Reshaping the urban quality of Hong Kong Using the Mass Transit Railway Networks

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1 Reshaping the urban quality of Hong Kong Using the Mass Transit Railway Networks Raymond wai-man, Wong Professor chi-ming, Tam City University of Hong Kong

2 The background Before 2007, HK s railway networks were operated under two railway operators, namely the Mass Transit Railway (MTR) and the Kowloon Canton Railway Corporation (KCRC). The system was merged into the Mass Transit Railway Corporation (MTRC) with an aim to centralize public resources and to enhance the entire operation of the network, which include altogether 10 railway lines with a total servicing length of about 180 km.

3 The early generation of the railway network including the Island Line, Kwun Tong Line and Tsuen Wan Line, are all located inside the built-up downtown area and constructed underground. These lines were opened for operation from 1979 to With the introduction of these lines, the metro areas were extended substantially toward the outstretch districts, forming the various population clusters and extending the urban development patterns of Hong Kong. The railway system has expanded rapidly since early 2000 as an outcome of the Railway Development Strategy introduced in mid 1990s. A total of three new lines, namely the West Rail, Tseung Kwan O Extension Line, and Ma On Shan Line, were put into operation from 2001 onward. These lines aim to serve the less developed zones at the northern part of the metro areas.

4 Besides providing more efficient transportation services to these newly developing zones, the planning features of these new lines also targeted to achieve other urban quality upgrading functions according to the master plans under the Territorial Development Strategy and Green Master Plan. The alignment of these new lines mainly runs through new town strips, majority of which were designed and developed between 1970s to early 1980s. As one of the original design objectives, these new lines also planned to facilitate restructuring of the new town layout to fit for the up-to-date urban needs in terms of better utilization of space, catering for rapid growth in population, provision to improve urban environment with better landscape, green areas, open space, public and other pedestrian facilities.

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6 Metro areas

7 Metro areas

8 Map not to scale Metro areas

9 Metro areas

10 Kowloon Peninsula

11 Mass Transit Railway development between 1970s to 1980s Three lines being constructed: * length before re-alignment - Kwun Tung Line, 15.6km*, Tsuen Wan Line, 10.5km*, Island Line, 9.2km*, 1985 / harbor-crossing section to KT Line in Out of the 35km track-length, only about 5.5km were constructed in elevated track, 2km at grade, the rest were in tunnel constructed either using drill-and-blast or cut-and-cover. Two harbor-crossing tunnels were also constructed to link the line to Hong Kong Island at two ends. Each line was provided with a depot facility for maintenance and operation of the line. Large scale property developments were also provided on top of each depot as part of the funding for the railway construction Station facilities including for operation, passenger flow and pedestrian provision in general were adequately provided based on standard detail. Basic provisions were provided for future extension

12 Construction of the elevated station structure at Kowloon Bay for the Kwun Tong Line (1979)

13 Cut-and-Tunnel at Wong Tai Sin Fabricate the tunnel tube for the harbor-crossing tunnel

14 Development of the depot facilities for each MTR lines The Telford Garden adjacent Kowloon Bay Station, situated on top of the depot facility of Kwun Tong Line

15 The completion of the Heng Fa Chuen developments in mid 1980s The Heng Fa Chuen, development on top of the depot facility of the Island Line

16 The Luk Yeung San Chuen, development on top of the depot facility of the Tsuen Wan Line

17 North Point Causeway Wanchai Toward Aberdeen Admiralty Toward Sha Tsui Tsim Central Routing of the Island Line (operated since 1985) Routing of the Tsuen Wan Line (operated since 1982) Future routing of the South Island Line (to be operated in 2015)

18 Mei Foo Lai Chi Kok Cheung Sha Wan Sham Shui Po Prince Mong Kok Routing of the Tsuen Wan Line (operated since 1982) Routing of the Kwun Tong Line (operated since 1979)

19 Toward Causeway Bay Hung Hom Tsim Sha Tsui Mong Kok Kowloon Tong Kowloon Bay Choi Hung Diamond Hill Wong Tai Sin Toward Shatin Future routing of the Shatin to Central Line (to be operated in 2019) Routing of the Kwun Tong Line (operated since 1979)

20 Routing of the Kwun Tong Line (operated since 1979) Routing of the Island Line (operated since 1985) Routing of the Tsuen Wan Line (operated since 1982) Harbor-crossing section

21 The elevated rail track cutting across densely populated zones

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24 Mass Transit Railway development during 1990s The only railway line constructed during the 1990s was the rail line leading from the city centre to the new airport at Chek Lap Kok. This new network was separated into two lines, the Tung Chung Line (7 stops) and the Airport Express Line (4 stops). Majority of the tracks of these lines are in common except they use separated station platforms due to toll differences. The overall track length of this line is 34km, with a harbor-crossing tunnel and a sea-crossing carriageway (the Tsing Ma Bridge/Lantau Link). The construction cost of the Line at 1995 price was about US$3.25billion with funds coming from government entrusted property developments using the allocated lands clustered around each rail station.

25 Major focus of railway development during this period Development of the connecting hubs leading from the metro areas to the new airport. Development of new function zones along the line which were either newly formed (north Lantau, West Kowloon Reclamation) or under-developed (Tai Kok Tsui, Tsing Yi). Forming part of the Territorial Development Strategic Plans to substantiate the overall city development and urban upgrading process.

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29 Mass Transit Railway development after late-1990s up to mid 2000s Four major lines including the Tseung Kwan O Extension Line (2002), West Rail (2003), Ma On Shan Line (2004) and the Lok Ma Chau Spur Line (2007), were completed and put into operation during this period respectively. Three other linking lines including the Tsim Sha Tsui Extension Line (2004), Disney Resort Line (2005), and the Kowloon Southern Link (2009), were also put into operation as part of the network realignments to enhance with the existing railway system.

30 Objectives of the lines development during this period Tseung Kwan O Extension Line (12km, 2002) link up the TKO new town with the Kwun Tong main line. (serving 250,000+ population) West Rail (35km, 2003) link up the north-western part of New Territory with the metro area. (Tuen Mun-Yuen Long Corridor, serving 600,000+ population) Ma On Shan Line (11.5km, 2004) link up the MOS new town with the East Rail main line. (serving 100,000+ population) Lok Ma Chau Spur Line (9.5km, 2007) forming the 2 nd crossborder rail point to mainland China (serving 250,000+ cross-border passenger) Disney Resort Line (3.5km, 2004) Connecting the newly opened Disneyland Theme Park from the Tung Chung Line Tsim Sha Tsui Extension Line (1.5km, 2004)/Kowloon Southern Link (3.5km, 2009) connecting the East Rail (38km) to the West Rail (32km).

31 Kwun Tong Line TKO Ext Line TKE Spur Line Tseung Kwan O New Town

32 Shenzhen, China West Rail Tuen Mun-Yuen Long New Town Corridor Metro areas

33 Town layout at the Tuen Mun and Shui Hong Station

34 Tsuen Wan West Station of the West Rail and the temporary pedestrian provisions (there will be future development on top and adjacent of the station)

35 Ma On Shan New Town East Rail MOS Rail

36 The Prince of Wales Hospital The Ma On Shan Line crossing the sub-urban zone along the MOS New Town Strip

37 The Ma On Shan Line crossing the sub-urban zone along the MOS New Town Strip

38 Shenzhen, China East Rail LMC Spur Line Google map of the lines Lines in Shenzhen, China

39 East Rail West Rail East Rail Extension/Kowloon S-Link

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42 Mass Transit Railway development starting from late 2000s To cope with the Railway Development Strategy 2000, a series of new rail lines were launched through a formal process from consultation, legislation, and detailed design till construction since These lines include the West Island Line, South Island Line, the Express Rail and the Shatin to Central Link. These lines will be put into operation from 2014 onwards.

43 Objectives for the development these lines West Island Line (3km, 2014) link up the western part of HK Island with the Island main line. (serving 250,000+ population) South Island Line (7km, 2003) link up the southern shore of HK Island with the developed island north. (serving 600,000+ population) Express Rail (26km, 2015) connecting the metro area of Hong Kong with the High-speed rail network with mainland China Shatin to Central Link (12km, ) provide a alternative link to connect Central New Territory to the Metro area up to the Hong Kong Island. At the same time, provide new rail service to the SE corridor of the Kowloon Peninsula.

44 Island Line Tsuen Wan Line West Island Line

45 Sheung Wan Interchanging Station (to Island Line) 2. Sai Ying Pun Station 3. University Station 4. Kennedy Town Station Alignment of the West Island Line

46 Island/W Island Line Tsuen Wan Line South Island Line Admiralty Interchange Aberdeen

47 Express Rail, HK sector

48 Terminal of Express Rail at West Kowloon

49 Airport Express Rail/Tung Chung Line Site at West Kowloon Reclamation for the Express Rail Terminal as seen in mid 2011

50 How the MTR lines are constructed under HK s congested urban environment

51 Construction of the Mei Foo Station of the West Rail (as seen in 2001)

52 Cut-and-Cover tunnel of the Kowloon Southern Link cutting through the busy Jordon district

53 Construction of the semiburied station structure and the Cut-and-Cover tunnel section nearby for the Tseung Kwan O Line

54 Construction of Tung Chung Line at the junction of Kwai Chung Highway (top) and the Tsing Yi Station with the residential/commercial development clustered around it.

55 Working inside tunnel tube using tunnel boring machine

56 Working inside tunnel tube using tunnel boring machine

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58

59 Extremely difficult built environment to construct rail works in congested down town zones

60 Extremely difficult built environment to construct rail works in congested down town zones

61 Even tradition method using cut-and-cover is not a simple job for the scale of work for mass transit railway system

62 General improvement that recent railway development brings toward urban environment Provide better connectivity for pedestrian and other public transport facilities

63 Public transport interchange with the Light Rail in the West Rail stations This provision is specially important for the West Rail serves a relatively thinner populate zone along the NW New Territory new town strip

64 Public transport interchange with the Light Rail in the West Rail stations

65 Pedestrian connection including elevated footbridge, disable access, public open space in the Wanchai Station of the Island Line

66 Underground connections and station entrane/exit at the interchanging station at Kowloon Tong Alignment of Kwun Tong Line Alignment of East Rail

67 Wanchai Station of Island Line Waterloo Station of Tsuen Wan Line entrance/exit point into the Mass Transit Railway station

68 General improvement that recent railway development brings toward urban environment Develop new local centre to achieve special development functions

69 Hong Kong Station of the Air Express Rail developed in mid 1990s, now become one of the world-leading driving locomotive of global finance.

70 Evolution of a new zone along the Airport Express / TC Line in the West Kowloon Reclamation area

71 Evolution of a new zone along the Airport Express / TC Line in the West Kowloon Reclamation area

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73 Tsuen Wan Line coming Tsim Sha Tsui to Admiralty Station of Island Line from The Admiralty Station situated on a previous military base/barrack belonged to the British Army in early 1970s. It is now part of the financial centre within the core economy of Hong Kong. Site of present Government Headquarters at Tamar

74 Tung Chung Station of the Tung Chung Line Airport Express heading to HK International Airport The Tung Chung Line forming the town centre of the Tung Chung New Town (developed in 1995)

75 Tung Chung New Town as seen in 2010

76 Forming of the Tung Chung New Town as seen in 1995

77 Forming of the Tai Wai Depot as seen in 2006

78 Upgrading/uprising of a new residential zone from the new centre based on the Tai Wai Depot of the Ma On Shan Line

79 The emerging of a new residential/community zone at the Yau Tong Station along the Tseung Kwan O Line (as seen in 2001)

80 General improvement that recent railway development brings toward urban environment Improve the urban layout around the station areas between different adjacent zones using the station as a seaming point

81 Footbridge stretching 500m linking up two MTR stations of two different lines giving increased pedestrian flow that brings life to the inner city zones

82 Tsuen Wan Old Town Centre Tsuen Wan West Station of the West Rail extending the old town of Tsuen Wan toward the harbour-front

83 Tsuen Wan Old Town Centre Olympic Station Olympic Station of the TC Line seeming the new development zone around Olympic City with the old Tai Kok Tsui district Tai Kok Tsui District

84 Convenient station entrance/exit points is a must to improve connectivity and public circulation

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86 Entrance/Exit point into the MTR stations are often connected to landmarked shopping malls or other major public facilities

87 General improvement that recent railway development brings toward urban environment Provide better connectivity between buildings nearby the station

88 Footbridges are used intensively to connect buildings and community points around MTR stations

89 Pedestrian facilities linking up to the nearby station developments at Ma On Shan Station

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93 Properties development as part of the railway plans connect the entire community around the station (Tung Chung New Town)

94 General improvement that recent railway development brings toward urban environment Improve the urban layout around station accesses/producing function spaces

95 Social space produced outside concourse areas in Mong Kok Station

96 Social space produced outside concourse areas in Sham Shui Po Station

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98 General improvement that recent railway development brings toward urban environment Provide additional high-quality public space along the rail alignment

99 The bank of the Tuen Mun Nullah with the elevated track of the West Rail under construction (2001)

100 The bank of the Tuen Mun Nullah becomes a landscaped pedestrianfriendly promenade after reinstatement

101 Tunnel constructed using cut-and-cover becomes a green belt after reinstatement

102 The 1.2km green belt is the result of the reinstatement of the TST Extension Line

103 General improvement that recent railway development brings toward urban environment Uplifting of the urban images and cityscape

104 The 1 st and the latest generation of station entrance/exit

105 Tunnel alignment reinstated to become a landscaped promenade along the Victoria Harbor Tunnel for the Tsim Sha Tsui Extension Line constructed in cut-and-cover arrangement before the reinstatement

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107 View of the preserved tree and the re-touched landscape environment after the completion of the station complex The preserved tree grow in healthy condition along the realigned road side

108 Upgrading of the urban environment by the completion of the Po Lam Station

109 A new city focus for high-end shoppers and tourists Element, the shopping mall and terrace garden as part of the Kowloon Station s property developments

110 The terrace garden on top of Element

111 Conclusion With the development of the railway network since 1970s covering at least 3 generations of outputs, Hong Kong insisted to adopt a high-standard development strategy both in terms of design and inputs to meet a high-quality urban standards. As a result, we get what we paid for as set in our development objectives. Landmarked icons in the forms of residential, commercial, community or mixed developments, owned by the Mass Transit Railway Corporation, are located on the focus points adjacent to most major railway stations that bring convenience to public as well as generate huge amount of funds for the Corporation. Of course, there are two sides on a coin, to maintain that kind of urban quality especially when MTRC became a public company after 2005, she needs to follow usual business practices to maximize her profit like any other commercial firm does. In this respect, general public can hardly strike a balance between expenses against the enjoying of a high quality urban environment like dating back to the 1980s, almost free of charge.

112 Thank you If more information about this topic, please contact Raymond Wong at or visit his homepage using Looking forward to seeing you in other events in the coming future.

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