materials toenhance reuse.

5.3.4.21 With respect to the collection and transportation of waste from the constructionworks area to respective disposal sites, the following recommendations should beimplemented 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 handlingother specific waste generated during the construction phase are recommended in thefollowing subsections.

C&D Materials

5.3.4.23 Wherever practicable, C&D materials should be segregated from other wastes toavoid contamination and ensure acceptability at public filling areas or reclamationsites. The following mitigation measures should be implemented in handling thewaste:

· maintain temporary stockpiles and reuse excavated fill material for backfillingand 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.


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5.3.4.24 In addition, disposal of the C&D materials onto any sensitive location such asagricultural land, etc. should be avoided.

5.3.4.25 Standard formwork or pre–fabrication should be used as far as practicable in order tominimise the generation of C&D waste materials. The use of more durable formworkor plastic facing for the construction works should be considered. Metal hoardingshould be used to enhance the possibility of recycling. The purchasing ofconstruction materials should be carefully planned in order to avoid over orderingand 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 orskips to enhance reuse or recycling of materials and their proper disposal. Wherepracticable, concrete and masonry can be crushed and used as fill. Steelreinforcement bars can be used by scrap steel mills. Different areas of theconstruction 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 anyalternatives that generate reduced quantities or even no chemical wastes, or lessdangerous types of chemical wastes.

5.3.4.28 If chemical wastes are produced at the construction site, the contractors shouldregister with EPD as chemical waste producers. Chemical wastes should be handledin accordance with the Code of Practice on the Packaging, Handling and Storage ofChemical Wastes. Containers used for storage of chemical wastes should:

· be suitable for the substance they are holding, resistant to corrosion, maintainedin a good condition, and securely closed;

· have a capacity of less than 450 L unless the specification has been approved byEPD; and

· display a label in English and Chinese in accordance with the instructionsprescribed 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 storedin 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:


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· 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 necessarystorage 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–siteconstruction workers. Any waste should be transferred to a sewage treatment worksby a responsible collector.

General Refuse

5.3.4.32 General refuse generated on–site should be stored in enclosed bins or compactionunits separated from construction and chemical wastes. Recycling bins should alsobe provided to encourage recycling. A reputable waste collector should be employedby the contractor to remove general refuse from the site on a daily basis separatefrom the construction and chemical wastes. Burning of refuse on construction sites orfly tipping is prohibited by law.

Operation Phase

5.3.4.33 Based on the current RDS, the typical waste types generated in the operation phasewill include municipal solid waste (MSW) and chemical waste.

Municipal Solid Waste

5.3.4.34 During operation phase, MSW, including domestic waste and commercial wastefrom the operation of the GIC, retail and commercial activities in the proposeddevelopment, will be generated. These wastes will be managed and collected bysuitable waste collectors.

5.3.4.35 The amount of MSW generated in the operation phase has been preliminarilyestimated based on the workers and visitors anticipated under the RDS. Table 5.3.11below summarises the estimation of the MSW.

Table 5.3.11: Types and Quantities of Wastes Generated in the Operation Phase

Development Land use Waste typeWorkers/visitorsestimate

Per capitadisposal rate

(kg/person/day)

Total amountof MSW

generated(tonnes)

Tower 2 andTower 3

Retail andCommercial

CommercialWaste 5,005 [1] 0.35 [3] 1,752

Tower 1 GIC DomesticWaste 510 [2] 0.89 [4] 454

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 – WasteStatistics for 2014, EPD”.

[4] The per capita disposal rate of domestic waste is adopted from the “Monitoring of Solid Waste in Hong Kong – WasteStatistics for 2014, EPD”.

* The waste generated by the visitors to the POS in the development is not included in the table.


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Chemical Waste

5.3.4.36 Various routine maintenance and servicing activities, including air conditioningsystem, emergency generators and other electrical equipment may generate chemicalwaste. The types of chemical waste may include waste lubricating oil, used solventsand the like. It is difficult to quantify the amount of chemical waste arising fromthese activities at this stage as the maintenance activities are highly dependent on thenumber and type of the equipment being used on site. However, it is anticipated thatthe 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 anddisposed of in an appropriate manner as outlined in the Waste Disposal (ChemicalWaste) (General) Regulation and the Code of Practice on the Packaging, Labellingand 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 chemicalwastes shall be made in accordance with the Code of Practice on the Packaging,Labelling and Storage of Chemical Waste. Wherever possible opportunities shouldbe 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 byplacing clearly labelled recycling bins at designated locations which could beaccessed conveniently. A reputable waste collector shall be employed to remove therefuse and waste on a daily basis to minimise odour, pest and litter impacts. Therefuse and wastes will be collected and transfer to the nearest West KowloonTransfer Station which is between the West Kowloon Expressway and StonecuttersIsland 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 operatorshall register with EPD as a chemical waste producer and follow the guidelines of theCode of Practice on the Packaging, Labelling and Storage of Chemical Waste forsuitable arrangements for the storage, handling, transport and disposal of chemicalwastes. Licensed collector shall be deployed to transport and dispose the chemicalwaste to the approved Chemical Waste Treatment Centre or other licensed recyclingfacilities.


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5.3.5 Land ContaminationLand Contamination Assessment Area

5.3.5.1 As stated and shown in the latest RDS, the developable area will include the area ofthe existing FEHD depot, the WSD compound and the Luen Wan Street temporaryopen-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 proposedto 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 thePTI on the KCRC deck, there will be no change in land use after the proposeddevelopment while a POS will be built on the KCRC deck at 22mPD, 16m above theground level.

5.3.5.3 As there will be no land intrusive works carried out in the area of the existing EastRail Line, the Mong Kok Freight Terminal, MKGO, the KCRC deck with the PTI onit, these areas are excluded from the Land Contamination Assessment Area. TheLand Contamination Assessment Area would cover the land intrusive works areas,including the developable area, the parts of Sai Yee Street, Argyle Street and LuenWan Street where road widening works are proposed and the two proposedlandscaped bridges. The Land Contamination Assessment Area is shown in Figure5.3.7. In order to facilitate the land contamination assessment, the LandContamination 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 landcontamination, the development history of the Land Contamination Assessment Areahas been reviewed by means of reviewing historical aerial photos. Aerial photosbetween Year 1973 and Year 2015 have been reviewed. The historical land uses ofthe 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 AssessmentArea

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

No significant change of land use was observed.L-02

L-03

1993 L-01 No significant change of land use was observed.


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Year Area Descriptions

L-02

L-03 The Luen Wan Street Sitting-out Area and the open-air car park wereobserved.

2004 L-01


L-03

2012 L-01


L-03

2015 L-01


L-03

Other Relevant Information

5.3.5.5 EPD and Fire Services Department (FSD) have been approached to collate the pastand 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 andpresent records of chemical spillage/leakage and the records of Chemical WasteProducers Registration.

5.3.5.7 As advised by EPD, no chemical spillage/leakage accident was recorded within theSite. In addition, according to the EPD’s Chemical Waste Producers Registry, thereare 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 goodsand incident records.

5.3.5.9 As advised by FSD, no incident record was found within the Site and there are sixdangerous goods records within the Site. The records of dangerous goods aresummarized in Table 5.3.13.


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Table 5.3.13: Records of Dangerous Goods within the SiteType of DG Quantity Storage Method

1. Diesel 1000 L Fuel Tank

2. Diesel25000 L

(Cancelled) Underground Tank

3. Petrol25000 L

(Cancelled)Underground Tank

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 FEHDdepot 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 byFSD, the 1000L fuel tank is located inside the MKES, which does not fall within theLand 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 useswithin the Site which may have potential causing land contamination. Photo recordsfor each of the three portions of the Land Contamination Assessment Area are shownin 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 toconfidentiality reason. Details of the site surveys for each of the three portions of theLand Contamination Assessment Area are summarized in Table 5.3.14 below.


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Table 5.3.14: Summary of Site Surveys

Site ID Site Description Figure No. Site ObservationPotentially Contamination

Source

L-01 FEHD depot Figure 5.3.8 [1]

· Two DG stores storing 70% alcohol were located in the southwestern sideof the depot (Photo 1). The 70% alcohol (ethanol) was stored in liquid formin plastic drums inside the DG stores with thick concrete slab. As advisedby the site occupant, the 70% alcohol was stored for disinfection use.

· Another two DG stores storing chloride of lime were located in thesoutheastern side of the depot (Photo 2). The chloride of lime (calciumhypochlorite) was stored in form of white power in plastic drums inside theDG stores with thick concrete slab. As advised by the site occupant, thechloride of lime was also stored for disinfection use.

· According to the information from FSD, there were a disused 25000Lunderground diesel tank and a disused 25000L petrol tank. Based on the sitevisit, some manholes, disused fuel pumps and old signs of the vapourbalancing system of the underground oil tanks were observed on thesouthern side of the site east to the alcohol DG stores. As such, it wasanticipated that the disused underground diesel tank and disusedunderground petrol tank were located on the southern side of the depot eastto the alcohol DG stores. (Photos 3 and 4)

· On the opposite side of the alcohol DG stores, an emergency generatorroom was found. An above-ground 350L diesel tank was observed insidethe emergency generator room. The diesel tank was installed in a bundedconcrete 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 forvehicle brake testing were observed. Oil stains were observed around therollers.

· In the western side of the depot, a store room storing new and usedautomotive batteries was observed. The new and used automotive batterieswere stored in plastic containers and the store room was paved with

· The disused undergrounddiesel tank and petrol tank

· Vehicle braking testingrollers

· The car repairing bays· The underground lubricating

oil tank· The temporary structure

storing unused lubricatingoil


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Sourceconcrete. Both the plastic containers and the concrete floor were in goodcondition.

· In the centre of the depot, three vehicle repair bays were observed. Therepairing area was concrete paved. However, oil stains were observed in thethree vehicle repair bays.

· As advised by the workers on site, there was an underground wastelubricating oil tank with the capacity of around 5000L in the eastern side ofthe site next to the vehicle repair bays. The underground tank was used forstoring spent lubricating oil.

· In the northeastern corner of the depot, a store room storing paints wasobserved. The store room was concrete paved and the concrete floor was ingood condition.

· Next to the paint store room, there was a temporary structure. Around 20drums of unused lubricating oil were observed there. Although the floor wasconcrete paved, cracks were observed on the floor.

L-02 WSD compound Figure 5.3.9

· Two air conditioner plant rooms were observed on the northeastern side ofthe main building. All the air conditioner plants were placed on 0.2m thickconcrete slab. No oil stain was observed in the plant rooms (Photos 6 and7).

· A transformer room was observed on the western side of the main buildingnext to the main gate at Sai Yee Street. The transformer was placed on 0.1mthick 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 mainbuilding. An above-ground 250L diesel tank was observed inside theemergency generator room. The diesel tank was installed on a bundedconcrete area. No oil stain was observed on the bunded concrete area(Photo 9).

· The inflammable store


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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 stainswere observed on the concrete paved floor of the store. According to thesigns and notices observed in the store, paint and solvent cement werestored in the store before (Photos 10 and 11).

L-03

Open-air carpark,Luen Wan StreetSitting-out areaand Luen Wan

Street

Figure 5.3.10

· An open-air carpark was observed in the southern side of the site. Thecarpark was concrete paved. No vehicle maintenance activity was observedin the carpark. No stressed vegetation nor oil stain was observed in thecarpark (Photo 12).

· On the northern side of the site was the Luen Wan Street Sitting-out Area(Photo 13).

· Nil

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 landcontamination areas.


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Potentially Contaminated Areas

5.3.5.13 According to the site survey results, potential land contamination activities werefound within the sites of FEHD depot of Area L-01 and the WSD compound ofArea 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 onthe southeastern side of the site. Also, three car repairing bays and an undergroundlubricating oil tank were found in the centre of the site. Moreover, a temporarystructure storing unused drums of lubricating oil was found on the northern side ofthe site.

DG stores with 70% alcohol

5.3.5.15 Regarding the DG stores with 70% alcohol (ethanol), according to literaturereview10, ethanol is a volatile chemical and would readily evaporate from soil atthe soil/air surface. As such, it is anticipated that the alcohol would be vaporizedquickly into the atmosphere even if there was a leakage from the plastic drums. Inaddition, according to technical evaluation report prepared by USDA11, ethanol isa biodegradable chemical and could be utilized by the microorganisms. With thevolatile property and biodegradation of ethanol, the half-life of ethanol in soil isonly around 1-3 days. Hence, it could be concluded that ethanol would notpenetrate and persist in soil. The concentration of ethanol would decrease quicklyeven if accidental spillage occurs. Due to the physical and chemical properties ofethanol, 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 Contaminantsat Superfund Sites” of USEPA, regional screening levels are set up as part of theSuperfund program to identify whether a contaminant would require the attentionor not. The regional screening level for resident soil could be calculated from therisk 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 chronicreference 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 chemicalspillage/ leakage incident recorded within the FEHD depot. Furthermore, the goodstorage condition (i.e. storage of 70% alcohol in the designated DG stores withthick 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 andexposure 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 TR2014.pdf12 US Environmental Protection Agency – Regional Screening Levels (RSLs) – Equations (May 2016).Retrieved October 13, 2016 fromhttps://www.epa.gov/risk/regional-screening-levels-rsls-equations-may-2016


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5.3.5.18 Hence, based on the above findings, the risk on potential land contamination fromthe 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), accordingto the information from the UNEP’s OECD SIDS database13, the environmentalfate assessment of calcium hypochlorite shows that the decay of calciumhypochlorite is highly sensitive to sunlight and the half-life of calciumhypochlorite would be less than 2 hours. Also, the calcium hypochlorite wouldrapidly decompose to oxygen and chlorine in all environmental compartments(including air, water, soil and sediment). The remaining product would be calciumchloride (CaCl2) and calcium chlorate (Ca(ClO3)2

14, which both exist in solid formof white powder. Hence, it could be concluded that calcium hypochlorite wouldnot penetrate and persist in soil.

5.3.5.20 In addition, similar to ethanol, the USEPA regional screening level calculationwas used to determine the screening level for calcium hypochlorite. However,calcium hypochlorite does not exist in the USEPA database as there is no EPAtoxicity value for calcium hypochlorite. Since calcium hypochlorite is unstableand will be decomposed to calcium chloride and calcium chlorate, the regionalscreening level of calcium chloride and calcium chlorate are determined. Nochronic reference dose data is available for both calcium chloride and calciumchlorate. Hence, there are no regional screening levels for calcium chloride andcalcium chlorate. As such, calcium hypochlorite is not considered a COC on thesite.

5.3.5.21 Moreover, according to the information from EPD, there was no chemicalspillage/ leakage incident recorded within the FEHD depot. Furthermore, the goodstorage condition (i.e. storing the chloride of lime in the designated DG storeswith 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 fromchloride of lime is considered insignificant.


5.3.5.22 In Area L-02, an inflammable store previously storing paint and solvent cementwas found in the centre of the site.


5.3.5.23 In Area L-03, an open-air carpark and the Luen Wan Street Sitting-out Area arelocated within the site. The carpark is concrete paved and neither vehiclemaintenance activity nor oil stain was observed in the site survey. Potential landcontamination on the site is not anticipated.

13 United Nations Environment Programme. (2004). The Organisation for Economic Co-Operation andDevelopment (OECD) Screening Information Data Sets (SIDS) – Calcium hypochlorite. Retrieved June 29,2016, from http://www.inchem.org/documents/sids/sids/7778543.pdf14 Bibby, D. M., & Milestone, N. B. (1984). The decomposition of high grade bleaching powder (calciumhypochlorite). Journal of Chemical Technology and Biotechnology. Chemical Technology, 34(8), 423-430.


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5.3.5.24 Based on the above findings, it is considered that the potential of landcontamination within the Land Contamination Area is likely as a result of theseobservations. Several locations considered having high land contaminationpotential 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 thata detailed land contamination assessment in accordance with EPD’s PracticeGuide should be carried out before the commencement of the development works.The activities and land conditions which could not be identified in this appraisalshould be re-appraised when carrying out the detailed land contaminationassessment.

5.3.5.26 Moreover, if the extent of land intrusive works extends beyond the LandContamination Assessment Area under this Study in the detailed design stage, thedetailed land contamination assessment shall cover all the land intrusive worksarea to ensure that all activities and land conditions in the area of land intrusiveworks are identified and appraised.

Future Landuses

5.3.5.27 The relevant Risk-Based Remediation Goals (RBRGs) would be adopted for theland contamination assessment. Four different post-restoration landuses have beendeveloped for the RBRGs, namely “Urban Residential”, “Rural Residential”,“Industrial” and “Public Parks”, to reflect the actual settings which are given inEPD’s Guidance Note for Contaminated Land Assessment and Remediation andGuidance Manual for Use of RBRGs for Contaminated Land Management.

5.3.5.28 The future landuses of the proposed development within the Land ContaminationAssessment Area are planned to include office/retail/hotel, GIC facilities, POS,PTI and public car park. Hence, the “Urban Residential” would be adopted as theRBRG for conservative assessment purpose. In addition, the RBRG of thewidened Luen Wan Street would be adopted as lower of “Industrial” or “PublicParks”. The RBRGs of the future landuses are shown in Figure 5.3.11 inaccordance with EPD’s Guidance Manual for Use of RBRGs for ContaminatedLand Management. Since the future landuses may change during the detaileddesign stage, the proposed RBRGs shall be reviewed during the stage ofpreparation of Contamination Assessment Plan (CAP) to ensure that the proposedRBRGs suit the future landuses.

Submission Requirements of Contamination Assessment Plan, ContaminationAssessment Report, Remediation Action Plan and Remediation Report

5.3.5.29 According to the Practice Guide for Investigation and Remediation ofContaminated Land (August 2011) by EPD, a CAP should be prepared to set outthe contamination site investigation programme and requirements for the Site. AContamination Assessment Report (CAR) should be prepared after completion ofthe site investigation. If contamination is confirmed after the site investigation, aRemediation Action Plan (RAP) should be developed to set out the design andoperation of the remediation as well as the implementation and monitoringprogramme. After the remediation completed, a Remediation Report (RR) should


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be prepared to demonstrate the remediation monitoring results and meeting of theremediation targets. All documentations including CAP, CAR, RAP and RRshould be submitted to EPD for endorsement prior to the commencement of anyconstruction/development works.

Identification and Evaluation of Impact

5.3.5.30 The type of contaminants and extent of contamination, if any, will be ascertainedafter environmental site investigation, and suitable remediation method will beselected and proposed.

Operation Phase

5.3.5.31 Since remediation works will be completed before the commencement of theconstruction phase and operational phase, adverse impacts from landcontamination are not anticipated.


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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 theconstruction and operation phases. Nevertheless, the increase in the amount ofcarbon 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 byimplementing various waste management measures. Due to the increase in trafficinduced by the development, deteriorations with respect to criteria air pollutantsand 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 slightlyalleviates the shortfall of open space in Mong Kok Area. The POS will alsoincrease the amount of landscaped features in the area although to a very smallextent at the territorial level.

5.4.1.4 The proposed development will lead to generation of construction waste which isestimated to be small at territorial level. The C&D waste arising from theproposed 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 onenergy consumption per capita, excessive noise, freshwater supplied andconsumed, marine water quality, municipal waste and significant landscapefeatures (point). Marine water quality is expected not to be affected as potentialwater quality impact related to site runoff with high level of suspended solid canbe reduced by implementing standard mitigation measures. All OVTs andpotential OVTs within and around the Site are to be preserved therefore theindicator of significant landscape features (point) remains unchanged.

Table 5.4.1: Summary of Environmental Indicators

IndicatorScenario 1

(Without Project)Scenario 2

(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


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IndicatorScenario 1


(With Project)

Significant landscape features (area) m R

Significant landscape features(point)

m m

Toxic air pollutants m W

LegendVery 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 theconstruction of the buildings and infrastructure may bring small improvement tothe gross domestic fixed capital formation as a ratio to GDP. Job opportunitiescreated in the construction phase and the operation phase may bring a very smallimprovement 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, theproposed development will have no impact on the overall cost of road-basedfreight transport, as well as the average travel distance travelled by passengersduring morning peak and the average travel speed as no major change in thetransport network is involved.

Table 5.4.2: Summary of Economic Indicators

IndicatorScenario 1


(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


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5.4.3 Assessment of Social Checklist and First Sustainable DevelopmentStrategy Checklist (Table 5.4.3)

5.4.3.1 The provision of GIC facilities including a day care centre for the elderly, aneighbourhood elderly centre, an integrated children and youth services centre andan integrated community centre for the mental wellness in the proposeddevelopment will improve slightly the public safety net. There will also beimprovement with respect to the provision of leisure and cultural facilities andpeople’s participation in leisure and cultural activities with the proposedcommunity 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 POSand efficient pedestrian network in the development and the proposedroad/footpath widening works in the vicinity. There will be construction waste andmunicipal solid waste arising from the development. However, the impact isexpected to be very small with the implementation of various mitigation measuresduring the construction and operation phases, including on-site reuse of buildingmaterials, waste separation, collection and recycling.

Table 5.4.3: Summary of Social Checklist and First Sustainable Development Checklist

Social ChecklistScenario 1


(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 Issues5.4.4.1 A landmark building with height reaching +350mPD helps to release more area

for POS. Nevertheless, the building will breach the skyline and ridgeline and alsocast 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 nearbyarea. PLB are currently parked on the road-side stands along Fa Yuen Street, TungChoi Street and Sai Yeung Choi Street South causing traffic jams. The PTI canhelp free up the parking spaces along these streets, improve the streetscape andameliorate the traffic congestion problem in the area. Nevertheless, theconsolidation has to be carefully planned with thorough consultation with the PLBoperators with a view to obtaining support from the industry.


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5.4.5 Conclusions5.4.5.1 This qualitative Sustainable Assessment is based on the RDS formulated under the

Study. Key sustainability issues have been identified and highlighted. There willbe small to very small negative impacts with respect to carbon dioxide emitted peryear, construction waste, criteria air pollutants, landfill capacity, toxic airpollutants due to the proposed development. These impacts are considered to beextremely small on the territory-wide level.

5.4.5.2 The proposed development will bring value-added contribution to the GDP andalso employment opportunities to the economy. It will also have contribution withrespect to fixed capital and provision of open space and leisure and culturalfacilities.


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5.5 Landscape Impact Assessment

5.5.1 Impact of Landscape Proposal5.5.1.1 Overall, the adverse impacts of the proposed development on landscape resources

within the Study Site are limited to tree felling as specified in the subsequentsection 5.5.2.9 of this report, the potential impacts of shading caused by the newhigh-rise building of the development as well as the potential damages caused bythe exhaust fans of the development to the trees proposed for preservation such asthe OVTs and POVTs.

5.5.1.2 In terms of shading, the shadow generated by the proposed high-rise building mayaffect two of the OVTs (T059 and T060, Figure 5.5.10) and will be limited toafternoon hours only as no structures will be on both the east and south directions ofthe 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 proposeddevelopment to the OVTs located in the Luen Wan Street Sitting-out area, provisionhas been incorporated in the Planning and Design Brief (under Landscape andGreening Aspects) of the Study to avoid the trees being affected by the exhaust fansof 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 hundredand 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 beretained in-situ in accordance with Environment, Transport and Works Bureau(ETWB) Technical Circular (Works) No. 29/2004. Two (2) potential OVTs whichare over 1000mm in diameter at breast height (DBH) are proposed to be retainedin-situ as well. Thirty-eight (38) other individual trees and one hundred andeighteen (118) trees in Tree Group A are also proposed to be retained, as theirlocations are not in conflict with proposed development, and their healthconditions 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 LuenWan Street. They can be relocated along with the planters if needed, instead oftree transplanting when in conflict with proposed development. Hence, they areproposed to be retained.

5.5.2.3 The protection measures to be taken to minimize disturbance to the retained andtransplanted tree are described below.

15 OVT No. LCSD YTM/103 was removed on 11.6.2015 and OVT No. LCSD YTM/104 (T056 under theTree Survey of the Study) was also removed on 29.8.2017 due to infection of brown root rot disease.


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5.5.2.4 In terms of tree preservation, the Contractor shall comply with the clauses asstipulated in the following Codes/ Specifications/ Technical Circulars relating toLandscape Works and Tree Preservation for the Project:

· Architectural Services Department (ArchSD) – General Specification forBuilding 2012 Edition;

· Development Bureau Technical Circular (Works) No. 7/2015 – TreePreservation;

· 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 TreeManagement Section of Development Bureau.

5.5.2.5 In terms of tree protection measures, the following guidelines shall be followed toprotect existing trees during construction:

(a) Before the commencement of construction works, the Contractor shallerect, secure, maintain and replace tree protection measures includingtemporary 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 uponsectional completion of all construction works and related tree works, orearlier if so directed by the Supervising Officer (SO). The Contractor shallnot remove or relocate the temporary protective fencing or enter the areaenclosed by the temporary protective fencing without prior agreement ofthe SO.

(c) Without the prior approval of the SO, the Contractor shall not carry outexcavation or trenching within the TPZ of the preserved trees. TheContractor shall obtain the agreement from the SO on the detailedlocations and extent of the excavation works. Temporary tree protectionmeasures 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 bedetermined by the extent of existing tree crowns.

(e) Height of temporary green plastic mesh fencing shall be 1000mmminimum 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 activityand removed upon the cessation of construction activity.

(g) The alignment of the temporary protective fencing can be circular, squarerectangular or any shape so long as the fencing does not encroach on theTPZ. Sand bags shall be put alongside the fencing to avoid runoff from theconstruction activities.


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(h) A sealable opening shall be provided to the temporary protective fencing toallow entry for carrying out the necessary arboricultural works ormaintenance works to the tree or any other approved works within the TPZ.

(i) A warning notice guarding against unauthorised operations within thefenced 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 encroachonto the TPZ of the OVT (T026, Figures 5.5.8 and 5.5.11). However, onlyminimal excavation with no trenching, piling and landfilling will be required andhence 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 detailedarboricultural assessment should be performed to assess impacts of the proposedworks to the tree(s) that are proposed to be retained. The responsible departmentshould demonstrate that the anticipated impacts will not cause irreversible and/orirreparable damage to these tree(s), and any special action required to preserve thetree(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 roadand site formation works. They have medium amenity value and also mediumsurvival 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 roadsideplanters or proposed planting area within the Site. Their locations are indicated inFigures 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 inevitablyin conflict with the proposed development, roads works and the extent of the siteformation works. Most of them are considered to have low survival rate aftertransplanting on consideration of the tree health, size, and site constraints such asthe possibility of forming a well supportive root ball. Moreover, other factorsincluding limitation in the size of the TPZ due to site constraint, cost effectivenessfor transplanting and minimizing disturbance to the OVTs and other potentialOVTs 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 T044under the Tree Survey of the Study) located on the slope between the WSDcompound and Luen Wan Street Temporary Car Park. Due to the conflict of thetrunks with the fence, restricted root on the slope and with a low survival rate aftertransplanting, it is proposed to be felled. The total DBH of all the trees to be felledis 9,760mm.

5.5.2.10 There are a total of 205 trees identified within the Study Site in the tree surveyunder 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 Table5.5.1.

16 OVT No. LCSD YTM/103 was removed on 11.6.2015 and OVT No. LCSD YTM/104 (T056 under theTree Survey of the Study) was also removed on 29.8.2017 due to infection of brown root rot disease.


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Table 5.5.1: Summary of Tree TreatmentsProposed Tree Treatment No. of Tree

Retain 162Transplant 10

Fell 31Total 203

Compensatory Planting Proposal

5.5.2.11 A total of one hundred and nineteen (119) new heavy standard trees (75mm to90mm DBH) with a total DBH of 9,825mm would be planted on street level andpodium levels to compensate for the trees proposed to be felled with a total DBHof 9,760mm. The ratio of the total DBH of compensation trees to that of the felledtrees is more than 1:1, hence fulfilling the compensation requirement in terms ofquantity 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 futuremaintenance responsibility of the compensatory trees under this Project shouldrest 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 areafor new trees would have a minimum soil depth of 2000mm for large tree speciesand 1500mm for small and medium tree species. Typical sections of the plantingarea 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 thefollowing in Table 5.5.2. The locations of the compensatory trees are shown inFigures 5.5.4 to 5.5.11.

Table 5.5.2: Proposed Species for Compensatory PlantingBotanicalName

ChineseName Size Spacing Quantity

Lagerstroemiaspeciosa 大花紫薇

75mm DBH HeavyStandard

5 M 14

Plumeriaacutifolia 雞蛋花


5 M 19

Bauhinia xblakeana 洋紫荊


5 M 26

Cinnamomumburmanii 陰香


6 M 20

Syzygiumjambos 蒲桃


6 M 20

Terminaliamantaly 細葉欖仁


6 M 20

5.5.2.15 The planting works shall make reference to the requirements as stipulated in theGeneral Specification for Building 2007 Edition – Section 25. The areaunderneath all retained, transplanted and compensatory trees should be plantedwith shrubs or groundcovers.


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Structural Loading for Planting Areas

5.5.2.16 For planting areas located on structures, i.e. podium levels, there will be a loadingallowance of 23Kpa (1,200mm soil depth excluding drainage layer) for treeplanting. 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. Irrigationof all soft landscaped areas throughout the scheme will be carried out manually,with water points provided in accessible areas at maximum 40m intervals toensure 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 thelandscaped 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


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5.6 Visual Impact Assessment

5.6.1 Assessment of Visual Impact5.6.1.1 This section evaluates the visual impact of the RDS by comparing it with the

existing condition. Reference is made to Town Planning Board Guidelines (TPBPG) - No. 41. According to the guidelines, ‘when the viewer is at a distance equalsto three times of the height of a building, the viewer will tend to see the buildingas part of a group rather than a single building. This may be used as an initialreference in approximating the extent of the assessment area subject to verificationby ground inspection’. As such, the assessment area is assumed to be equal toapproximately three times of the overall building height of the subjectdevelopment. As the maximum building height of the RDS is 350mPD (withabout 6mPD at ground level), a radius of 1,032m (i.e. more than 344m x 3) fromthe boundary of the Study Site defines the boundary of the assessment area, andkey local viewing points (LVPs) within the assessment area are selected for visualimpact assessment (VIA) (Figure 5.6.1).

5.6.1.2 Regional viewing points (RVPs) which falls outside the assessment area are alsoidentified on regional parks and public viewing platform which are popular for thepublic 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 accountviews 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 UrbanDesign 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 SaiYee Street and Argyle Street in the foreground; the MKGO, RichmondCommercial Building, the Glen Haven and the highest portion of the GrandCentury Place office towers in the middleground; and the distant background ofthe Lion Rock ridgeline which is visible along Sai Yee Street. In the immediateforeground, the planned Argyle Street Footbridge along the centre of Argyle Streetis assumed to substantially block direct views to the Study Site from this locationand especially the tower portion. Nevertheless, the proposed development willunlock longer distance views at street level by removing the WSD compoundstructures along Argyle Street, allowing the two potential OVTs within thecompound to participate in the streetscape and provide some measure of visualrelief along the continuously built-up street edge. The proposed entrance plaza atthe corner of Sai Yee Street and Argyle Street is expected to further increase thedepth of view from street level by moving the proposed building edge furthernorth.

5.6.1.5 The proposed development has recommended a relatively small tower footprint tominimize the impacts on view, especially to the background and sky. As such, thetower of the proposed development will only directly obstruct the view to GrandCentury Place from this location. The tower will nevertheless obstruct views to thesky. However, given the proximity of the tower to the viewers in this location, theentire height of the tower will not be fully visible from this view angle with the


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top portion of the tower likely to be obscured by the planned Argyle StreetFootbridge which is anticipated to limit perception of the tower as an overbearingelement on the visual landscape. Thus, on balance and taking into account theproposed streetscape improvements, viewers’ visual experience from thisviewpoint 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 theproposed 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 WanStreet in the foreground; the residential and commercial buildings along Sai YeeStreet and the OVT at the temporary car park site in the middleground; and MongKok’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 aswell as the footpath and carriageway after widening will be clearly visible, and areanticipated to augment the continuity of the ground floor surface by removing theWSD compound and placing the new building edge further northwards fromArgyle Street. The new, expanded ground level surface will frame both theexisting OVT and potential OVTs (within the WSD compound) and expose themto public view to provide an improved streetscape and a degree of visual relief tothe congested built form.

5.6.1.8 The skyline is outlined by the residential and commercial buildings along Sai YeeStreet 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 angledue to the relatively small footprint of the tower which will only impact views tothe background of Mong Kok’s clustered residential buildings. It should be notedthat the proposed footbridge connection to the planned Argyle Street Footbridgewill also partially block the view to Argyle Street and the western portion of theentrance plaza. Nevertheless, given the discussion in paragraph 5.6.1.7 above, thevisual impact to viewers’ experience from this viewpoint is anticipated to beenhanced.


LVP 3 – Kadoorie Lookout

5.6.1.10 This LVP’s visual composition comprises of Argyle Street, residential andcommercial buildings along Argyle Street as well as the vegetated slopes ofKadoorie Hill. The proposed development will be largely blocked by the GlenHaven and Argyle Street 113 and will appear to rise behind these buildings,exposing only a relatively limited portion of the proposed tower of thedevelopment to views from this location. Given that one of this viewpoint’s keyvisual elements is the greenery of Kadoorie Hill which will not be affected, thenew building’s visual intrusiveness is considered minimal. Meanwhile, visualpermeability towards the skyline along Argyle Street and the commercial andresidential buildings along will remain unaffected. Overall, viewers’ experiencefrom this viewpoint is not expected to be affected.


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LVP 4 – MacPherson Playground

5.6.1.12 The visual composition consists of the frame generated by the residentialbuildings on both sides of Hak Po Street, with Grand Century Place’s office towervisible in the distant background under an expansive vertical view of the sky. Thepotential OVTs in the WSD compound and the Argyle Street OVT are both visibleon either side of Hak Po Street where it meets Argyle Street. The proposeddevelopment will block the majority of the visual opening along the Hak Po Streetvisual corridor and significantly obstruct views to the sky. However, the removalof the WSD compound, the setback of the main proposed building structure fromArgyle Street and subsequent exposure of the potential OVTs along with theimprovements to the streetscape brought by the entrance plaza are cumulativelyexpected to generate an improved view on ground level. While this will not offsetthe loss of openness to the sky, it is anticipated that the ground levelenhancements will create a highly visible and potentially attractive greendestination for pedestrians along Hak Po Street. Nevertheless, the overall viewers’experience from this location will be moderately adversely affected by theproposed structures of the development.


LVP 5 – Fife Street

5.6.1.14 The LVP is framed by buildings on either side of Fife Street with the WSDcompound’s peripheral wall creating an impermeable vertical surface at the end ofthe street, across Sai Yee Street. Beyond that, the greenery of the OVTs in theLuen Wan Street Sitting-out Area and the vegetated slopes of Kadoorie Hill areclearly visible and form a welcome green respite from the surrounding built form.The proposed development will be aligned to minimize visual impacts along FifeStreet and thus only a sliver of the proposed tower will be visible from thislocation without affecting views to the sky. This will allow the green backdrop toremain visible while the addition of the vertical entrance steps to the podium roofgarden of the proposed development is expected to break the impermeable edge ofthe streetscape along Sai Yee Street and create a visual focus point that, alongwith the active ground level façade, is anticipated to improve the pedestrianexperience. As such, viewers’ experience walking eastwards along Fife Street isexpected 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 theproposed development for LVP 5.


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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 LuenWan Street Sitting-out Area in the foreground; the FEHD depot in themiddleground; and the residential buildings reflecting Mong Kok’s characteristicurban form in the background. The proposed development will be located adjacentto Luen Wan Street elevated road occupying the existing FEHD depot site whichwill effectively block the view towards Mong Kok’s urban background.

5.6.1.17 The obstruction will have considerable impacts on visual permeability from thislocation and is likely to adversely affect the recreational experience of peopleutilizing the Sitting-out Area. However, while the depth of view will besignificantly reduced, the portion of the proposed development visible from thislocation (2nd-4th floors) will be entirely devoted to retail and public uses. Theseuses are anticipated to be reflected in the façade either through the view of movingpeople within the development or through the entrance to the POS on the podiumdeck from this direction. Given that the development’s frontage reaches to thestreet edge and is not anticipated to be obscured by other obstacles, the livelinessof 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 LuenWan Street Sitting-out Area are expected to be moderately adverse, the livelyfaçade, potential retail frontage and access to the POS on the podium deck willpartially mitigate these adverse impacts which can be further reduced with theaddition of green elements as part of the façade treatment.


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 theforeground; the residential and commercial buildings along Sai Yee Street andsouth of Argyle Street in the background. The proposed development visible fromthis location will comprise of the proposed central commercial tower and the GICblock. From this diagonal viewing angle the proposed tower will appear relativelybulky and will obstruct the view to the majority of the buildings along Sai YeeStreet and south of Argyle Street. The depth of view will therefore be considerablyshortened although some buildings along Sai Yee Street and those north of MongKok Road will remain visible. The smaller proposed GIC block to the north of theproposed tower will be of similar building height as the Hong Kong and KowloonChiu Chow Public Association Secondary School and is therefore not anticipatedto have considerable visual impacts.

5.6.1.20 The proposed development is likely to adversely affect the experience of thosepassengers using the PTI and commuting through the MKES to the surroundingareas. Openness to the sky will also be reduced and it is possible that from thisparticular viewpoint the proposed tower could be perceived as overbearing. To atleast partially mitigate these impacts, it is recommended that the lower floors ofthe proposed tower adopt a special façade treatment that lends visual interest tothe building. Green elements, especially on the rooftop of the GIC block and therooftop garden between the tower and the GIC block would also support partial


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mitigation of the proposed development’s adverse visual impacts which would bevisible from the PTI. Nevertheless from this viewpoint, moderate adverse impactson viewers’ experience are anticipated with the proposed development taking intoaccount 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 theproposed 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’svegetation and the Grand Century Place building that overwhelmingly dominatethe visual frame. The central commercial tower of the proposed development willbe erected at the back of Grand Century Place and will appear to rise above theeastern office tower. The proposed tower will therefore be mostly obscured byGrand Century Place and where visible, the tower’s relatively small footprint isnot anticipated to adversely dominate the visual frame. However, the tower willobstruct views to the sky which is likely to slightly affect the experience of theusers of the playground.


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 themiddleground; and the Lion Rock ridgeline in the background. The proposeddevelopment will rise behind Kwong Fai Mansion, punctuating the skylinewithout further intrusion into the Lion Rock ridgeline given that Kwong FaiMansion already obscures the ridgeline as viewed from this location.

5.6.1.25 The distance to the proposed development from this location and thedevelopment’s integration into Mong Kok’s urban form are anticipated to havenegligible visual effects on users of King’s Park. Moreover, the proposed tower’simpact on the openness and view of the sky is relatively minor. As such, from thisviewpoint, it is expected that viewers’ experience will be only slightly adverselyaffected.


LVP 10 – Tai Hang Tung Recreation Ground

5.6.1.27 The visual composition of the view point comprises of the peripheral vegetation atthe Tai Hang Tung Recreation Ground, the continuous wall of mid-rise residentialbuildings along Boundary Street and Grand Century Place in the middleground;and high-rise commercial buildings including Langham Place punctuating theskyline in the background. The proposed development will insert a tower in thebackground (at the same depth of view as Langham Place) that is anticipated to bepart of the urban morphology with commercial towers punctuating the backgroundskyline. The proposed tower will nevertheless obstruct part of the sky view, while


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its height is expected to be substantially more visually imposing than the otherbackground structures and as such is likely to have moderately adverse visualimpacts on the users of the Recreation Ground.


LVP 11 – Cherry Street Park

5.6.1.29 The visual composition comprises of the peripheral greenery at Cherry Street Parkin the foreground; and Langham Place, Hotel Cordis Hong Kong, FlourishMansion and the Hermitage in the background. The proposed development willrise to the left of Langham Place’s commercial tower and from this viewpoint willappear as a relatively slim tower vertically marking the skyline. With LanghamPlace already the major dominant visual element from this viewpoint, theproposed tower’s slimmer form and the further distance from Cherry Street Park,it is not anticipated that the proposed development will have adverse impacts onusers of the Park even though it will partially obstruct views to the sky from thelocation.


RVP 1 – West Kowloon District

5.6.1.31 The visual composition comprises of the Kowloon Station Development cluster atWest Kowloon in the foreground; Olympian City One at Tai Kok Tsui and otherhigh-rise residential and commercial buildings including Langham Place in thebackground. The ridgeline is also visible from this view point between theKowloon Station Development and a cluster of trees in the foreground along theWest Kowloon waterfront. Given the proximity of the Kowloon StationDevelopment cluster to the viewer and the perspectival perception of thecomposition, the inland high-rise buildings within the view frame appear todescend in height in an almost orderly fashion from the taller InternationalCommerce Centre (ICC) downwards to the left of the frame. The proposeddevelopment will appear to rise to the right of Langham Place and is expected tofit into the aforementioned tapering building height profile.

5.6.1.32 The proposed development rises immediately to the right of Langham Place withits lower portions obscured by the tree cluster along the West Kowloon Waterfront.As the tree cluster already obstructs potential views to the ridgeline background, itis considered that the proposed development will have no impact on theridgeline’s visibility from this location. The proposed development nevertheless isexpected to partially obscure a portion of the sky. The proposed development islocated inland in the Mong Kok area which is a well-known commercialdestination in Hong Kong for both residents and tourists. Viewed from thislocation the proposed development appears integrated into the view frame’sapparent stepped building height profile from the ICC to the Cullinan and towardsLangham Place. The stepped building height profile forms an interesting buildingarrangement from the waterfront to the inland area with each of the buildings inthe stepped arrangement functioning as symbolic markers for different points of


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centrality in Kowloon.

5.6.1.33 Nevertheless, given the importance of the ridgeline to Hong Kong’s urban settingand the value attached to its visibility from specific viewpoints, the proposeddevelopment 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 theproposed 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 KowloonPeninsula and Hong Kong Island forming the middleground with the backdrop ofHong Kong Island’s ridgelines. The view to the right of the frame hosts severalbuildings that breach the Island’s skyline including Langham Place and the ICC atWest Kowloon. The proposed development will appear to rise behind CityUniversity and will breach the ridgeline of Hong Kong Island, taking over the ICCas the highest building in the Peninsula from this view point angle. While theproposed tower will adversely affect the visibility of the Island’s ridgeline, therelatively small portion of the ridgeline it will obscure is not anticipated to affectviewers’ ability to perceive the ridgeline’s horizontal continuity and relevance tothe 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 toperceivably damage the sense of openness to the sky from this viewpoint. As withthe other regional viewpoint from West Kowloon, the proposed development willadd a distinctive landmark in the Peninsula’s skyline marking the location ofMong Kok’s commercial areas and working in concert with Langham Place todelineate an east edge to the district rather than simply creating an additional pointof 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 theproposed 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 theKowloon Peninsula which forms one of the key locations to perceive Kowloon’sdeveloping skyline. The visual composition of the view point is structuredhorizontally by the Beacon ridgeline with key vertical elements including theKowloon Station Development cluster to the left and a cluster comprising VictoriaTowers and Harbour City to the right forming the foreground. Between theKowloon Station and Victoria Towers/ Harbour City clusters, the Beacon Hillridgeline background is clearly visible. In the middleground the Grand Austin andresidential buildings at Man Wui Street appear to respect the ridgeline’s visualimportance with Langham Place abruptly rising to punctuate the nondescriptmiddleground’s urban skyline. The proposed development will rise in themiddelground, at the approximate centre between the two major foreground


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clusters. It will pierce the skyline, obscuring an estimated 5% of the visibleridgeline between the two vertical clusters, rising to a height that will make thisdevelopment a key participant in the Peninsula’s skyline.

5.6.1.39 For viewers of Kowloon’s skyline from this viewpoint, the proposed developmentis expected to clearly mark the hinterland location of Mong Kok’s area, workingtogether with Langham Place to delineate the edges of the district and highlightthe area as a key urban destination. While the proposed development will block arelatively small portion of the ridgeline and skyline, the horizontal continuity ofthe ridgeline will still be clearly perceivable and therefore the breaching of theridgeline is not anticipated to have large adverse impacts on the ridgeline’sidentity or its structural significance to the Peninsula’s urbanization. The proposeddevelopment will also block a small portion of the sky view. However, as the viewframe already hosts abundant views to the sky due to the wide panoramic angleand long distance from Kowloon, the obscured portion will unlikely changeviewers’ perception of the sky’s openness.

5.6.1.40 From this viewpoint, Kowloon’s waterfront heavy massing in the foregroundunequivocally dominates the urban skyline and does not appear to structure anymeaningful visual relationship with the hinterland. Within the relative visualopenness framed by Victoria Towers and The Arch, the proposed developmentfunctions to substantially re-organize the visible skyline adding a pronounced,distinctive marker that simultaneously increases the perception of depth of theotherwise relatively “flat”, foreground-dominated view while allowing the oldurban district such as Mong Kok to equitably participate in Kowloon’s iconicskyline. Nevertheless, with comprehensive consideration and reference to the highvisual value of the ridgeline, the limited portion obscured by the proposeddevelopment 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 theproposed 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 withthe ridgeline forming the main horizontal structural element in the background anda foreground comprising the visually prominent Kowloon Station Developmentcluster and Victoria Towers marking the right edge of the view frame. ParkAvenue and Charming Garden at Tai Kok Tsui as well as inland developmentsincluding Langham Place form a distinct middleground. Similar to SVP1, theproposed development will obstruct views to the Lion Rock ridgeline but giventhe long distance from the viewpoint, the obscured section of the ridgeline will belimited and it is unlikely that the covered portion will affect perception of theridgeline’s overall continuity. In addition, a portion of the sky view will also beblocked but within the overall panoramic view frame the concealed proportion ofsky 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 perceivablepattern of buildings with height gently tapering downwards from the ICC to theleft of the view frame. While by itself this participation does not imply thedevelopment’s harmonious integration into the view frame, the proposeddevelopment’s visual proximity with Langham Place does enable the viewer to


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perceive these two developments as a new cluster marking the centre of MongKok. As with other macro-level viewpoints, the relationship of this new cluster toits visual surroundings confirms the generation of a highly visible centrality whichdenotes the importance of Mong Kok in Kowloon’s overall spatial system andaccentuates the district’s role as a key tourist and commercial destination.Nevertheless, the obscured portion of the ridgeline from this viewpoint will havesubstantial adverse impacts on viewers’ perception of this important high-valuevisual resource.

5.6.1.44 Figure 5.6.17 shows the photo of the existing view and the photomontage of theproposed development for SVP 2.

5.6.2 Conclusion5.6.2.1 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 tothe sky by the proposed development. However, ground level views and thepedestrian experience are likely to benefit from exposing the potential OVTs tothe streetscape, the coordinated and extended ground level surface of the entranceplaza as well as the more active street level facades that replace the FEHD depotand 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 visualimpacts on people utilizing the Luen Wan Street Sitting-out Area and the existingPTI on the KCRC deck. From these viewpoints, the proposed development willblock existing medium-range views to the backdrop of Mong Kok’s characteristicurban form and impose a visually intrusive frontage that can generate an enclosedsensation but even so, opportunities to mitigate these impacts are still feasible.These can include additional greenery on the lower portions of the development’sfacade, the active frontage on the lower levels where retail and GIC uses areprominent, the entrance to the rooftop POS on the podium deck adjacent to theentrance plaza and the vegetation on the POS on the podium deck between thecentral commercial tower and GIC block where landscaping and use of larger treescan reduce the development’s visually adverse perception.

5.6.2.3 From medium and long-range LVPs (LVP 8- LVP 11) the proposed developmentis likely to impact views of the sky. However, from these angles thedevelopment’s bulk will be mostly hidden by the existing visual obstructionsincluding buildings and peripheral vegetation. Thus, the development’s imposingheight is anticipated to function more prominently as a marker delineating theSite’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 theproposed development will be clearly perceivable in the Kowloon skyline and willvisibly intrude into the ridgeline. Nonetheless, the tower’s slim morphology isexpected to have only limited impacts on viewers’ perception of the ridgeline’shorizontal continuity and its importance as an edge to Kowloon’s and Hong KongIsland’s urban form. Moreover, the tower’s physical presence is expected toheighten the sense of centrality and significance of the Mong Kok district as amajor destination for the locals and visitors to the Territory. In addition, fromcertain angles, the proposed tower will work in concert with Langham Place to


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form a new building cluster that adds depth to the conventional, heavy two-dimensional skyline, allowing hinterland areas such as Mong Kok to equitablyparticipate in Kowloon’s iconic skyline.

5.6.2.5 With the high value attached to the ridgeline’s visibility, especially from the SVPcontrol points, even the limited obstruction caused by the proposed developmentwill inevitably have significant adverse impacts on the public’s long distanceviews of this important visual resource. Nevertheless, the proposed development’soverall visual impacts should be considered holistically and as such, the expectedadverse impacts on long-distance views need to be appraised simultaneously withthe anticipated streetscape improvements to the majority of local viewpoints.While these localized enhancements do not in themselves counterbalance theportions of the ridgeline obscured by the proposed development, they docontribute to a significant enhancement to those living in the surroundings as wellas in the public’s experience of Mong Kok’s urban form around one of theTerritory’s most highly visited areas and a district considered as one of theworld’s most densely inhabited neighbourhoods with a noted deficiency ingreenery and open space provision.


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5.7 Air Ventilation Assessment (AVA)

5.7.1 Methodology5.7.1.1 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, theExplanatory Materials to the Code of Practice on Wind Effect in Hong Kong andinternationally recognised guides such as the guidelines of American Society ofCivil Engineers (ASCE) Manual of Practice No. 67 for Wind Tunnel Studies andthe Quality Assurance Manual, AWES-QAM-1-2001 by the Australasian WindEngineering Society (AWES).

5.7.2 Site Wind Availability5.7.2.1 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 WindAvailability Study). The wind tunnel test was conducted by CLP PowerWind/Wave Tunnel Facility at the Hong Kong University of Science andTechnology (HKUST). The graphical presentations of annual and summer windroses 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


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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 Table5.7.1 and Table 5.7.2.

Table 5.7.1 Annual Wind FrequencyWind Direction NNE NE ENE E ESE SE SSE SWind 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 NWind Frequency 3.0% 4.6% 3.2% 3.1% 2.4% 0.7% 1.7% 12.1%

Table 5.7.2 Summer Wind FrequencyWind Direction NNE NE ENE E ESE SE SSE SWind 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 NWind 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 theEarth, it is necessary to correctly simulate the lower level of the atmosphere,known as the atmospheric boundary layer. More specifically, two quantities areof 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 meanwind velocities and turbulence profiles presented within the Experimental SiteWind Availability Study for Mong Kok, Hong Kong (Diagram 5.7.3).


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Diagram 5.7.3 Wind Profiles from site Wind Availability Study

5.7.3 Proximity Model5.7.3.1 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. Themodel 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 tunnelmodel boundary.

5.7.3.2 Beyond this assessment area the surrounding buildings will be modelled asgeneralised roughness. Surrounding buildings will exhibit a sufficiently high levelof detail in the near field adjacent to the site to ensure the local and global windflows at the site are correctly modelled. The surrounding buildings will be builtto an accuracy of 10% or better, as recommended in the Code of Practice on WindEffects 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 surroundingmountains, which will reduce the incoming wind speeds from the correspondingdirections, has been determined from the Site Wind Availability Study in1:2000-scale topographical study. The characteristics of incoming wind will besubsequently simulated in this 1:400-scale proximity study.


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Diagram 5.7.4 Study Site, Assessment Area, Surrounding Area and Wind Tunnel ModelBoundary

5.7.4 Assessment Parameter5.7.4.1 The Wind Velocity Ratio (VR) as proposed by the Technical Circular was

employed to assess the ventilation of the proposed development andsurrounding environment. Higher VR implies better ventilation. Thecalculation of VR is given by the following formula:

VR=

V

V¥

350m

350m

Study Site Assessment Area Surrounding AreaApproximate measurement area in wind tunnel based on the diameter of turningdisc

p


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1

Vp = the wind velocity at the pedestrian level (2m above ground) aftertaking into account the effects of buildings.

V¥ = the wind velocity at the top of the wind boundary layer (typicallyassumed to be around 500m above the centre of the site of concern,or at a height where wind is unaffected by the urban roughnessbelow).

5.7.4.2 For each zone, the zonal average velocity ratio, VRz, has been derived from theaverage velocity ratio of each of the test points within / near that zone. This isdefined as:

1

5.7.4.3 Where VR is the wind velocity ratio for each point within the zone and m is thenumber of test points within that zone. The overall velocity ratio, VRw wascalculated for each test point and zone. This is defined as the average of thedirectional velocity ratio, weighted by the probability of occurrence of each winddirection ( ).

Σ16

5.7.4.4 This was calculated for both annual and summer probabilities. These values willbe referred to as the overall annual velocity ratio and the overall summervelocity ratio.

5.7.5 Assessment Indicators5.7.5.1 As specified in the Housing, Planning and Lands Bureau Technical

Circular No. 1/06 - Air Ventilation Assessment (AVA Technical Circular), twokey ratios are to be determined to give a simple quantity to summarize theventilation performance:

Site spatial average Velocity Ratio (SVR) – This gives a hint on how thedevelopment impacts the wind environment of its immediate vicinity. This is theaverage of VR values of all perimeter test points;

Local spatial average velocity ratio (LVR) – This gives a hint on how thedevelopment impacts the wind environment of the local area. This is the averageof VR values of all overall and perimeter test points

∑


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5.7.6 Locations of Test Points5.7.6.1 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 thewind performance. The allocation of these test points will be distributed evenly asper 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 theproject site boundary. Upon the proposed Assessment Area, the locations ofperimeter 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 positionedwith a distance of around 75m to 100m within the Assessment Area and theirlocations 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 withinthe project site and the POS around Boundary Street, as shown as green dots inDiagram 5.7.6.

5.7.7 Focus Areas5.7.7.1 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 ofthe test points are also marked in the diagram.

Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street and Mong Kok East Station – Feasibility StudyFinal Report (FR)


Diagram 5.7.5 Locations of Perimeter Test Points

N

Study Area

l Perimeter test point



Diagram 5.7.6 Locations of Overall and Special Test Points

N

Study Area

l Overall test pointl

Assessment Area

Surrounding Area

l Special test point



Diagram 5.7.7 Allocation of Test Point for Each Focus Area for the AVA Detailed Study

20. Prince EdwardRoad. West

3. Sai Yee St4. Fa Yuen St

5. Tung Choi St

7. Bute St

6. Sai Yeung ChoiSt. South

9. Mong Kok Rd

11. Argyle St

14. Nelson St

15. Shan Tung St

31. Yim Po Fong St30. Peace Ave

26. Soares Ave

28. Victory Ave

25. Kadoorie Ave II

2. Queen ElizabethSchool

29. Liberty Ave

33. MacphersonPlayground

24. Rd to DiocesanBoys’ School

8. HK and KowloonChiu Chow Public

Association SecondarySchool

10. Fife St.

23. DiocesanBoys’ School

22. The CCC Heep WohPrimary School and HK

Weaving Mills AssociationEducation Centre

1. Boundary StreetPlayground

18. MongkokStadium

19. Flower MarketRoad

21. Kadoorie Ave I

32. Waterloo Rd

13. Portland St

12. Nathan Rd

34. Soy St

N

27. Julia Ave &Emma Ave

16. Sai Yee StGarden 17. Hak Po St

Planning Department Planning and Design Study on the Redevelopment of Government Sites at Sai Yee Street andMong Kok East Station – Feasibility Study

Final Report (FR)


5.7.8 Results and Discussion5.7.8.1 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 windtunnel test for detailed study to assess the wind conditions at the pedestrian levelunder the RDS.

Overview

5.7.8.2 A boundary layer wind tunnel study has been carried out to assess the local windclimate for the proposed development.

5.7.8.3 The AVA Study for the RDS using wind tunnel testing is fully consistent with theguidelines of the Technical Guide for Air Ventilation Assessment for Developmentsin Hong Kong.

5.7.8.4 The VR, SVR and LVR were determined for the RDS of the proposed developmentfor both annual and summer conditions.

5.7.8.5 The AVA Study has assessed the local wind climate for the RDS. Due to therelatively built up nature of the Mong Kok area, the ventilation performance of themajority part of the Assessment Area is governed by the relative exposure to and/orshielding from the annual and summer prevailing winds with a few localised areasbenefitting from downdraughts from the taller surrounding developments.

5.7.8.6 In terms of the proposed development, the proposed central commercial tower issubstantially taller than the vast majority of the surrounding developments.Consequently, the prevailing winds will impact on the façades and be drawn down toground level where they will contribute to an improvement in the air ventilationperformance within the immediate vicinity of the proposed development. On theother hand, the proposed development will create localised shielding effects on areaslocated directly downstream of the proposed tower.

Discrepancy between Studies

5.7.8.7 Upon the submission of the AVA Study conducted in wind tunnel, PlanningDepartment (PlanD) has commented on the results as compared to another airventilation assessment study conducted by the HKUST in 2007 (2007 HKUST AVAStudy) 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, thissection 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.


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 HKUSTAVA Study and the AVA Study are summarized below. Given our AVA Study hasincluded 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 Summer2007 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 variousdifferent aspects were identified which would contribute to the discrepancy betweentwo air ventilation assessment studies.

Facilities

5.7.8.11 The 2007 HKUST AVA Study was conducted in a wind tunnel facility with smallerworking section and hence the blockage effect/ ratio will be relatively lower in theAVA Study in which higher blockage effect/ ratio would be more preferable for windtunnel testing.

Differences in physical model

5.7.8.12 Changes in built environment during the past 10 years, such that more high-risebuildings are included in current physical model of the AVA Study. High-risebuildings 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 toreduce wind speed. Therefore, inclusion of trees would have local and slight effecton the wind environment.

5.7.8.14 The 2007 HKUST AVA Study covers around 1200m in diameter while the AVAStudy covers around 1900m in diameter. Different Assessment Areas (Diagram5.7.8) in which the AVA Study had included various open space and hilly ranges thatthe wind availability would be more than a built environment could represent.


Final Report (FR)


Diagram 5.7.8 Assessment Areas of the Air Ventilation Assessment Studies (Red Color Represents2007 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 medianhourly mean wind speed under annual and summer wind conditions are summarizedbelow for reference.

Table 5.7.4 Discrepancy between Studies – Averaged Velocity RatioVelocity Ratio (VR) Annual Condition Summer Condition

2007 HKUST AVA study 0.17 0.16AVA Study 0.21 0.19

Table 5.7.5 Discrepancy between Studies – Median Hourly Mean Wind SpeedMedian Hourly Mean Wind Speed Annual Condition Summer Condition

2007HK UST AVA study 1.21 0.82AVA Study 1.46 1.05

Wind Profiles

5.7.8.16 2007 HKUST AVA Study considers 2 wind profiles to approximate the 16 winddirections while the AVA Study considers 6 wind profiles to approximate the 16wind directions. The wind profile groups are shown below in Table 5.7.6. The windprofiles of the AVA Study and 2007 HKUST AVA Study are compared in Diagram5.7.9.

2007 HKUST AVA Study Surrounding Area

2007 HKUST AVA Study Assessment Area

AVA Study Surrounding Area

AVA Study Assessment Area


Final Report (FR)


Table 5.7.6 Discrepancy between Studies – Grouping of Wind ProfileProfile Wind Angle Range Target AngleGroup 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°

Diagram 5.7.9 Comparison of Vertical Wind Profiles (Blue Dots Represent Data Reported in 2007HKUST 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, theprofiles would be simplified and were within +/- 10% bands for each of the targetprofiles. The VR at a test point is the ratio of the wind speed at 2m above the pointand the undisturbed wind speed, any difference in the vertical wind profile wouldaffect the VR and therefore, the VR at each test point would be different.

Group 1 Group 2 Group 3

Group 4 Group 5 Group 6


Final Report (FR)


Weibull coefficient

5.7.8.18 Given the Weibull coefficient was not reported in the 2007 HKUST AVA Study, theAVA Study has assumed the coefficients based on the common practice of windengineering industry and the professional advice from the wind tunnel laboratory.The method of calculating median hourly mean wind speed is shown in Diagram5.7.10. The median hourly mean wind speed is calculated based on a function ofWeibull 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 2007HKUST AVA Study is different from the one adopted in the AVA Study in whichthe adopted wind rose at 500m was extracted from the Site Wind Availability Study.The annual weighted average value would therefore be slightly affected.


Final Report (FR)


5.7.9 Computational Fluid Dynamics (CFD) Analysis5.7.9.1 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 basedon our professional judgement owning to the differences/ updates on the urbancontext, wind tunnel facilities, wind profiles, inclusion of the proposed developmentwith 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 endthe discussion on the discrepancy on the results presented by the two different windtunnel laboratories, an AVA Initial Study was conducted to compare the windperformance between the two scenarios of with and without the proposeddevelopment.

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 wereperformed under annual and summer wind conditions with reference to themethodology for AVA Initial Study as stipulated in the AVA Technical Circular. Forthe annual wind condition, N, NNE, NE, ENE, E, ESE, S and SW were selectedwhich 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 tothe Study Site in summer months.

5.7.9.4 The VR as proposed by the AVA Technical Circular was employed to assess theventilation performance of the scenario of with the proposed development and itsimpact on the surroundings as compared to the scenario of without the proposeddevelopment.

5.7.9.5 With reference to the AVA Technical Circular, 30 perimeter test points and 173overall test points (with the aid of another 22 special test points for the scenario ofwithout the proposed development and 23 special test points for the scenario of withthe proposed development) were allocated to assess the overall and local ventilationperformance.

Results

5.7.9.6 Upon CFD simulation, the scenario of without the proposed development obtainedhigher SVR under both annual and summer conditions, as compared to the scenarioof with the proposed development. In terms of LVR, both scenarios achieved similarLVR under annual condition with the scenarios of with the proposed developmentachieving slightly higher LVR by 0.01 under summer condition.

5.7.9.7 The results of the overall ventilation performance are summarized in Table 5.7.7below.


Final Report (FR)


Table 5.7.7 Results of the Overall Ventilation PerformanceWith ProposedDevelopment

WithoutProposed

DevelopmentAnnual

weightedSVR 0.09 0.13

LVR 0.10 0.10

Summerweighted

SVR 0.07 0.12

LVR 0.08 0.09

5.7.9.8 The results indicate that the RDS achieved slightly better wind environment at closeproximity to the Study Site under both annual and summer conditions due to thedownwash effect induced by the +350mPD central commercial tower. The RDSachieved slightly better overall ventilation performance than the scenario of withoutthe proposed development under summer condition.

5.7.9.9 The following design features of the RDS have been identified which would helpenhance the ventilation performance around and within the Study Are:

· height profile with a central commercial tower of +350mPD in the central partof the proposed development and lower building height in both the northernand southern parts;

· building separation with width of around 30m located to the immediate northof the central commercial tower aligned with Mong Kok Road; and

· building separation with width of around 20m located to the immediate southof 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 wouldthen subsequently ventilate the pedestrian level. In addition, with the buildingseparations adjacent to the central commercial tower, the induced downwash windcould be diverted to travel through Mong Kok Road and Fife Street to the denselybuilt-up areas of Mong Kok.


Final Report (FR)


5.8 Water Supply Impact Assessment

5.8.1 Design Parameters5.8.1.1 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 inTable 5.8.1 below.

Table 5.8.1: Summary of Development Parameters

Development Parameters Office Retail GIC

PLB PTI, L/ULFacilities for X-B

Coaches and PublicCarpark

Area (ha) 10.7 1.8 0.5 1.1Estimated Population 5,363 894 251 400

5.8.2 Methodology5.8.2.1 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 withreference 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 DailyDemand)

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 (MeanDaily Demand)

5.8.2.5 Internal diameter of the water mains is used for hydraulic analysis. Table 5.8.2shows the nominal diameter and corresponding internal diameter for the commonpipe sizes.

Table 5.8.2: Internal Diameter for PipesNominal Diameter(mm)

Internal Diameter (mm)Fresh Water Mains Salt Water Mains

2000 1976 19321800 1776 17321600 1576 15321400 1379 13351200 1182 11501000 981 945


Final Report (FR)


Nominal Diameter(mm)

Internal Diameter (mm)Fresh Water Mains Salt Water Mains

900 882 847800 784 750700 682 648600 586 567550 536 536525 510 510500 485 485450 424 424400 382 382375 358 358350 334 334300 282 282250 233 233200 189 189150 138 138100 95 9580 80 8050 50 5040 40 4025 25 2520 20 20

5.8.2.6 The design criteria for fresh water and salt water systems are specified under DI1309 and tabulated in Table 5.8.3 below.

Table 5.8.3: Design Criteria for Fresh Water and Salt Water Supply Systems forProposed Development

1) Minimum residual pressure of 20-metre head only applies to development with plumbing proposals first submitted to theWater 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 canbe maintained.

Design Criteria Fresh Water Supply Salt Water SupplyMinimum Residual Head 1

(m)20 15

Velocity limit ofDistribution mains

(m/s)

>DN700 < 3.0 >DN1000 < 3.0

DN700- DN525 < 2.5 DN900- DN800 < 2.5DN450-DN375 < 2.0 DN700-DN525 < 2.0DN300-DN200 < 1.5 DN450-DN300 < 1.5

All > 0.9 All > 0.9


Final Report (FR)


5.8.2.7 The estimated water demands for the proposed development are estimated withreference 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

Catchment CodePopulation (head)

/Area (m2)

FW UD FW Demand SW UD SW Demand

(m3/ m2/d) (m3/d) (m3/h/d) (m3/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 Systems5.8.3.1 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. Theproposed development has a rather high density of population, thus the waterdemands from the proposed development have been assessed against the existingpipe capacity.

5.8.3.2 From the assessment, the existing watermains have been assumed to operate in themaximum flow velocity. The maximum flow rate for each of the pipes has beenassessed. The available MDD of each existing pipe has been compared with theproposed 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 notbe able to meet the demands of the new development. The increase in water demandswill be above the allowable flow limits of the existing system. The future developerwill be responsible for the construction, management and maintenance of anyproposed 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 developmentfrom the existing Fresh Water Services Reservoir by extending the distributionnetwork 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) watermains along Sai Yee Street by 150Ø water mains to supply fresh water to theproposed 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 theproposed 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.


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 andSWD2) to 150Ø to provide sufficient capacity to meet the demand of the proposeddevelopment.


Final Report (FR)


5.9 Drainage and Sewerage Impact Assessments

5.9.1 MethodologyDrainage Assessment

5.9.1.1 The drainage impacts arising from the proposed development are assessed withreference 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 criteriafor urban drainage system. The design flood protection levels recommended by theSDM are reproduced below in Table 5.9.1. The drainage system for the proposeddevelopment is classified as Urban Drainage Trunk system, 1/200 years floodprotection level has been used in the assessment.

Table 5.9.1: Recommended Return Periods based on Flood LevelsType of Drainage System Design Return PeriodIntensively used agricultural land 2-5 yearsVillage drainage 10 yearsMain rural catchment drainage channels 50 yearsUrban drainage trunk systems 200 yearsUrban drainage branch systems 50 years

5.9.1.3 Colebrook-White equation has been applied for the hydraulic analysis. The designroughness for Colebrook-White equation (Ks) is assumed to be 1.5mm inconsideration 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 (beforedevelopment) with the relevant OZP (after development). The Draft Mong Kok OZPNo. S/K3/30 has been referred.

Sewerage Assessment

5.9.1.5 The sewerage impacts arising from the proposed development are assessed withreference 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 thevicinity of the development is based on:


Final Report (FR)


· The projected populations (2016 and 2036) derived from the latest TPEDM in2011

· 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 thedevelopment parameters.

Unit Flow Factors (UFF)

5.9.1.8 For commercial areas (retail/market/other non-domestic uses), a UFF of0.28m3/person/day is used to estimate the sewage flows according to Table T-2 ofthe GESF.

5.9.1.9 For commercial activities of Job type J3 (Transport, Storage & Communication), aUFF 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 othercommercial 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 andinflow 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 RangesPopulationRange

Peaking Factor (IncludingStormwater Allowance) for Facilitywith Existing Upstream Sewerage

Peaking Factor (ExcludingStormwater Allowance) for Facilitywith Existing Upstream Sewerage

Sewers< 1,000 8 61,000 – 5,000 6 55,000 – 10,000 5 410,000 – 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 4 310,000 – 25,000 3.5 2.525,000 – 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 forfacilities receiving flow from existing upstream sewerage systems. In this analysis,peaking factors (including stormwater allowance) is adopted for the proposedsewerage systems.


Final Report (FR)


5.9.1.13 Colebrook-White equation is applied for the pipe hydraulic analysis. The designroughness coefficients (Ks) for existing and proposed pipeline system is 1.5mm inconsideration of its reduced hydraulic performance due to degradation of material.

5.9.2 Proposed SystemsDrainage System

5.9.2.1 The Study Site is in an urban environment. Drainage system has been wellestablished to capture the runoff from the Site. The existing paved area covers morethan 75% of the Site.

5.9.2.2 The delineation of catchment areas for the Study Site comparing between before andafter the proposed development has not been changed. Catchment plans before andafter 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. Detailedassessment comparing between the existing condition and the future condition withthe proposed development are shown in the below tables.

Table 5.9.3: Drainage Catchment Areas (Before Development)

CatchmentArea (m2)

Paved(c=0.9) Green Space(c=0.15) Slope Work(c=0.4)A1 8,589 265 3,822A2 3,350 0 1,582A3 1,617 1,121 0A4 2,470 166 1,047A5 1,677 171 0A6 2,336 400 0A7 6,024 885 0A8 4,020 1,159 222A9 2,956 134 0

Sub-Total: 33,039 4,301 6,673Total: 44,013

Table 5.9.4: Drainage Catchment Areas (After Development)

CatchmentArea (m2)

Paved(c=0.9) Green Space(c=0.15) Slope Work(c=0.4)A1 8,233 621 3,822A2 3,123 227 1,582A3 1,647 1,091 0A4 1,848 788 1,047A5 1,227 621 0A6 2,094 642 0A7 6,156 753 0A8 4,086 1,315 0A9 2,636 454 0

Sub-Total: 31,050 6,512 6,451Total: 44,013


Final Report (FR)


5.9.2.4 Due to the site constraints within the Study Site, no re-diversion of the existing maindrainage system is proposed. The runoff from the proposed development will bedischarged to the existing manholes along Sai Yee Street, Luen Wan Street andArgyle Street.

5.9.2.5 It has been found that the existing drainage system is under capacity betweenSMH4012606(T) and SMH4012603(T), and between SMH4012593(T) andSMH4012594(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, totallength 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 detaileddesign by carrying out detailed drainage impact assessment. Also, it is recommendedto retain the existing discharge point from the Site to the drainage system so as tominimize 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 tominimize the disturbance to the public. The excavated soil shall be deposited off-siteimmediately in urban area to minimize the amount of soil being washed into thedownstream drainage system.

5.9.2.9 Besides eliminating the source of contamination, for site runoff contaminated bysuspended solids, dust and wastes, it should be properly treated before discharging topublic drainage system. Any sedimentation deposited to the existing drainage systemwould 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 siltand allow sedimentation before discharge. The desilting facilities should be inspectedand 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 furtherguidelines on construction site drainage management.

5.9.2.12 With proper implementation of the above-mentioned mitigation measures, theimpacts 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 conductedbased on the information extracted from the development schedule. The quantity ofsewage generated by the proposed development depends on the number of employeeand trades. The existing and proposed sewerage networks are shown in Figures 5.9.3and 5.9.4.

5.9.2.14 For easy reference, the sewage generation of the proposed development which iscalculated based on the guideline set in EPD Guidelines for Estimating SewageFlows for Sewage Infrastructure Planning is shown in Table 5.9.5 below.


Final Report (FR)


Table 5.9.5: Summary of Sewage Flow Estimation

Type of developments Office Retail GIC

PLB PTI, L/ULFacilities for X-B Coaches andPublic Carpark

Employed Population 5,363 894 251 400Unit Flow Factor(m3/person/day) 0.08 0.28 0.08 0.18

Average Dry Weather Flow(m3/day) 429 250 20 72

5.9.2.15 The existing sewers along Sai Yee Street, Luen Wan Street and Argyle Street in thevicinity 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 theprojection from TPEDM, the existing sewers are insufficient to serve the proposeddevelopment.

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 thedevelopment.

5.9.2.18 The replacement of the gravity sewer is proposed along Sai Yee Street, Luen WanStreet and Argyle Street to serve the proposed development and discharge to theexisting 500Ø public gravity sewer running along Argyle Street, which will conveysewage to downstream sewerage network.

5.9.2.19 It is proposed to upgrade the existing sewer between FMH4011647 (T) andFMH4011556 (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 beestablished as part of detailed design by the developer.


Final Report (FR)


6 Recommended Development Scheme

Introduction6.16.1.1.1 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 majorstakeholders. Besides, focus group meetings and questionnaire survey were alsoarranged with operators of PLB and X-B coaches, KCRC, MTRC, majorstakeholders 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 exerciseconducted in 2016 and the findings of the relevant technical assessments, the RDShas been refined. The revised RDS was presented to the YTMDC on30 November 2017 with support obtained. On 23 February 2018, findings of theStudy and the revised RDS were noted by the TPB.

6.1.2 Public Consultation - Major Public Views and Comments Received6.1.2.1 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 couldenhance the commercial activities and vibrancy of the area, and preferred the RDSwhich involves the development of a single high-rise commercial tower for thereasons that it would offer the largest amount of POS for public enjoyment, better airventilation and visual permeability, even though the single high-rise tower under theRDS 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 alleviatethe existing traffic congestion problems in the area instead of commercialdevelopments 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 theSite for better utilization of land resources and development of a taller building(350mPD proposed under the RDS) with more open space provision, better airventilation and visual permeability. On the other hand, there were also requests forreduction in the development intensity to avoid further aggravation of the existingtraffic congestion problems, and lowering of the building height due to the concernson 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 theSite to help addressing the POS shortage problem in the Mong Kok area. There werealso requests for provision of more vertical greening in the future development at theSite.


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Public Realm

6.1.2.5 Some comments suggested that the proposed development should help enhancing thevibrancy, traditional and local characters of the Mong Kok area, with the provision offacilities for public activities. Some suggested providing a public viewing deck onthe rooftop of the tallest building for public enjoyment.

Pedestrian Connectivity

6.1.2.6 Some comments suggested taking the opportunity of the proposed redevelopment toenhance the pedestrian connectivity and walkability in the area, in particular theconnection to the Mong Kok East Station and Grand Century Place, which wascurrently 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 theSite should address the existing adverse traffic conditions of the Mong Kok area andsupported the accommodation of a PLB PTI and L/UL facilities for X-B coaches inthe Site for relocating certain existing on-street PLB stands and some X-B coachstopping points in the nearby area respectively, to improve local traffic circulation.Some YTMDC members requested the provision of more L/UL facilities toaccommodate 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 parkingspaces in the area, some YTMDC members suggested increasing the provision ofpublic 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 includingcommunity hall, swimming pool, library and venue for post-secondary educationpurposes. While the provision of more facilities to cater for the elderly was wellsupported, many commented that the integrated community centre for the mentalwellness (ICCMW) should not be provided in the proposed development because thearea was too vibrant to be a suitable place for this sort of facilities.

6.1.3 Responses to Public Views and Comments6.1.3.1 The public views and comments received have been considered and incorporated as

appropriate in the formulation of the revised RDS. Responses to the major publicviews and comments are summarized below.

Land Use

6.1.3.2 Mong Kok is one of the major shopping areas and entertainment destinations forlocals 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 morecompatible and can further enhance the vibrancy of the area. Besides, the proposedcommercial development can also help meeting the demand for officeaccommodation in Mong Kok and commercial development at the Site can generatejob opportunities close to the MKES which will be convenient to future workers. Infact, most of the comments received supported the commercial use of the Site and


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preferred the scheme with a single high-rise tower for the reasons that it offered thelargest amount of POS for public enjoyment, better air ventilation and visualpermeability, even though the single tower under the scheme would breach theridgelines as viewed from some vantage points.

6.1.3.3 The RDS upholds the key planning and design principles to maximize opportunitiesfor enhancing visual permeability which has been demonstrated to be architecturallyfeasible in complying with the SBDG requirements; providing ample amount of POSand various GIC facilities which are most needed in the old and congested urban areaof Mong Kok; as well as various public transport facilities to address the trafficproblems 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 scarceland 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 aspermissible for “commercial” zoning under the prevailing OZP is adopted. The TIAconducted under the Study has confirmed that a PR of 12 for the proposeddevelopment would be acceptable in traffic terms and such development intensity isalso comparable to other commercial developments in Kowloon. With respect to thepublic views requesting for a reduction in the proposed development intensity ongrounds of traffic, visual and air ventilation impacts, the proposed developmentintensity has been technically assessed under the Study which concludes that nounsurmountable impacts are anticipated.

6.1.3.5 To address the public concerns on building height, the RDS has been further refinedwith slight extension of floorplate and reduction of a number of floors as well as theredistribution of some of the commercial GFA to lower the maximum buildingheight 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 asviewed from the vantage points of Central Pier No. 7 and Sun Yat Sen MemorialPark, according to Chapter 11 of the HKPSG on Urban Design Guidelines, flexibilityis allowed for relaxation on individual merits and for special landmark buildings togive punctuation effects at suitable locations. Such concept is well applicable in theSite which is located at a transport hub well served by various types of publictransport facilities. The proposed landmark building design will enhance MongKok’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 smallerbuilding footprint and allow the provision of more POS at this prime site, better airventilation and visual permeability especially at pedestrian and lower levels,maintain the existing east-west view corridor to the green backdrop of Kadoorie Hillalong Fife Street, limit overshadowing on the streetscape, and reduce the wall/bulkyeffect on the surrounding residential developments. According to the Air VentilationAssessment conducted under the Study, the RDS achieves slightly better windenvironment at close proximity to the Site under both annual and summer conditionsdue to the downwash effect induced by the tower. The overall ventilationperformance is also slightly better than the existing situation under summer condition.From the visual perspective, the RDS is likely to benefit from exposing the potentialOVTs to the streetscape, the coordinated and extended ground level surface of theproposed at-grade POS at the junction of Argyle Street and Sai Yee Street as well asmore active street level facades that replace the FEHD depot and WSD compound.


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Public Open Space and Greening

6.1.3.7 The RDS is designed to maximize the provision of POS for public enjoyment to meetthe public aspiration for more open space in the area. A minimum of 6,550m2 POSwill be provided within the Site and an addition of 3,200m2 POS will be provided atthe southern part of the KCRC deck adjacent to the Site which will be connected bytwo elevated landscaped walkways to form an integrated POS for the enjoyment ofthe public. To positively respond to the public comments, a public viewing deck willbe provided on the highest floor of the tallest building for public enjoyment. Skygardens at appropriate levels will be provided for the enjoyment of the sky view ofthe city. All the POS will be integrated well with each other by way of cohesivedesign and convenient pedestrian connectivity. Besides, vertical landscape treatmentsas well as greening at the POS and landscaped areas will also be provided at variouslevels of the development to maximize greening. Furthermore, the existing OVT andtwo potential OVTs within the Site are to be preserved and be integrated into thedesign of the at-grade POS.

Public Realm

6.1.3.8 The proposed high-rise central commercial tower can become a new landmarkbuilding in the area with the provision of at-grade POS to create a focal point forsocial gathering and leisure. To maintain the vibrancy of street level along the routesbetween the MTR MKES, Mong Kok Station and different local attractions, retailactivities along the routes are encouraged. Certain amount of commercial activitiessuch 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 andhorizontal, connecting all facilities including the floors for the PLB PTI and L/ULfacilities for X-B coaches, GIC facilities, POS within the Site and on the KCRC deckas well as the proposed link bridges/footbridges connecting the Site to the adjacentareas and facilities will be provided to improve the pedestrian connectivity to majorpublic transport facilities/developments in the area. The proposed pedestrianconnections will meet the request of the public for enhanced pedestrian connectionbetween the MKES and Grand Century Place with the wider Mong Kok area. Inaddition, to ensure the provision of convenient and friendly pedestrian passageways,the connections are to be barrier-free with weather protection and open 24-hour forpublic use. It will provide direct, unobstructed and convenient linkages for thepedestrians.

Traffic and Transport

6.1.3.10 To capitalize the opportunity to address the existing traffic problems in the MongKok area upon redevelopment of the Site, a PLB PTI capable of accommodatingabout 60 PLB at ground floor and L/UL facilities with about 20 spaces for X-Bcoaches at basement floor, together with ancillary facilities including public toiletand 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 relocationof some of the existing on-street PLB terminus stands and X-B coach termini andstopping points in the surrounding areas.


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6.1.3.11 To respond to the public comments for the provision of more public car parkingspaces in the development, about 50 additional public car parking spaces have beenintroduced to the RDS as compared with the original proposed 80 public car parkingspaces 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 goodsvehicles). To avoid overtaxing the traffic condition of the area, any further increasein the provision of car parking spaces at the Site shall be subject to further trafficreview 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 forwidening 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 thetraffic problems in the area. This will enhance the overall traffic flows in the area andimprove 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, aday care centre for the elderly, a neighbourhood elderly centre, an integrated childrenand youth services centre, and an integrated community centre for the mentalwellness (ICCMW) meets the need and aspiration of the local community.Specifically, the community hall is provided as a positive response to the publicviews received during the consultation process. However, there are some GICfacilities (e.g. swimming pool complex, library and post-secondary educationalfacilities) requested but are considered not suitable or feasible to be provided at theSite17. For the proposed ICCMW, since the current ICCMW serving Yau TsimMong 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 betterservices delivery and meeting the needs of the local residents. As there is no othersuitable site in the Yau Tsim Mong District, the provision of the ICCMW at the Siteis considered necessary and it is a positive means to meet the needs of differentsectors in the community.

17 Since the Site is not large enough to accommodate a swimming pool complex and the Leisure and CulturalServices Department has advised that there is already sufficient provision of swimming pools and library in the YauTsim Mong District according to the HKPSG, the public suggestion of having a swimming pool and library in theproposed development has not been taken forward. With respect to post-secondary educational facilities, theEducation Bureau considers that standalone purpose-built buildings are preferred to premises-based accommodationfor provision of campus for post-secondary education.


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6.2 Development Concept6.2.1.1 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 theStudy, which is detailed below.

6.2.2 Principle Considerations6.2.2.1 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 YeeStreet with an attractive public realm of POS, GIC facilities and a mix of commercialuses (including office/hotel/retail).

6.2.2.2 The development plots will follow the existing urban fabric of Mong Kok. Themassing shall follow the existing Mong Kok Road, Fife Street and Hak Po Street torespect the urban grid as shown on the development concept in Diagram 6.2.1.


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6.2.2.3 In Diagram 6.2.1, the proposed building blocks within the Site are indicated in redbubbles. The areas are government land with little development constraints on landownership and development rights. The proposed development indicated in redbubbles will need to be well integrated with the surrounding land uses around theStudy Site. However, mitigation measures for sensitive land uses (e.g. GIC uses) arerequired to tackle the noise and air impacts caused by the Sai Yee Street and ArgyleStreet 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 rationalto be along Sai Yee Street. Although it would be more desirable to avoid extendedpodium design along street level to reduce the wall effect and visual impact onpedestrians, owing to the need to accommodate the number of PLB and X-B coachesto be relocated from the surrounding street termini and the requirements of vehicularaccess, 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 soas to reduce the physical and visual impacts of the podium block on pedestrians.Moreover, internal pedestrian connections within the podium will be provided tofacilitate 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 forfurther development. Public space with minimal greening is proposed for this portionof area to avoid causing structural problems on the deck and the foundation. A largeamount of area within the Site will be for POS use to enhance the provision of openspace 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 urbanarea, development potential of the Study Site should be well explored and optimized.The development should also address the development needs of the Study Area andalso the Mong Kok district. Where possible, it should also help meeting certainregional and territorial needs of Hong Kong.

6.2.2.7 In considering the development potential of the Study Site, development potential ofthe KCRC deck in conjunction with the limited structural capacity of the deck shouldalso be taken into account.

Seamless Pedestrian Connection

6.2.2.8 To enhance the pedestrian connectivity, footbridges/elevated walkways will beprovided and well connected with the existing and planned footbridge system ofMong Kok while multi-level pedestrian connections will be available for betterconnectivity and maximization of choices for pedestrians.

18 A preliminary assessment on the theoretical capacity of the existing column stubs for topside development hasbeen conducted in the Baseline Stage of the Study. Apart from the existing MKGO area, only limited area on top ofthe KCRC deck has potential for low-rise topside development. Detailed structural assessment will be required inthe construction stage.


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Integrating with Mong Kok Identity

6.2.2.9 The unique character of vibrancy with street activities and identity of Mong Kok asone of the major shopping and entertainment destinations for locals and touristsshould 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 developedold urban Mong Kok area, the development should provide quality POS for publicrelief and gathering through sustainable planning and green building design, greeningand landscape and good urban design. The design of the development should alsocreate sense of place by applying people oriented place-making approach throughoutthe design process of the development.

6.2.2.11 The redevelopment of the Study Site will also help rationalize/alleviate the trafficcongestion in the surrounding streets/area and mitigate the congestion by providingsuitable 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 thepresence of aged population in the Study Area, various kinds of community andsocial welfare facilities should be proposed in the Study Site to provide support andhelp 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 pointand gathering point functioning as an urban relief, a convenient transportation huband 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 needsof 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 theproblems identified. Table 6.2.1 below shows the guiding principles and the specificproblems of the Study Site that they should be applied to tackle.

Table 6.2.1: Guiding Principles and Problems to TackleProblems to be tackled Guiding PrinciplesNeeds for Grade-A office, Hotel andGIC facilities

- Development Needs

Congested Environment and Lack ofLeisure Place

- Sustainable Planning and Green Building Design- Good Urban Design- Greening and Landscape

Old District and Community - Echo and inherit the unique character and identity of MongKok

- Building stronger community bonding and enhancing socialinclusiveness

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 connectivityRich while congested traffic network - Integration and Connectivity


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6.2.3 Development NeedsOptimize Development Potential

6.2.3.1 As stated in the Study Brief, one of the key requirements of the redevelopment is tooptimize the development potential of the Study Site. However, as a prominent sitewith high visibility in a congested urban core which also serves as a key pedestrianroute in a transport hub, connectivity and other urban design considerations shouldbe 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 proposeddevelopment. These include the provision of PLB PTI and L/UL facilities for X-Bcoaches 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 ofpublic car parking spaces to compensate for the loss of parking spaces from thetemporary 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 StudySite is suitable for commercial development and has strong potential to meet thedemand 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 goodaccessibility, grade-A office and retail uses are considered an appropriate use for theSite. However, other mix of commercial uses such as hotel that meet the district andterritorial demand should also be considered, giving the opportunity to inject vitalityto Mong Kok and strengthen its identity as a shopping and entertainment destinationfor 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 ofa new PTI/ L/UL facilities to relocate some of the on-street PLB and X-B coachtermini at Mong Kok. The provision of a new PLB PTI and L/UL facilities for X-Bcoaches in the proposed development shall take into account the expectation toimprove 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 ofthis Study. However, simply provision of facilities such as an elevated walkway tothe KCRC deck may not serve to create the necessary links between various levels ofpedestrian movements through the Study Site. While particular architecturaldesign/measures would definitely enhance way-finding and legibility, the creation ofdirect and convenient routes with barrier free and well maintained access to differentdestinations around the Study Site linking the existing/planned footbridges and theMKES should take precedence.


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Enhance Physical and Visual Linkages

6.2.4.3 Redevelopment of the Study Site should aim to enhance the physical linkages in thearea in terms of vehicular and pedestrian traffic. In particular, the need to retain thevehicular access to the adjacent Grand Century Place as well as the MKES concourseand MKGO should be recognized. In addition, strong visual and direct physicalconnection with barrier free access should be provided between the POS at differentlevels 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 pedestriannetwork to connect with the existing/planned footbridges as well as the existingpedestrian routes to facilitate pedestrian movement to/from the MKES and the coreMong Kok areas through the development as a hub for pedestrian flow. The retailfacilities and activities provided along the pedestrian routes within the developmentalso help enhance the walking experience of the pedestrians to reinforce Mong Kokas 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 urbanenvironment and contributing to a healthy lifestyle while also relieving some of thetraffic congestion in the area. It is therefore crucial that the system of pedestrianflows is considered holistically and integrate with the complicated terrain and link upthe surroundings in a simple, direct, easy-to-orient and interesting way that canpromote walkability and connectivity, and foster a pedestrian-friendly environmentand promote “Walk in Hong Kong”. While ground floor mobility may be restricteddue to the location requirement of the PLB PTI at ground level, clear and legibleroutes through the ground floor connecting to higher levels should be identified andincorporated into the overall pedestrian circulation network.

6.2.5 Echo and Inherent the Unique Character and Identity of Mong KokActivating and Expanding Street Activities and Identity

6.2.5.1 Mong Kok is well known for its local street activities and identity. Thepedestrianization of Sai Yeung Choi Street South in particular has enriched the on-street retail activities and street performance are turning the function of the Streetfrom pedestrian passage to a center of attraction although with noise and hygienenuisance to the residents in the area. The Mong Kok identity should be wellintegrated into the Study Site by creating user-friendly and active street front designand open space environment. Space for street front/open-up environment should beconsidered in the design and placement of POS.


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Diverse Type of Commercial Activities

6.2.5.2 Making reference to the success of Mong Kok commercial activities, diverse types ofcommercial activities should be provided. These should include retail malls,shopping streets and diverse shopping products. The diversity of retail activitiesshould also accompany by various types of entertainment, for instance cinema andactivity/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 touristaccommodation 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 pedestrianconnectivity shall be addressed and district needs for various community/socialwelfare facilities and open space shall be met as far as possible within the Study Siteto accommodate public aspiration on the redevelopment of the Study Site.

6.2.6 Building Stronger Community Bonding and Enhancing SocialInclusiveness of Mong Kok

Provision of GIC Facilities

6.2.6.1 To support the aged population and people in need including teenagers, adequateGIC facilities should be provided. Opportunity should be considered to meet thelocal demand for various GIC facilities as far as practicable within the Study Site.The facilities may include a variety of social welfare and community facilitiesincluding 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 termsfor individuals and groups to take part in the society. It aims to empowermarginalized people to enjoy equal access to markets, services, social and physicalspace. The concept echoes with ageing in place and support of old urbanneighbourhood in the area. Adequate community space and facilities for the elderlyand people in need can enrich the inclusiveness of the marginalized residents to thesociety. The facilities for the elderly and people in need are not incompatible with theproposed commercial uses in the Site.

6.2.7 Contextual IntegrationRespect “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 sametime in harmony with the surrounding. According to HKPSG, the Metroplan (1991)guidelines recommended 20% to 30% Building Free Zone below selected sections ofridgelines, but allowed flexibility for relaxation on individual merits and for speciallandmark buildings to give punctuation effects at suitable locations, which is well


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applicable to the development located next to the MKES with PTI and in closeproximity to MTR Mong Kok and Prince Edward Stations, i.e. at a transport hub wellserved by various types of public transport facilities, and features a special landmarkdesign 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 Sitefalls between 145mPD and 164mPD from the SVPs Central Pier 7 and Sun Yat SenMemorial Park. The minimum heights of the ridgelines for the two SVPs are185mPD and 205mPD at the SVPs Pier 7 in Central and Sun Yat Sen Memorial Parkin Sai Ying Pun respectively. Development at the Site with building height higherthan 145mPD and 185mPD will breach the 20% Building Free Zone and theridgeline respectively (Figures 6.2.1 to 6.2.4). High-rise development is proposed atthe Site. Besides as a landmark building in the Mong Kok East area, high buildingheight will also generate more opportunities for the provision of more POS at gradeand on the lower, more accessible levels of the development, limit overshadowing onthe streetscape, enhance air ventilation and visual permeability as well as retainingthe existing east-west view corridor to the green backdrop of Kadoorie Hill alongFife Street.

Integration with Urban Context

6.2.7.3 The Study Site is located in an area surrounded by significant on-street retail shopsand local shopping malls. The on-street activities follow the rectangular street gridand the urban fabric of Mong Kok which is typical in Kowloon. Redevelopment ofthe Study Site should therefore consider the integration with these surroundings sothat the building form is compatible with the surrounding context, supports the flowsof pedestrians and capitalizes on its location to create an identifiable and vibrantdestination.

6.2.8 Sustainable Planning and Green Building DesignPromote Visual and Air Permeability

6.2.8.1 To enhance the quality of the urban environment, the redevelopment should aim toretain and create, as much as possible, the significant visual corridors identifiedincluding the one aligning with Mong Kok Road and the one aligning with FifeStreet in the west to east direction. To enhance the wind flow along Mong Kok Roadfor pedestrians and users of the public spaces, air ventilation should also be carefullyconsidered to allow adequate ventilation corridors and the buildings (in particular thepodium) 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 SBDGshould be followed to enhance the design of the proposed development. Furthermore,the requirement for the implementation of green building design features, as such forefficient energy and water use and good indoor environmental quality, for Goldrating under the Hong Kong Building Environmental Assessment Method (BEAM)Plus and/or Leadership in Energy and Environmental Design (LEED) certificationshould also be included.


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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 publicspaces provided after construction is of a high standard. This should not only includethe intrinsic characteristics of the public spaces themselves but also appropriatemeasures to maximize access, strategies to improve the interaction with surroundingpublic spaces as well as activities that can enhance the vibrancy of the urbanenvironment. Thematic planting is suggested to enhance the holistic design of thearea. 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 preservationduring and after the redevelopment. The OVTs should be kept untouched and will beintegrated into future design of the development. Methods to protect these OVTs,particularly those falling within the areas affected by excavation and basementdevelopment 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 ofenvironmental elements, e.g. sunlight and clearing distance from building structures,which would affect the survival of these OVTs. Moreover, trees that are beingaffected by the redevelopment will be compensated at the proposed POS.


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Revised Recommended Development Scheme6.3

6.3.1 Key Characteristics6.3.1.1 The development concept of the revised RDS responds to the public comments

received and the planning and design guidelines set out for the development. TheStudy Site’s strategic position located between the major commercial areas in MongKok and the MKES for the generation of a new eastern hub to the district is welltaken into account. The design responds to multiple requirements and featuresintegrating retail/office/hotel use with a ground floor configuration that extends FifeStreet into the Study Site to create a new pedestrian connection to the Luen WanStreet Sitting-Out Area. The POS at ground floor is maximized to create the largestamount of leisure space for local enjoyment. Visual relief on the local level isenhanced by the minimized building footprint of the 320mPD central commercialtower.

6.3.1.2 The key characteristics of the revised RDS (Figures 6.3.1 to 6.3.3 and Diagram6.3.1) include:

· a mixed commercial development with uses including office/ retail/hotel andGIC facilities;

· stepped tower arrangement reaching 320mPD for the central commercial towerfeaturing a landmark building;

· an efficient footprint for the buildings balancing the building efficiency,building height, visual corridors, air paths and POS;

Diagram 6.3.1: Revised RDS – Development Concept


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· all OVTs considered worthy of preservation within the Study Site are retainedin-situ;

· strategically located at-grade POS at the corner of Argyle Street and Sai YeeStreet;

· provision of additional POS in the low-rise zone with strong visual and directphysical 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 andX-B coaches respectively.

6.3.2 Key Development Parameters6.3.2.1 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 andArgyle Street (Figure 6.3.4). The scheme generates about 141,600m2 GFA in totalthat corresponds approximately to a plot ratio of 12 for non-domestic uses which isthe maximum permissible for “commercial” zoning under the prevailing OZP. Theat-grade and above 15m site coverage of the proposed development are 65% and47.6% respectively which comply with the requirement of the B(P)R allowing a highlevel 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 heightlocated in the middle, with a relatively low GIC block of 40mPD at the north near theHong Kong and Kowloon Chiu Chow Public Association Secondary School toprovide gradual increase in building height and avoid overshadowing the school. Asmall building block of 33mPD is situated to the south of the main block aspedestrian circulation spot connecting Mong Kok area across Argyle Street and theKCRC deck. The size of the floor plate of the central main block is designed tobalance building efficiency, building height, and the provision of visual corridors andair paths. Sky gardens at refuge floors are provided for the enjoyment of the sky viewof the city. Besides greening at the POS, landscaped areas are also provided fromlevels 6 to 10 of the main block to maximize greening (Figures 6.3.5 to 6.3.10) Theproposed development can accommodate a mix of commercial uses including office,hotel and retail etc. The actual mix of the commercial uses in the proposeddevelopment 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 usesare to be accommodated in the proposed development so that if hotel use is to beincluded, it will not render the revised RDS impracticable in particular on the aspectsof traffic impact and maximum building height. Hotel use will have less trafficimpact than office use with respect to peak hour traffic and also a lower floor heightrequirement. The TIA conducted under the Study has been carried out on the


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assumption that only office and retail uses will be involved in the proposeddevelopment.

6.3.2.3 The key development parameters of the revised RDS are summarized in Table 6.3.1below.

Table 6.3.1: Development Parameters for Revised RDS

Development Parameters Revised RDSDevelopment Site Area (excluding setback for road/footpath widening works)(m2) 11,800

Plot Ratio 12Site 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

coaches/medium and heavy goods vehicles) 130 spaces

Total POS (m2)^ (about) 9,750Within 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 PLBPTI, 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 acrossArgyle 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 thesurrounding 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 at23mPD, to the Luen Wan Balcony at 13mPD and the at-grade Entrance Plaza at6mPD with the provision of a new pedestrian route from Argyle Street to the LuenWan Street Sitting-out Area.

6.3.3.2 To mitigate the presence of the podium building along Sai Yee Street that has acontinuous width reaching to approximately 150m in length, the higher floors of the


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podium are arranged in a staggered configuration, minimizing the continuous facadesurface that would otherwise appear bulky and monotonous while providingopportunities 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 possibleto reflect the pattern of Mong Kok’s urban fabric. Visual connections along MongKok Road as well as Fife Street are preserved and the grid-pattern of the district’scharacteristic narrow streets is conceptually extended into the Site.

6.3.3.4 The stepped profile of the Luen Wan Street Balcony and Entrance Plaza promotespermeability enhancing visual relief of the proposed development. While preservingthe maximum development potential within the Site, the ample provision of POSallows 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 greenKadoorie Hill. The large Luen Wan Street Balcony are also intended to mitigate thetower’s height by opening a wider view angle from along the junction of Sai YeeStreet and Argyle Street and reducing the “corridor effect” of elongated views fromFife Street. The Luen Wan Balcony at a building height of 13mPD is determined bythe 7m floor height reserved for the PLB PTI at Level 1 ground floor which is at alevel of about 6mPD. The building separation aligned with Fife Street which definesthe size of the Balcony is considered highly desirable from air ventilation point ofview. Although it is relatively narrow, its alignment to the ENE wind (annualprevailing wind direction) and free of obstruction (absence of footbridge) to itswindward 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 fromLuen Wan Street. Due to the higher level along Luen Wan Street (about 12mPD atthe Luen Wan Sitting Out Area), this open space connects directly to Luen WanStreet, integrating the existing Luen Wan Street Sitting Out area with the widerpedestrian network. Active retail activities in the podium will allow for al-frescodining or small scale exhibitions in a vibrant and green environment in the congestedurban heart of the Mong Kok district. Sky gardens and lobbies are provided at upperlevels of the tower with public access for the public enjoyment of the sky view of theHong Kong territory.


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6.3.3.7 Sai Yee Street Terrace also demonstrates an important function from the airventilation perceptive. It locates at Level 4 floor of the podium at 23mPD along theMong Kok Road direction complying with the OZP requirement for a 30m widebuilding gap above 23mPD along Mong Kok Road to facilitate air ventilation of thearea.

6.3.3.8 Retail frontages facing Sai Yee Street and Argyle Street are provided at Level 1ground floor to enhance vibrancy of the streets. The GFA of the retail space at Level1 ground floor is limited by the PLB PTI on ground floor and the ramp connectingLuen Wan Street to the Basement 1 floor of the development. The frontage along SaiYee Street is stopped at the ingress/egress point of the PLB PTI at the northern endof the Site.

6.3.3.9 Photomontages showing the illustration of the revised RDS from a range of selectedviewpoints 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 grantedto recently constructed buildings by an inter-departmental working group of thegovernment, GFA concession in the range between 20% and 30% (excluding bonusGFA and GFA for car parking) is considered appropriate to strike a proper balancebetween essential, green and amenity features.

6.3.3.11 An assumption of 30% GFA concession has been adopted for the Study. Theadditional GFA from concession has been taken into account in the design process tooutline the maximum building envelope but excluded from the maximum GFA andplot ratio indicated for the development scheme.

6.3.3.12 The revised RDS proposes a building height of 320mPD with the Level 1 groundfloor at approximately 6mPD. The overall stability of the high-rise central towerstructure is provided by the central circulation core integrating with the beam-columnframe in the periphery.

6.3.3.13 The built form of the high-rise central tower is designed to maximise the efficiencyof the floor plate for grade-A office use while taking into account the maximumpermissible site coverage. For instance, according to the samples of Hong Kong andother East Asia office developments, efficient size of floor plate for grade-A officesranges from approximately 2,000m2 to 2,800m2. However, an optimised floor platewould also be limited by an efficient lease span (i.e. the distance from the buildingcore to the external wall) where the most common lease span in Hong Kong isapproximately 12 to 13m. Moreover, the optimum design for grade-A office buildingshould have as few columns as possible within the lease span area to enable higherflexibility 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


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6.3.3.14 Standards for hotel developments vary greatly, whereas the floor plate size and roomsize should provide relative flexibility for a wide range of accommodation types tosuit the demand of the specific hotel development. Due to the small size and depth ofhotel rooms, the efficiency of the floor plate decreases for hotel use when lease spanbecomes too large. If hotel use is proposed at top floors, the area of the building corecan be further reduced to increase the usable floor area. No hotel use is howeverassumed under the revised RDS to demonstrate the feasibility of the proposeddevelopment under worst case scenario.

6.3.3.15 The floor plate size of the high-rise central tower is proposed to be increased toimprove the building efficiency and to lower the building height from 350mPD to320mPD under the revised RDS. Level 8 floor is proposed to be the starting level forupward enlargement of the floor plate to optimize the openness of the visual corridorat Fife Street for green features at Kadoorie Hill while balancing the targets oflowering the building height and improving the building efficiency. The extension ofbuilding bulk towards the Fife Street direction has been considered under the detailedAVA 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 qualityof 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 withthe fragmented urban fabric of Mong Kok with vibrancy and activities at pedestrianzones. 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 retailpodium 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 itblending in with the sky. The new development should be designed to give a newidentity 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 andreflection on the existing surrounding developments.

6.3.3.18 A sky lobby is introduced to act as interchange for vertical circulation from low zoneto high zone (Level 38). It provides the commercial opportunity at the mid-level ofthe central office tower. Also, it could be a platform for viewing the scenery of thewhole Mong Kok district. Together with the refuge floor cum sky garden below, theyprovide 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 forthe whole design development. The module is considered a universal dimensionsuitable for all building materials and setting out of column grids, enabling the planto adopt an orderly layout with similar fundamental spatial attributes. This in turnsupports the coordination of the different spaces throughout the development,allowing integration of facing materials for floors and ceilings with structuralsupports while retaining a consistent spatial quality.


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Building Height

6.3.3.20 The maximum building height adopted for the revised RDS is 320mPD which is 60mhigher than Langham Place and is 30m lower than the draft RDS. The high-risecentral tower breaks through the 20% “Building Free Zone” and the ridgelines ofLion 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 heightdifference 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 istally with the OZP requirement for a building gap to be provided there. Anotherlandscaped podium floor (Luen Wan Street Balcony) at 13mPD is proposed to beplaced 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 ofthe KCRC deck and the parking spaces of the temporary open-air car park at thecorner of Argyle Street and Luen Wan Street are re-provided within the basementparking levels of the new development. The vacated MKGO car parking areatogether with the southern end of the KCRC deck are proposed to be developed for aPOS for the leisure purposes of the locals. Similarly, the public toilet near the FEHDoffice site is expected to be reprovided within the PLB PTI. A new public toilet isalso provided within the loading/unloading facilities for the X-B coaches at theBasement 2 floor.

6.3.4.2 The northern block near the Hong Kong and Kowloon Chiu Chow PublicAssociation Secondary School is proposed for GIC uses. The building height of theblock is designed to be at 40mPD including rooftop facilities to avoid overshadowingthe school. The table below presents the GIC and other public facilities to beprovided within the development.


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Table 6.3.2: Revised RDS – GIC and other Public Facilities

Location GIC Facilities Department GFALevels 5 & 6 Floors of Tower 1 Integrated Children & Youth

Services CentreSWD 1,230m2

Level 4 Floor of Tower 1 Neighbourhood ElderlyCentre*

SWD 670m2

Level 3 Floor of Podium Day Care Centre for theElderly (60-place)*

SWD 910m2

Level 2 and 3 Floors of Podium Community Hall^ HAD 1,260m2

Level 2 Floor of Podium Integrated Community Centrefor Mental Wellness*

SWD 870m2

Total 4,940m2

Location Other Public Facilities Department GFALevel 1 Floor of Podium(ground level)

PLB PTI# TD 4,000m2

Level 1 Floor of Podium(ground level)

Public Toilet# FEHD 100m2

*: 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 seatingcapacity 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 shouldpreferably 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 thepublic 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 sensitivereceivers which require special attention in the arrangement of the facilities.However, there are no GIC facilities involving domestic premises which requirenatural ventilation for every room used for habitation. Mechanical ventilation can beprovided 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 asthoroughfares arrangement would critically affect the design and disposition of theproposed community hall. The location and arrangement of the community hall iscritically reviewed such that the requirements for PPE would be achieved. Proper andconvenient accesses for entry and evacuation of large crowd are provided with directand 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 tothe HKPSG requirements at the table below. Lower end of the HKPSG car parkingrequirements are adopted for the provision of car parking spaces within thedevelopment. The car parking spaces at MKGO (4120 car parking spaces solely forthe use of the Government departments in MKGO) and Luen Wan Street TemporaryCarpark (70 private car parking spaces) will be reprovided in the car parking spaceprovision. The car parking facilities will be provided at the basement levels of thedevelopment..

20 GPA on 26 March 2018 confirmed that there are 41 instead of 35 existing car parking spaces for MKGO on thesouthern portion of the KCRC deck. Since the traffic flow of MKGO has been reflected in the traffic forecast, thechange of the parking spaces provision would not affect the results of the previous traffic assessment.


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Table 6.3.3: Required Car Parking and L/UL Facilities (Based on Notional Scheme)

Use Facility HKPSG Standard Tentative Provision

Retail(20,140 m2)

Car parkingspaces

Private car: 1 car space per 200m2 to300m2 68

Motor-cycle: 5-10% of total provisionfor private cars 4

L/UL bays forgoods vehicles

1 L/UL bay per 800m2 to 1,200m2

Goods vehicle provision is dividedinto 65% for LGV and 35% for HGV

LGV:11HGV: 6Total: 17

Office(101,070m2)

Car parkingspaces

Private car: 1 space per 150m2 to200m2 for first 15,000m2 and 1 spaceper 200m2 to 300m2 for above15,000m2

363

Motor-cycle: 5-10% of total provisionfor private cars 19

L/UL bays forgoods vehicles

1 L/UL bay per 2,000m2 to 3,000m2

Goods vehicle provision is dividedinto 65% for LGV and 35% for HGV

LGV:22HGV: 12Total: 34

Lay-bys 1 pick-up/drop-off lay-by for taxisand private cars for every 20,000m2 6

Public Car Park Reprovision and additional provision 120

Public Commercial VehiclesParking

(Coaches/Medium and HeavyGoods Vehicles)

Requested by TD 10

MKGO Car Park Reprovision 41


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6.3.4.6 The proposed GIC facilities in the Site require the provision of parking and L/ULfacilities. The requested requirements by the Authority and the tentative provisionare summarized in Table 6.3.4 below.

Table 6.3.4: Specific Car Parking and L/UL Requirements for GIC Facilities

Use Facility RequirementsTentativeProvision

(Nos.)

Day Care Centrefor the Elderly

Car parkingspaces

3 parking spaces for 16-seatervans with tail-lift 3

L/UL bays forgoods vehicle 1 L/UL bay for shared use 1

NeighbourhoodElderly Centre - - -

IntegratedChildren &Youth ServicesCentre

- - -

IntegratedCommunityCentre forMental Wellness

- - -

Community Hall

Car parkingspaces

3 parking spaces for private carincluding 1 for the disables 3

L/UL bays forcoaches 1 coach L/UL bay 1

Ambulancebays 1 Ambulance Bay 1

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 issubject to the provision of total number of car parking spaces for private cars in thedevelopment. 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 requiredfor the community hall, a total of 7 parking spaces for the disables should thereforebe provided in the development.


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6.3.4.8 The total tentative provision of car parking spaces and loading/ unloading bays forthe proposed commercial development and GIC facilities at the site are summarizedin 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 thedisables) 599

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(Coach/Medium and Heavy Goods vehicle) 10

16-seater van parking spaces 3

Motorcycle parking spaces 23

6.3.5 Public Open Space and Landscape ProposalGeneral 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 providingan interconnected network of POS, amenity areas and landscape elements of treesand shrub planting, which responds to the needs of the future users and localresidents. The framework creates a pedestrian friendly walking environment througha sustainable design approach. The arrangement of the open spaces is consideredacceptable under the detailed AVA in providing a pleasant environment with respectto air ventilation.

6.3.5.2 The landscape framework has also considered the connection between the greenKadoorie Hill as visual backdrop and the urban Mong Kok. It seeks to performseveral roles, including creating space with reference to the specific builtenvironment, controlling and framing the views, establishing the character of eachlandscape area in a holistic design as well as contributing to the biodiversity andsustainable development of the city’s long-term prosperity. Each pocket areasconnect to each other physically for an easy way-finding, barrier free and universaldesign. The multi-level landscaped spaces are provided with various activities anddesign features to enhance the identities of Mong Kok, forming a united user friendlycity garden. Optimal visual and physical connections are provided between the POSand with the surroundings as far as possible (Diagram 6.3.2).


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Diagram 6.3.2 – Physical Connections between Public Open Spaces within and around theDevelopment Area

Entrance Plaza

6.3.5.3 This at-grade POS, occupies about 3,200m2 of the Site at the junction of Sai YeeStreet and Argyle Street, functions as an entrance plaza to the development and avisual relief/ respite in the intensely built local environment. The POS has a balancedshare of hardscape and softscape with planters separating the public footpaths alongthe abutting streets, allowing filtration of traffic noise while regularly providingvisual permeability towards the development. Functions from within thedevelopment 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 delineatedby short expanses of open lawn and paved with stone mosaic, allows thedevelopment’s entrance to actively participate in the spatial configuration. Thepaving pattern creates visual continuity between this at-grade POS and the elevatedPOS 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 thetwo potential OVTs which are currently located within the WSD compound, create asense of hierarchy within the POS. The existing OVT and two potential OVTs shallbe preserved in-situ at the entrance plaza and integrated in the future design of thePOS.

6.3.5.5 The footbridge connection between the proposed development and the plannedArgyle Street Footbridge provides opportunity to create a sheltered passage fromArgyle 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 ofthe at-grade POS is of importance. The locations of the structural supports for thelink bridge have been placed in proximity to Argyle Street, to minimize any area ofobstruction at grade and impact on the functionality of the public space.

To Public Viewing Deck


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6.3.5.6 The integration of the structural supports for the link bridge into the landscape designof 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 provideshading, as well as providing a transition between the pedestrians at Level 1 (groundlevel) 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 StreetSitting-out Area is directly connected to the proposed elevated pedestrian routebetween MKES and the proposed development via the existing footbridge (currentlywithin the sitting-out area) and the proposed pedestrian landscaped footbridgeconnecting the development podium and the KCRC deck. This existing POS isextended onto the Site to the 2,000m2 sized Luen Wan Street Balcony which servesas an alternative frontage for the proposed development to Sai Yee Street, increasingits accessibility and visibility. To improve the walking experience along the walkwayconnection, al-fresco dinning may be considered.

6.3.5.9 Both visual and physical connectivities between the two main POS, i.e. the at-gradeEntrance Plaza and the Luen Wan Street Balcony on the podium deck, within thedevelopment are enhanced by providing a stepping down terrace along the boundarybetween the two POS. As indicated in Diagrams 6.3.3 to 6.3.5, an outdoorpedestrian connection is available from Sai Yee Street as well as an indoorconnection including lift is available on the side of Luen Wan Street. The width ofthe stepping down terrace is about 4m.

6.3.5.10 The connectivity between Luen Wan Street Balcony and Sai Yee Street Terrace maybe further enhanced by providing indoor pedestrian routing between the two openspaces. An express escalator would benefit the pedestrian flow between the two openspaces 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 YeeStreet Terrace, also plays an important role to enhance the visual connectivity ofopen 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 Terraceprovides an elevated green space on top of the podium at the north of the proposeddevelopment. The space primarily provides a green outdoor seating area adjacent tothe GIC facilities within the development and has an additional specific function toserve the needs of the elderly, youngsters and other general public using the GICfacilities. The size of this outdoor open space reaches about 1,350m2.


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Multifunctional Mong Kok East Park (MKEP)

6.3.5.12 The MKEP extends about 3,200m2 providing a multifunctional landscaped areaadjacent to MKES outside the development. This elongated POS is located betweenthe two pedestrian routes, one from MKES to Argyle Street and the other from theproposed development to MKES.

6.3.5.13 The primary connection to the MKEP, which is in a north-south direction, isdesigned as a planted walkway with seating facilities. It connects to the proposeddevelopment via two elevated landscaped walkways across Luen Wan Street,creating a direct pedestrian connection between the intensely built area of Mong Kokand the green backdrop of Kadoorie Hill.

6.3.5.14 The landscape design comprises hardscape plaza spaces, planted walkways anddefined landscape “rooms” which provide an attractive open space to visitors andoffice workers in the immediate surroundings. The design also maximizes theavailable green coverage to assist with visually softening the visibility of built format Level 1 (ground level) and creates an elevated open space network that works onmultiple layers. Trees that are removed due to the redevelopment of the Study Siteshall be compensated in the future POS proposed for the development.

Diagram 6.3.3 – Physical and Visual Connections between the Entrance Plaza At-gradeand Various Open Spaces by Means of the Small Block for Pedestrian Circulation


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Diagram 6.3.4 – Physical and Visual Connections between the Entrance Plaza At-gradeand Luen Wan Street Balcony

Diagram 6.3.5 – Physical and Visual Connections between the Entrance Plaza At-gradeand Luen Wan Street Balcony (Photomontage)


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Diagram 6.3.6 – Physical and Visual Connectivities between Various Open Spaces atDifferent Levels within the Site. As an Example, an Express Escalator Provides anImprovement 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 Areawith an area of about 560m2 plays an important role to the package of POS at theStudy Site. The Luen Wan Street Sitting-Out Area consists of 3 OVTs21 on a locationsandwiched between the Site and the KCRC deck, providing a silent and quietenvironment. It also serves as one of the circulation routes connecting thedevelopment and the MKES with a different walking experience from the activeretail 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 ofmany pedestrians with the majority of the space’s surface covered in asphalt andhardscape providing waiting areas for passengers. In addition, parts of the PTI arecovered with roofs, minimizing sun penetration to the ground level surface andmaking these areas unsuitable for further greening improvements. The proposedlandscape and greening in this area has therefore concentrated on improvement ofstrategic locations that are considered suitable for planting (Figures 6.3.14(a), 6.3.15and 6.3.16). Landscaping enhancement works can include shrubbery and low trees inplanters either along walking routes or in spaces where the visibility of the proposedgreenery can improve the overall spatial quality of the PTI without compromisingpedestrian and vehicular movement. LCSD has clarified that no addition of plantingwould be provided for the enhancement works and that the proposed landscapingenhancement 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 abd2017 respectively due to infection of brown rot disease.


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Service Lane at the North Boundary of the Site and Streetscape along Sai YeeStreet

6.3.5.17 A service lane of 7.5m is provided at the northern boundary of the Site next to theHong Kong and Kowloon Chiu Chow Public Association Secondary School. The7.5m service lane is required for several purposes. It serves as a thoroughfare spacefor Mode of Escape (MOE) for the GIC block (Figure 6.3.6), a pedestrianconnection to the existing pathway underneath the elevated road and to improve airventilation and pedestrian connection to the proposed PLB PTI. Under section 31 ofthe B(P)R, setback is required in case any windows are proposed facing the northside along the northern site boundary. Additionally, due to the fixed location of theentrance to the PLB PTI from Sai Yee Street, shifting the PLB PTI northwards toinclude the service lane to maximize the size of the at-grade POS at the junction ofSai Yee Street and Argyle Street is not feasible as it would result in a reduction of therequired number of PLB bays within the PLB PTI in reconfigurating its internallayout to cater for the fixed entrance location.

6.3.5.18 To improve the visual quality of the service lane, tree planting is proposed. Theservice lane however does not account for calculation of POS (Figures 6.3.14(a) and6.3.15). The future developer may adopt a different design in relation to theallocations of the various GIC facilities, entrance locations and MOE. Uponagreement with various departments on an alternative design scheme, the servicelane may not be necessary.

6.3.5.19 The streetscape and the footpath along and connecting Sai Yee Street and the upperlevel shall be of quality design and properly treated with amenity plantings ondifferent levels (at grade, stepping down terrace and vertical green, etc) in order toenhance the connectivity, both visually and physically, between the POS of theproposed development and the surroundings.

Structural Impact on the Retaining Wall supporting the Elevated Road to KCRCDeck

6.3.5.20 The proposed development would also not pose any insurmountable structuralimpact on the retaining wall supporting the elevated road leading to the KCRC decksubject to the future Engineering and Feasibility Study (EFS) for the proposedroad/footpath widening works and footbridges with respect to the development.


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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 andsixty-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 threeoutside the Site) in accordance to the ETWB TC (W) No. 29/2004. Two (2) potentialOVTs 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 inTree Group A are also proposed to be retained, as they are not located in area inconflict 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 andtransplanted trees.

6.3.6.3 In terms of tree preservation, the contractor undertaking the specified works shallcomply with the concerned clauses stipulated in the following Codes/ Specifications/Technical Circulars:

· Architectural Services Department (ArchSD) – General Specification forBuilding 2017 Edition;

· Development Bureau Technical Circular (Works) No.7 /2015 – TreePreservation;

· Development Bureau Technical Circular (Works) No.6/ 2015 – Maintenance ofVegetation 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 TreeManagement Section of Development Bureau.

6.3.6.4 In terms of tree protection measures, the following guidelines shall be followed toprotect the existing trees during construction:

(a) Before the commencement of construction works, the contractor shall erect,secure, maintain and replace tree protection measures including temporaryprotection fence and tree tags, if required, for all preserved trees as shown in thetree plans.

(b) The contractor shall remove the tree protective fence from the Site uponsectional completion of all construction works and related tree works, or earlierfollowing the stipulated guidelines in ETWB TC(W) No. 29/2004 “Registrationof Old and Valuable Trees, and Guidelines for their Preservation”. TheContractor shall not remove or relocate the temporary protective fencing or enterthe area enclosed by the temporary protective fencing without prior agreement ofthe Supervising Officer (SO).

22 OVT No. LCSD YTM/103 was removed on 11.6.2015 and OVT No. LCSD YTM/104 (T056 under the TreeSurvey of the Study) was also removed on 29.8.2017 due to infection of brown root rot disease.


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(c) Without prior approval of the SO, the contractor shall not carry out excavationor trenching works within the TPZ of the preserved trees. The contractor shallobtain agreement from the SO with respect to the detailed locations and extent ofthe excavation works. Temporary tree protection measures shall be taken for thepreserved trees upon architects’ instruction during the construction works.

(d) Extent of the TPZ for the retained and transplanted trees shall be determinedbased on the extent of the existing tree crowns.

(e) Height of temporary green plastic mesh fencing shall be a minimum of 1,000mmin height fixed on fencing pins.

(f) Fencing pins shall be strong and appropriate for receiving the mesh. Fencingshall be erected prior to the commencement of construction activities and beremoved 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 theTPZ. Sandbags shall be put alongside the fence to avoid runoff fromconstruction activities affecting the tree under protection.

(h) A sealable opening shall be provided to the temporary protective fencing toallow entry for carrying out the necessary arboricultural works or maintenanceworks to the tree or any other approved works within the TPZ.

(i) A warning notice guarding against unauthorised operations within the fencedarea shall be erected on the temporary protective fencing.

Preservation measures to protect Existing OVT during and after constructionperiod

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 witharboriculture knowledge or the contractor’s specialist and the project proponent’ssupervisory staff, if relevant, should monitor and ensure proper implementation ofthe following:

(a) Protection of trees on site (erection of proper and robust fencing to protect theTPZ, erection of signs to indicate prohibited activities within the TPZ, propermaterial 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.


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6.3.6.6 According to the DEVB TC(W) No. 7/2015, during the post construction periodbefore hand-over to the maintenance department (if applicable), which is to beidentified upon mutual agreement, and/or before the end of the establishment period,the project proponent should continue the tree preservation programme for theretained trees and/or transplanted trees, such as monitoring and maintenance, andensure that all necessary protective measures are in place.

6.3.6.7 Remedial and/or mitigation measures such as tree surgery works, aeration ofcompacted soils and mulching, etc. should be performed as necessary. In any event,the project proponent (if applicable) should continue to maintain the vegetation untilproperly handed over to a maintenance party.

6.3.6.8 According to the Guideline on Tree Preservation during Development by theGreening, Landscape and Tree Management Section of Development Bureau, thefollowing measures should be arranged to ensure an environment for healthy growthof the OVTs:

(a) If there is any observed deterioration of tree health and/or structure, remedialtreatment should be recommended and implemented.

(b) The findings of inspection and evaluation should be included in a managementplan for the maintenance party.

(c) Continuous monitoring by tree specialist/arborist including managing soilmoisture, maintaining mulch, assessing tree damage, and inspecting for insectpests 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 satisfactorilycompleted.

(f) All defects or irregularities to be followed up by the maintenance party shouldbe 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. Thesetrees are unavoidably affected by the proposed development and the associated roadand site formation works. They have medium amenity value and their survival rateafter transplanting is considered to be medium. Hence, they are proposed to betransplanted.

6.3.6.10 These trees are proposed to be permanently transplanted to the proposed plantingarea 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 inconflict with the proposed development, roads works and the extent of the siteformation works. Most of them are considered to have low survival rate aftertransplanting on consideration of the tree health, size, and site constraints such as thepossibility of forming a well supportive root ball. Moreover, other factors includinglimitation in the size of the TPZ due to site constraint, cost effectiveness fortransplanting and minimizing disturbance to the OVTs and other potential OVTsproposed for retention, they are proposed to be felled with compensation. Of those


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trees proposed to be felled, one is the potential OVT (recorded as T044 under theTree Survey of the Study) located on the slope between the WSD compound andLuen Wan Street Temporary Car Park. Due to the conflict of the trunks with thefence, restricted root on the slope and with a low survival rate after transplanting, it isproposed 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 TreatmentProposed Tree Treatment No. of Tree

Retain 162Transplant 10

Fell 31Total 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 to90mm DBH) with a total DBH of 9,810mm would be planted on street level andpodium levels to compensate for the total DBH of 9,760mm of the felled trees. Theratio of the total DBH of compensation trees to that of the felled trees is more than1:1, hence fulfilling the requirement that the ratio of the quantity and quality, thetotal DBH of compensation trees to those of the felled trees should be no less than1:1.

6.3.6.14 The future maintenance responsibility of the compensatory trees under this Projectshould rest on the future developer.

6.3.6.15 According to the Landscape Standards and Guidelines of LCSD, the planting area fornew trees should have a minimum soil depth of 2000mm for large tree species and1500mm for small and medium tree species. Typical sections of the planting areasare 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 thefollowing in Table 6.3.7. The locations of the compensatory trees are indicated in.

Table 6.3.7: Proposed Planting Species of Compensatory PlantingBotanicalName


Lagerstroemiaspeciosa 大花紫薇 75mm DBH Heavy Standard 5 m 9

Plumeriaacutifolia 雞蛋花 75mm DBH Heavy Standard 5 m 4

Bauhinia xblakeana 洋紫荊 75mm DBH Heavy Standard 5 m 14

Bauhiniavariegata 宮粉羊蹄甲 75mm DBH Heavy Standard 5 m 31

Tabebuiaargentea 銀鱗金鈴木 75mm DBH Heavy Standard 5 m 14

Subtotal 72


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BotanicalName


75mm DBHCinnamomumburmanii 陰香 90mm DBH Heavy Standard 6 m 9

Ficusmicrocarpa 榕樹 90mm DBH Heavy Standard 6 m 11

Tabebuiaimptiginosa 風鈴木 90mm DBH Heavy Standard 6 m 8

Terminaliamantaly 細葉欖仁 90mm DBH Heavy Standard 6 m 14

Xanthostemonchrysanthus 金蒲桃 90mm DBH Heavy Standard 6 m 7

Subtotal90mmDBH

49

Total 121

6.3.6.17 The planting works shall make reference to the requirements as stipulated in theGeneral Specification for Building 2007 Edition – Section 25. The area underneathall retained, transplanted and compensatory trees would be planted with shrubs orgroundcovers.

6.3.6.18 The compensatory planting proposal suggested in this report is indicative only, thefinal compensatory and tree planting arrangement shall follow the principles asstipulated in LAO PN No. 7/2007A and "Handbook on Tree Management, Appendix8, Right Tree Right Place Quick Reference Guide", issued by GLTM of DevB.

Greening and POS Parameters6.3.76.3.7.1 Table 6.3.8 below shows the distribution of POS in the Study Site.

Table 6.3.8: Public Open Space DistributionPOS Area

(within Site)(m2)

POS Area(outside Site)

(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 3,200Sub-total POS 6,550 3,200Total POS 9,750


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6.3.7.2 The proposed POS equals to 6,550m2 within the Site, accounting to about 55% of thetotal 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 PrivateDevelopments Design and Management Guidelines (POSPD) are considered in thepreparation 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% greeningwithin the Site of which a minimum 10% should be provided within 15m from theground floor, other areas that will remain under government ownership would alsobenefit from improvements in having additional greening. Table 6.3.9 shows theprovision of greening within 15m from the ground floor (at-grade) reaching about2,028m2 (Figure 6.3.16), while that on other levels reaches about 758m2, making atotal 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 additionallevels of greening on other areas on lower levels of the development which amountsto 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 SiteArea (m2) Reduction

FactorGreenery Area (m2)Within 15m aboveGround (At-grade)

Beyond 15m aboveGround (At-grade)

Greenery within POS in the SiteAt-grade POS greenery(Entrance Plaza)

1122 - 1,122 -

At Grade POS waterbody(Entrance Plaza)

128 50% 64 -

Podium POS greenery(Luen Wan StreetBalcony)

842 -842 -

Podium POS greenery(Sai Yee Terrace) 758 - - 758

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 SiteLevel 1 (vertical greening 100 50% 50 -Level 1 (Northern edge ofthe Site)

135 - 135 -

Level 3 30 - - 30Level 4 30 - - 30Level 6 125 - - 125Level 7 80 - - 80Level 8 180 - - 180Level 10 100 - - 100Level 61 – Sky Restaurant 200 - - 200Subtotal Greenery outside POS (m2) 185 745Total Greenery outside POS (m2) 930 (about 8% of the area of the Site)Sub-total Greenery within the Site 2,213 1,503Total Greenery within the Site 3,716 (about 31% of area of the Site)


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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 SiteArea (m2) Reduction

FactorGreenery Area (m2)Within 15m aboveGround(At-grade)

Other Areas

Mong Kok East Park 1,183 - - 1,183Total Greenery (m2) 1,183 (about 37% of the area of the

POS)

Public Open Space in Private Developments Design and ManagementGuidelines (POSPD)

6.3.7.7 The ‘Public Open Space in Private Developments Design and ManagementGuidelines’(POSPD) requires the provision of a minimum of 30% of green coveragefor any POS on private land. Table 6.3.11 shows the amount of areas assigned forplanting and greening for the various POS. In sum, the greening areas are about1,186m2 for the Entrance Plaza which is at-grade, 842m2 for the Luen Wan StreetBalcony and 758m2 on Sai Yee Terrace on two higher levels, making a total of thesurface 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 SitePOS Within the

SiteWithin the Site Adjacent to the

SiteAdjacent to theSite

Area (m2) Greenery Area(m2)

Area (m2) Greenery Area(m2)

- Entrance Plaza 3,200 1,186 (37%) - -- Luen Wan Street Sitting-outArea

- - 560 230 (41%)

- 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 StudySite

10,310

Total Greenery Area of thePOS within Study Site

4,199 (40%)

Pedestrian Circulation6.3.86.3.8.1 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 hoursaccess 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 ArgyleStreet and Sai Yee Street along the Study Site boundary to provide space for the road


Final Report (FR)


widening works which allow for a 4.5m wide footpath 23 (Figure 6.3.43). Theentrance plaza of the proposed development which is adjacent to the junction of SaiYee Street and Argyle Street is envisioned as a landscaped plaza with a pavedsurface design that accentuates pedestrian routing and provides seating to passers-by.This is intended to encourage pedestrian movement connecting the Mong Kokcommercial 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 setbackfrom the existing kerbline of Luen Wan Street. The large POS adjacent to thejunction of Sai Yee Street and Argyle Street provides additional pedestrian routeswhich 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 pedestriannetwork will greatly enhance the internal and external connectivity of the Study Site.Pedestrian travel time will be reduced with less conflict between pedestrians andvehicles. As such, the RDS has integrated lifts into the design. Uninterrupted andbarrier-free accesses have been provided to connect among the POS, the commercialand retail premises, GIC facilities, the MKES and the surrounding developmentswherever it is technically feasible.

Proposed Elevated Landscaped Walkways

6.3.8.5 Two elevated landscaped walkways are proposed to connect the KCRC deck and theproposed development at Level 4 (21mPD) floor (Figure 6.3.46). The rationale ofthe design of the walkways is to maximize the width of the landscaped spaces inorder to improve the walking environment under the existing constraints. Thelandscaped spaces will integrate with the design of the POS on the KCRC deck toprovide a sense of extension connecting the proposed development and the POS. Theconstraints include the extents of the TPZ for the OVTs in the Luen Wan StreetSitting-out Area and the existing structures at Luen Wan Street connecting with thefootbridge across Argyle Street and with the KCRC deck. Under the constraints, thewidth of the elevated landscaped walkways has been maximized to 15m inconstruction width providing a walkway of 8m minimum in width24 with a width of2.1m for landscaping at each side.

6.3.8.6 The 15m-wide elevated landscaped walkways provide alternative choices forpedestrians commuting between MKES and other areas of Mong Kok through thepodium of the proposed development. The two elevated landscaped walkways servedifferent 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 thespecific commercial land use type under the HKPSG. The HKPSG also specifies that 1.5m wide street furniture andgreening zone should be provided to the footpath. However, given the close proximity to the POS of the EntrancePlaza of the proposed development where sufficient street furniture and greening could be accommodated, the 1.5mwide 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 andthe footbridge connecting IFC one and the Four Seasons Hotel at Central. Tamar Footbridge has effective walkwaywidths of 5m and 8m with 1.2m landscaping features at each side while the footbridge at Central has an effectivewalkway width of about 11m with about 1m landscaping features at each side.


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Road Footbridge and the other to the Mong Kok area south of the Site through theproposed footbridge from the development across Argyle Street.

6.3.8.7 According to the information provided by HyD, as part of the Universal AccessibilityProgramme, lifts would be provided to the existing elevated walkway at Luen WanStreet under Contract No. HY/2013/23 - Provision of Barrier-free Facilities forHighways Structure Phase 3 Contract 4, which are scheduled to be completed in2018 (Figure 6.3.46). In addition, a lift providing access from the Luen Wan StreetSitting-out Area to the MKES is also required, which should be provided within100m from the existing footbridge (HyD Structure No. KF54) connecting KCRCdeck and Luen Wan Street. The lift is proposed to be provided at the northernelevated 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 directpedestrian connections from the MKES and the proposed POS on the KCRC deck tothe proposed development are provided through the two elevated landscapedwalkways at approximately 22mPD for access to the new development at Level 4floor. A link bridge is proposed to connect Level 2 floor of the development to theexisting Mong Kok Road Footbridge. An internal connection is also provided toconnect Level 2 floor via escalators to Level 4 floor where the two elevatedlandscaped walkways are connected. The connections provide a new directpedestrian linkage between MKES and the Mong Kok Road Footbridge (Figures6.3.44 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 ArgyleStreet to Mong Kok area south of the Site. A connection point will be reserved at thefootbridge for connecting with the planned Argyle Street Footbridge to allow accessto the wider area of Mong Kok (Figure 6.3.44). At the proposed development, thefootbridge will connect to the small southern block situated above the podium withaccesses to Level 1 ground floor. The connection will facilitate pedestrian movementfrom the existing MKES to the MTR Mong Kok Station and may divert pedestrianflow to the proposed footbridge.

6.3.8.10 In view of the constraints of the POS at the junction of Sai Yee Street and ArgyleStreet, such as the need to accommodate the existing OVT and potential OVTs, thelocation of the pier(s) of the footbridge should be carefully designed and desirablynot to be located within the POS. Subject to the detailed design of the footbridge, if itis unavoidable to have the pier(s) of the footbridge being located within the POS, thefuture developer will be required to consider adopting measures to integrate thepier(s) well with the design and function of the POS to minimize physical and visualobstruction and enhance visual interest, such as adding vertical greening, graffiti,visual projections or architectural articulates etc (Diagrams 6.3.7 to 6.3.9 and6.3.14b).


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Diagram 6.3.7 – Positioning of the Pier(s) Will Need to Take into Consideration theMultifunctional Open Spaces Provided in the Landscape Plan

Diagram 6.3.8 – Examples of Integration of the Pier(s) with Hard and SoftscapeLandscaping

Diagram 6.3.9 – Good Case Examples of Integration of the Pier(s) with Hard andSoftscape Landscaping


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6.3.9 Barrier-Free Vertical Access6.3.9.1 The pedestrian routes within the proposed development should be barrier-free and

aged friendly. In addition to the building services core within the development, twovertical access points are proposed to vertically connect Level 1 ground floor withvarious levels of the podium.

6.3.9.2 An escalator system at the north of the development provides direct access fromLevel 1 ground floor to the GIC facilities located within the first 6 storeys of thenorthern GIC block. Lifts are also provided to connect the basement levels to allowdirect access for users from the PLB PTI, L/UL facilities for X-B coaches, parkingspaces for the GIC facilities and the commercial development to the upper floors ofthe 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 theproposed development. Lift and escalator facilities are proposed to connect thebasement levels and Level 1 ground floor to the southern elevated landscapedwalkway that provides direct access to proposed POS on the KCRC deck. Thevertical connection also provides a direct vertical access to the proposed footbridgeacross 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’sDesign Manual: Barrier Free Access (DMBFA). In addition, other relevant guidelinesand design recommendations shall also be followed:

(a) Additional design recommendations for building a more comfortable, healthy andsafe built-environment for the elderly and elderly with frailty, Chapter 6 of DMBFArefers; and

(b) Best practices and guidelines on Universal Accessibility promulgated by ArchSD.

6.3.10 24-Hour Public Access6.3.10.1 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-hourfree public accesses are proposed for the areas at different levels of the proposeddevelopment as indicated on Figures 6.3.54 to 6.3.59.


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6.4 Re-provision of Existing Public Facilities6.4.1.1 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 thejunction of Sai Yee Street and Argyle Street which covers the area of the existingLuen Wan Street Temporary Car Park, the car parking spaces affected will be re-provided in the basement of the proposed development. Re-provisioning of theaffected 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 beprovided within the future development in a separate block at the north of the Siteand the northern portion of the podium allowing separate access to the GIC facilitiesfor better building management control.


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6.5 Proposed Traffic Facilities

6.5.1 Additional PTI6.5.1.1 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 newPLB PTI and L/UL facilities for X-B coaches are proposed to be provided within thedevelopment at Level 1 ground floor and basement floor respectively. The accesspoint for the PLB PTI is at the junction of Sai Yee Street and Mong Kok Road andwill be solely for the PLB using the PTI while the access point for the L/UL facilitiesfor X-B coaches is at Luen Wan Street which will also serve the other transportfacilities located in the basement floors. The proposed L/UL facilities for X-Bcoaches consist of 20 bays for X-B coaches to accommodate some of the existingand future routes. The PLB PTI will provide about 60 bays for PLB to cater for theexisting 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 thePLB PTI may be considered to achieve low energy consumption and to create a morepleasant environment for the PLB PTI.

6.5.1.3 Air-conditioned waiting area will be provided in the proposed L/UL facilities forX-B coaches. It will enhance the waiting environment for the passengers in thefacilities.

6.5.2 Other Transport Facilities6.5.2.1 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) withother L/UL facilities for the development. Besides, L/UL bays and private and publiccar parking spaces will be provided at basement floors (Figures 6.3.38 to 6.3.42).

Vehicular Connections6.5.3Ingress and Egress Points

6.5.3.1 With the proposed PLB PTI ingress/egress point located at the junction of Mong KokRoad/Sai Yee Street, entry to the PLB PTI will via Sai Yee Street southbound takinga left turn into the PTI at the junction while exit from the PLB PTI will be via SaiYee Street southbound, then make left or right turn at the Argyle Street junctionheading east or west of the Site.

6.5.3.2 Vehicles other than PLB (i.e. X-B coaches, private vehicles) will enter Luen WanStreet to the ingress point via junction of Argyle Street/Yim Po Fong Street/LuenWan Street to the development and leave the development from the egress pointthrough the junction of Sai Yee Street/Bute Street or the junction of ArgyleStreet/Yim Po Fong Street/Luen Wan Street. This routing will minimise disruption tothe existing traffic in the area.

6.5.3.3 Vehicles leaving the proposed development via the ingress/egress point at Luen WanStreet 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 LuenWan Street to Argyle Street or Yim Po Fong Street.


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6.5.4 Proposed Road/Footpath Widening

6.5.4.1 Taking the opportunity of the proposed redevelopment at the Site, works forwidening 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 thetraffic problems in the area (Figure 6.3.61). For Sai Yee Street, the southboundcarriageway will be widened from 2 lanes to 3 lanes and the approaching lanes at thejunction of Argyle Street will also be widened. For Argyle Street, the width of theeastbound carriageway will be widened and the existing left-turn flare lane to LuenWan Street will be extended to a standard lane for left-turn movement. For LuenWan Street, the section between the proposed ingress/egress of the Site and ArgyleStreet will be widened from one-way dual lanes to 3 lanes with two northbound lanesand one southbound lane. The corresponding sections of footpath of Sai Yee Streetand 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 pedestriansafety along the roads abutting the Site.

6.5.5 Proposed Traffic Management after On-street PLB RelocationPublic 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 useof Tung Choi Street to alleviate the traffic problems in the district after relocating thePLB from Tung Choi Street, such as relocating the current public transport servicesin the nearby areas to Tung Choi Street, has been explored. The issues andconsiderations of the proposed transport arrangement are detailed as below(Appendix A):

(a) The current taxi stand on Sai Yeung Choi Street South mainly serves thepassengers of MTR Mong Kok Station and Argyle Centre. The relocation of thetaxi stand to Tung Choi Street would potentially induce substantial negativefeedback from the public for the additional walking distance required. Asindicated by the queue of idling taxis observed at the current taxi stand on FaYuen Street, the longer distance from the MTR Mong Kok Station exits andArgyle 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 WesternHarbour Crossing (e.g. route nos. 904, 905, E21 etc. ), they are not recommendedfor the re-routing since right-turn movement is not allowed from Tung Choi Streetto 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 Streeteastbound near Sin Tat Plaza, it is necessary to further investigate and address thefollowing 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.


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6.5.5.2 The following bus routes are suggested for further investigation for the potentialrelocation of the bus stops to Tung Choi Street:

Table 6.5.1: Suggested Bus Routes for Further Investigation regarding PotentialRe-routing and Relocation of Bus Stops

RouteNo. Destination Existing Bus Stop Location Headway (min)

AM PME21A Ho Man Tin (Oi Man Estate) Sai Yeung Choi Street South

(Section between Mong Kok Roadand Argyle Street)

12 2013D Po Tat 20 1516 Lam Tin (Kwong Tin Estate) 7 – 12 7 – 122A Lok Wah Argyle Street EB

(Near Sin Tat Plaza)10 – 12 10 – 12

2X Choi Fook 30 30

Traffic Management Scheme for Tung Choi Street and Fa Yuen Street afterRelocation of PLB

6.5.5.3 Subsequent to the relocation of the on-street PLB termini from Tung Choi Street andFa Yuen Street to the PLB PTI proposed in the development, the queuing problem ofPLB along these streets would be resolved. To better taking this opportunity toaddress the traffic congestion problems in the area, traffic management scheme isproposed for these streets after the relocation of the PLB termini. Following theexisting practice at junction of Nathan Road/ Fife Street, it is proposed to introducetraffic signs at the junctions of Mong Kok Road/Tung Choi Street and Mong KokRoad/ Sai Yee Street to prohibit the PLB (Red Minibuses) from entering into thesestreets 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 Design6.5.6.1 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 andMechanical Services Department’s (EMSD) publications on the energy end-use datafor the building sector, the key energy consumptions for buildings are for airconditioning, lighting, hot water and refrigeration. These areas would be the potentialareas for further reduction of energy consumption. Potential green building measuresfor 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 ofthese systems shall follow relevant guidelines or Code of Practice on EnergyEfficiency issued by the EMSD. Below are the measures that can be considered:

· energy efficient lighting system such as optimization of the use of natural daylightand task lighting;

· energy efficient ventilation system such as hybrid ventilation (combination ofnatural and mechanical ventilation), demand control ventilation and low energyfans;


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· energy efficient air-conditioning system such as heat recovery, air-side freecooling, 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 resourcesas much as possible. For instance, natural ventilation shall be adopted in mildseasons by having openings on facades along breezeways or with positive windpressure. On the other hand, north-facing façade shall have large window area toenhance daylight penetration. Such passive measures shall be adopted as far aspossible 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 reflectancematerials) can provide insulation to the top floors of the building; this can reduce theair-conditioning load of those floors. Such roof can also mitigate the heat islandeffect and help lower urban air temperature.

6.5.6.4 Besides, natural lighting, sky light above the proposed PLB PTI and cross ventilationfor the PTI may be considered to achieve low energy consumption and creating amore pleasant environment for the proposed PTI.


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6.6 Planning and Design Brief6.6.1.1 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 majorrequirements including the following:

Development ParametersTotal 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 floorand a minimum of 130 public car parking spaces (of which 10 spaces forcommercial vehicles including coaches/medium and heavy goods vehicles) atbasement 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


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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 asappropriate. For other non-quantifiable design requirements, the future developer isrequired to submit a Master Layout Plan and Landscape Master Plan under lease toillustrate the design scheme with reference to these requirements prior toimplementation. This would ensure that the salient planning and design issues wouldbe addressed in the future development yet allowing flexibility to cater for innovativedesign according to the site circumstance.


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7 Implementation Arrangement

7.1 Implementation Arrangement7.1.1.1 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 offootbridges and amendments to the OZP. The proposed implementation arrangementis as below.

Road/Footpath Widening

7.1.1.3 Road/footpath widening is required for Sai Yee Street, Argyle Street and Luen WanStreet. The widening of Sai Yee Street and Argyle Street is mainly to cater for thenatural traffic growth of the district, which will be beyond their capacities by 2027,even without the development at the Site. Vehicular ingress/egress for thedevelopment will be at Luen Wan Street. The widening of Luen Wan Street and itsconversion to a two-way road are required to serve as the main vehicular access tothe 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 wideningworks for the three streets. HyD will conduct the EFS to confirm the technicalfeasibility and arrange road gazettal before land sale.

7.1.1.5 A section of Argyle Street where the road/footpath widening (including the futureroad after widening) will encroach upon the TPZ of an OVT. Under the EFS, HyDshould obtain the necessary approval from LandsD for the encroachment upon theTPZ and undertake detailed tree assessment on various impacts including the rootand canopy mapping of the OVT on the affected pavement along Argyle Street andthe proposed mitigation measures under the application, as appropriate. The treepreservation proposal for the OVT should comply with ETWB TC(W) No. 29/2004and advice from the Greening, Landscape and Tree Management Section of DEVBshould 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, Useand Compensation) Ordinance (Cap. 370) (Roads Ordinance) unless the works areauthorized 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 proposedwidening works and suggested that the proposed widening works could be authorisedunder s.4 under the Roads Ordinance as minor works provided that no rights ofutilities undertakers under special licence would be affected and no adversecomments on the road/footpath widening works are received during the consultationwith YTMDC or its relevant subcommittees on the widening proposal.


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7.1.1.7 HyD will be responsible for the road gazettal/authorization work in respect of theworks for Sai Yee Street and Argyle Street which are mainly to cater for the naturaltraffic growth for the district while LandsD, with the support of TD/HyD, will beresponsible for the gazettal/authorization work in respect of the works for Luen WanStreet 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 aPublic Works Programme (PWP) item for which TD/HyD will be the responsibledepartment to secure funding for both capital and recurrent costs. It is proposed thatthe developer will be responsible for the widening works for Luen Wan Street, whichis required to serve the development. The design requirement for the widening worksfor all the three streets will be set out by TD/HyD. For a better control of worksprogramme, the construction works for road/footpath widening of Sai Yee Street andArgyle Street will be entrusted to the developer to allow the developer to undertakethe widening works for all the three Streets. The three Streets will be handed over toTD/HyD for management and maintenance upon completion.

Footbridges

7.1.1.9 New footbridges and elevated landscaped walkways will be provided over Sai YeeStreet, Luen Wan Street and Argyle Street. The connections are required to cater forthe pedestrian flow between the future development at the Site and the surroundingpublic transport nodes/developments as well as the existing and plannedcomprehensive 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 RoadFootbridge and two elevated landscaped walkways across Luen Wan Street to KCRCdeck are mainly provided to serve the proposed development. The two elevatedlandscaped walkways also form an integral part of the pedestrian network and overalllandscape 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 thepedestrian flow generated by the proposed development at the afternoon peak hourwill take the route across Argyle Street to other areas of Mong Kok. To cater for thepedestrian flow arising from the development, a footbridge is proposed to connectthe Site across Argyle Street to the Mong Kok south area. Besides, the developer willbe required to make provision at the footbridge to allow future connection with theplanned Argyle Street Footbridge being pursued separately by HyD.


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7.1.1.12 To facilitate the development, all the proposed footbridges and elevated landscapedwalkways would form an integral part of the development not only in structuralterms but also in terms of their overall design/appearance, and pedestrianconnectivity between the commercial and GIC portions within the development aswell as the connectivity with the MTR Stations, and the existing footbridges networkin the area. For better integration and for a holistic management of this commercialdevelopment, 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 bestudied 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 RoadsOrdinance for the footbridges/walkways before land disposal.

Public Facilities – Social Welfare Facilities, Community Hall and Public CarParking Spaces

7.1.1.14 For the proposed social welfare facilities to be provided at the Site, SWD will beresponsible for bidding of the funding. It is proposed that the design and constructionworks be entrusted to the developer in accordance with the requirement of SWD andhanded over to SWD for management and maintenance upon completion. For thecommunity hall, similar arrangements for funding, construction, management andmaintenance will be made for HAD. SWD and HAD will provide the technicalschedules 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 withTD’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 theyform an integral part of the private commercial development, it is proposed to beowned, designed, constructed, managed and maintained by the developer inaccordance with the PDB and “Public Open Space in Private Developments Designand Management Guidelines” (POSPD) promulgated by DEVB as to be stipulated inthe 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 thedeck atop of the East Rail Line platform. The proposed POS on the KCRC deck isadjacent to the Site and will be well connected to the proposed development by thetwo elevated landscaped walkways to form an integral part of the overall design anddevelopment theme of the POS of the development. It also forms part of thepedestrian walkway system between the KCRC deck, the development, the nearbyfootbridges system and facilities. It is considered justifiable and in line with thePOSPD and government’s policy on POS in private development to have thedeveloper responsible for the design, construction, management and maintenance ofthe POS for the benefits of the proposed development and early public enjoyment.


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However, since the POS is located on a deck atop the live rail on land vested inKCRC, there may be legal liability issues arising from any claims from KCRC forany 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 technicalissue.

PLB PTI


7.1.1.17 The provision of a PTI at the Site is to address the local need in the area as well asnew transport needs arising from the Site. Over the past 10 years, it has repeatedlybeen the agenda of YTMDC to request for a PTI at the Site to relocate the on-streetPLB in the surrounding areas to alleviate the existing traffic congestion problems. A1-storey PTI accommodating PLB on ground floor is proposed, with a view toimproving the overall traffic conditions in the wider area of the Mong Kok Districtand 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 twomajor railway stations and within one of the busiest retail areas, and in itself a keybusiness hub providing a major quantum of additional office and retail space, the PTIis pivotal not only to serving the area as a whole but also in boosting the role of thedevelopment 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 provisionof the PTI by providing a public toilet, air-conditioned waiting/queuing room andregulator kiosks to improve the overall passenger experience and reinforce the statusof this major landmark development. From transport planning point of view, Sai YeeStreet development is the suitable location in a wider area that is capable ofproviding enough space for the accommodation of about 60 PLB with some essentialfacilities such as dedicated L/UL bays, waiting area, public toilet, staff kiosks androof cover to upgrade the overall standard of services. It will synergize with theexisting railway services and the PTI at the KCRC deck to provide integrated publictransport services for the development and the area in the vicinity. The provision ofthe PTI will also create a flow of people, including locals and tourists, approachingthe development and benefiting the retail and office facilities at the Site. Users of theGIC facilities will also conveniently arrive through the proposed PTI from otherparts of Hong Kong.

7.1.1.19 In considering the provision of the PTI at the Site, it is recommended that the PTI bedesigned and constructed by the developer (or appoint an agent to do so) to thesatisfaction of the government. As a major principle, the PTI should be fullyintegrated into the development, not only in structural terms but also in terms of itsdesign/appearance, connectivity (elevators, staircases and escalators) with theretail/office/hotel/GIC portion of the Site, building services (such as ventilation, airconditioning and fire services) and passenger facilities (such as toilets, kiosks,waiting area) to make the most efficient use of the Site (e.g. through avoidingduplicated/mismatch building facilities and ductworks) and maximize the value ofthe PTI to the development.


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7.1.1.20 The construction works if to be undertaken by the developer should be to thesatisfaction of the government. In accordance with the established practice, uponcompletion of the PTI, the PTI will be handed over to TD/HyD, which will then beresponsible 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 isproposed to be owned, constructed, operated, managed and maintained by thedeveloper at his own cost as part of the management of the retail portion, includingmaking arrangements for use of the L/UL facilities and passenger waiting andancillary areas by X-B coach operators, in accordance with TD’s requirements to bestipulated in the lease. As a major principle, the X-B coaches L/UL facilities shouldbe fully integrated into the development, not only in structural terms but also in termsof its design, connectivity (elevators, staircases and escalators) with theretail/office/hotel/GIC portion of the Site, building services (such as ventilation, airconditioning and fire services) and passenger facilities (such as toilets, kiosks,waiting area) to make the most efficient use of the Site (e.g. through avoidingduplicated/mismatch building facilities and ductworks) and maximize the value ofsuch 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 LuenWan Street Temporary Car Park. The demolition works to be undertaken by ArchSDfor the existing structures on the WSD compound and FEHD depot sites arescheduled for completion by Q2 2019 and Q3 2020 respectively. There is an existingvehicular link bridge connecting the 1/F of the FEHD depot and the elevated road tothe KCRC deck. This link bridge will need to be demolished to suit the proposeddevelopment but is however not included into the scope of the demolition worksundertaken by ArchSD. This issue would need to be addressed by relevantbureaux/departments and could be included in the EFS for examination to avoidaffecting the implementation programme of the proposed development. Thetemporary 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 facilitieswith a maximum PR of 12 and a maximum building height of 320mPD (includingrooftop structures). Other planning and design requirements as per the PDB shouldbe incorporated into the lease, where appropriate.

7.1.1.24 Save and except for the Government Accommodation, the restriction of “alienationexcept as a whole” should be imposed under the lease. The proposed development isintended to be a landmark development with the provision of an at-grade POS, anelevated walkway network and a number of public facilities. To ensure therealization and subsequent continuity of this concept, it is proposed to restrict thefuture development from alienation except as a whole. Subject to the finalarrangement, the proposed requirement for the developer to design, build andmanage the L/UL facilities for X-B coaches, POS and footbridges at his own cost tothe satisfaction of the government will be imposed into the lease. Partial alienation ofthe future development will also affect the effective management of such facilities asthe management is no longer under one single owner.


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Rezoning

7.1.1.25 PlanD will undertake the statutory procedures under the Town Planning Ordinance toamend the zoning of the Site on the Mong Kok OZP for the proposed commercialdevelopment. The whole OZP amendment procedure, which takes about 11 months,has to be completed before the land sale.

final report (fr) · figure 2.2.5 mkes concourse, platform, railway track and freight yard at the...

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