20   Option Formulation and Evaluation

 

20.1 Approach to option development and evaluation

Option development

20.1.1
The purpose of developing options in preparing a strategic plan is to help ensure that the ultimately recommended strategy can be demonstrated in overall terms and on the basis of the best available information to be superior to, or at least no worse than, any other strategy that might have been devised to meet its defined objectives. The original 1991 Metroplan was the first attempt to prepare a strategic plan for Metro. A wide range of possibilities was considered, including different ways of using new reclamation opportunities. A comprehensive approach was adopted of developing Initial Options and then, by successive transport modelling and evaluation exercises, deriving Hybrid Options and ultimately refining a Preferred Option.

20.1.2
In the present Review, the scope for change is considerably less than it was in the 1991 Metroplan. In the past, major change in Metro has been achieved largely through new development on reclamations and redevelopment of major redundant uses. Few acceptable opportunities of this kind remain. In future there will need to be more emphasis on renewing existing built-up areas. Transforming these heavily developed areas is costly, affects numerous interests and is difficult to achieve without impeding their normal functioning. It will therefore be a slower process and positive intervention to help bring it about will have to be undertaken selectively.

20.1.3
Development options for Metroplan therefore relate to the choice of locations or areas for selective public action rather than to alternative comprehensive development patterns. Various types of locationally specific action appropriate to resolve Metroplan issues were proposed in Chapter 4. They included: business and high-tech nodes, rezoning of C/R zones, district centres for restructuring, commercial areas for improvement, and tourism nodes and clusters.

20.1.4
These concepts are not expected to be able to bring about major change to the overall pattern of land use in Metro. While intended to contribute towards improving the job balance and movement patterns in Metro, they are equally aimed at improving the quality of life in and functioning of existing areas. It is therefore unlikely that their application to different combinations of locations would result in substantially different distributions of land use or population and employment over the plan period. It was therefore not considered appropriate to choose locations for such action by testing and evaluating alternative comprehensive land use-transport options as was done in the 1991 Metroplan.

20.1.5
The approach to option generation for Business Nodes, District Centres, and Commercial Areas was to consider each type of locational proposal separately in the first instance. The general criteria for identifying suitable locations were set out and candidates generally meeting these criteria identified. These comprised long lists of options from which the best performing were selected in a systematic evaluation process.

20.1.6
The recommended combination of locations was determined partly by the extent to which the candidate locations met the selection criteria and partly by the suitability of the resulting overall distribution of selected locations in meeting Metroplan objectives. For example, the choice of district centres for restructuring depends not only on the characteristics of individual candidate locations but also on their overall spacing and relationship to District Council Districts. The choice of locations for individual types of proposal could also be affected by the choices made for other types. For example, a District Centre restructuring proposal and an adjacent business node proposal may be mutually reinforcing, with the benefits of one spilling over into the other. They would also facilitate more comprehensive planning over a wider area. Thus the recommended strategy should comprise a combination of best performing and most compatible components under each theme.

Evaluation method

20.1.7
A comprehensive set of goals and objectives for use in Metroplan was set out in Table 3.1 of Volume 1. This was devised at a sufficient level of generality to cover all matters relevant to potential options requiring consideration in the study. Those relevant to the selection of Business Nodes, District Centres for Restructuring and Commercial Areas for improvement are set out in Appendix P, together with suitable evaluation criteria by which to assess performance against them.

20.1.8
For each evaluation an evaluation matrix was prepared. This lists in the first two columns the objective reference number and associated evaluation criterion for each of the objectives relevant to the evaluation in question. The remaining columns are allocated to each of the candidate locations. For each location a brief statement is given of the performance of that location in relation to each of the listed criteria.

20.1.9
On the basis of the information given, the candidate location was then placed in a performance category: A, B or C. The performance category embodies the capability of the location to fulfil the requirements for the proposed function. The performance categories were designed to indicate those criteria against which a location performed exceptionally well (Category A) and those against which it performed exceptionally poorly (Category C). For all other criteria, the location was placed in Category B. Thus, minor differences in performance between locations which may appear significant in relation to a particular criterion were not distinguished (i.e. categorised as A or C) unless they significantly affected whether the location should qualify for or be disqualified from selection.

20.1.10
The categorisations for the various locations against all the relevant objectives were then summarised in a table which indicates against how many criteria the locations merited an A, B or C categorisation. As category C implies that selection of the location would be questionable, locations scoring one or more Cs were unlikely to qualify. However locations scoring a high number of As were the most desirable and if any of these registered a C the obstacle represented by the C performance was considering more closely to establish whether it could be overcome to achieve a greater benefit.

 

20.2 Business/High Tech Nodes

Criteria for selecting potential Business/High Tech Nodes

20.2.1
The following are general criteria which should as far as possible be met for inclusion of a location as a candidate to serve as a Business/High Tech Node:

20.2.2
Additional criteria for selection of locations as High-Tech Nodes are as follows:

Long list of potential locations for Business/High-Tech Nodes

20.2.3
Locations which are considered to meet most of the criteria set out above are indicated in Figure 20.1. They comprise:

Figure 20.1 Potential locations for Business/High-tech Nodes
Figure 20.1 Potential locations for Business/High-tech Nodes
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20.2.4
Some areas with Industrial or Business Use zoning were excluded as they are substantially further from rail stations than the other candidates (Tsing Yi, Kowloon Bay, Wong Chuk Hang, and Tai Kok Tsui). Locations are categorised for potential High-tech use on the basis of their environmental setting and proximity to relevant technology institutions.

Transport assessment

20.2.5
As one of the aims of establishing business nodes is to encourage the decentralisation of employment from the core office areas along the north shore of Hong Kong Island and thus reduce transport demands into these congested areas, a transport test was undertaken to assess the potential impact of decentralisation. The tests assumed development to 2016 according to the land use zonings and plot ratios set out in existing OZPs and current plans for new development areas (Basic Scenario), and a second scenario with the Basic Scenario modified to assume that each currently forecast E1 job in these new OU (Business Use) areas in 2016 will be replaced by two E4 jobs (Decentralised Scenario). This reflects a typical ratio of GFA per employee in the Industrial and Office zones according to the 1997 SAPFED and reflects the broad potential for office replacement of industrial GFA. The resulting change in the distribution of employment between the Basic and Decentralised Scenarios is shown in Table 20.1.

Table 20.1 Industrial and office employment in 2016 under the basic OZP
and decentralisation scenarios
Area Industry (E1)

Basic Scenario

Industry (E1)

Decentralised

Office (E4)

Basic Scenario

Office (E4)

Decentralised

Kowloon 76,048 23,427 465,390 570,632
Hong Kong 22,068 8,194 577,838 501,681
Tsuen Wan 33,767 14,030 155,684 195,159
Total Metro 131,883 45,651 1,198,912 1,267,472

20.2.6
The MVCTS transport model was run and the resulting forecast flows on the strategic highway and rail network examined, together with flows on the local road networks by area. The reduction in the number of jobs in Hong Kong Island with the population on the Island left unchanged reduces the need for people to commute into the Island. This consequently reduces the amount of peak period and peak direction cross-harbour travel by road and rail. This is a positive impact, as cross-harbour infrastructure is expensive to provide, especially if only for peak hour periods.

20.2.7
The year 2016 rail flows across the harbour are shown in Table 20.2 for the Basic and Decentralised Scenarios. Decentralisation gives about 7% less southbound cross-harbour travel on the rail network in the AM peak, and the rail network at its critical links (which include the cross-harbour links) is operating at a more acceptable flow.

Table 20.2 AM peak southbound flows on rail network at Cross-harbour links, 1996 and 2016
Cross-harbour rail link Scenario

1996

Scenario

Scenario 1 (OZP)

Scenario

Decentralisation

KOW-HOK

-

62,000

56,000

TST-ADM

69,000

51,000

48,000

HUH-EXH

-

70,000

66,000

YAT-QUB

24,000

85,000

80,000

Total

93,000

268,000

250,000

20.2.8
The corresponding highway flows across key screenlines are shown in Table 20.3 for the southbound AM peak (see Appendix A for locations of screenlines. The forecasts under decentralisation are generally lower than those found for the OZP scenario, and this would be particularly beneficial in the case of the critical cross-harbour screenline.

Table 20.3 Screenline flows for southbound flows in AM peak, by Scenario
(Units: AM peak Pcu's one-way)
Screenline 1996 Scenario in 2016

Scenario 1
a

Scenario in 2016

Decentralisation
b

Scenario in 2016

Decentralisation
b/a

Kowloon External West 15,200 26,400 24,600 1.74
Kowloon External Central 12,700 14,800 15,300 1.17
Kowloon External East 4,700 10,800 10,900 2.30
A-A (KCR LINE) 22,700 28,500 28,100 1.27
C-C (South Kowloon) 21,500 37,200 35,400 1.73
Cross Harbour (WHC, CHT, EHC) 9,500 16,800 15,200 1.77

20.2.9
As a final check, the local road networks were examined in terms of change in vehicle kilometre per kilometre in the AM peak between 1996 and 2016. The results are given in Table 20.4. In most districts there are improvements under decentralisation, with only two showing a small deterioration.

20.2.10
The analysis overall indicates that there are potential benefits in traffic terms to be obtained from decentralising employment.

Table 20.4 Change in Vehicle km per Kilometre in AM Peak between 1996 and 2016, by District and Scenario
District Scenario

Scenario 1

Scenario

Decentralisation

Yau Tsim 1.05 1.02
Mong Kok 1.09 1.06
Sham Shui Po 1.06 1.01
Kowloon City 1.07 1.05
Wong Tai Sin 1.06 1.08
Kwun Tong 1.13 1.16

Evaluation of business nodes

20.2.11
The evaluation matrix for business nodes is set out in Table 20.5 and the summary of performance categories in Table 20.6. Performances against two criteria which are relevant to the selection of high-tech nodes are excluded from the main part of the latter table. These are: availability of nearby high quality housing sites and availability of nearby high-tech institutions. In the discussion which follows, these factors are brought into play after the discussion of general suitability for business nodes, as high-tech nodes should normally meet the requirements for business nodes.

20.2.12
The critical business node criteria against which some locations perform poorly and are subject to C categorisation are discussed below.

(i) 2.1 Impact on availability of housing/housing land

20.2.13
Given the large amount of land currently in industrial use and zoning in Metro which could be developed for business use, and the shortage of land suitable for residential use, it is not justifiable to transfer to business use land accommodating a substantial existing residential population. This is the case in Tsuen Wan Town Centre where the C/R zoning covers mainly residential buildings. In Yau Tong Bay and Kennedy Town the candidate locations, although not currently in residential use, are planned for this purpose and there would thus be a loss of potential residential development.

(ii) 4.2 Strategic suitability of location

20.2.14
The key aim of business nodes is to intercept commuters arriving in Metro at peripheral locations so that they do not contribute to congestion in the core areas. Locations on the periphery of Metro should also serve as counter-magnets to attract reverse traffic flows out of the Metro core in the AM peak. Hung Hom does not have such a peripheral location.

(iii) 4.4 Proximity to rail station

20.2.15
A key requirement for a business node is proximity to a rail station. Potential candidate sites which are beyond 500m from a station were excluded from the analysis. However, for commuting to work, 500m between station and workplace, as opposed to between home and station, is too far to be attractive. In a rail-based city the business node should be adjacent to a station. Tsuen Wan Town Centre, Kwai Chung Tai Wo Hau and Hung Hom perform poorly in this respect.

(iv) 5.10 Scope for provision of open space/landscaping

20.2.16
For a business node to achieve an identity differentiating it from a typical industrial zone, it will need to have an attractive environment. The capability of a location for upgrading through landscaping and open space provision is therefore an important factor. Kwai Chung Tai Wo Hau and Kwai Hing, and Kwun Tong present difficulties in this respect.

(v) 7.1 Availability and adequacy of implementation mechanisms

20.2.17
Given the range of opportunities to develop business nodes on the basis of existing industrial areas, candidate locations which would require complex mechanisms and expensive implementation cannot be justified. This applies to those locations where comprehensive redevelopment, particularly if it would involve resumption, is the only way to bring about a business node. Tsuen Wan Town Centre and Kowloon Tong fall into this category. There are at present no mechanisms for bringing about a government-sponsored, non-residential, comprehensive redevelopment of this kind. Proposals for residential development at Yau Tong Bay are far advanced and could prove difficult to revise.

(vi) 7.2 Potential for incremental development

20.2.18
A second disadvantage of the comprehensive (re-)development approach to business node creation is that the transformation cannot be brought about gradually as and when demand arises. This problem is most serious in Tsuen Wan Town Centre, where the whole town centre area is in need of comprehensive treatment.

(vii) 7.4 Scale of action required

20.2.19
This applies to overall costs (including costs of disturbance) of bringing about the required change. Again these will be highest in the cases where comprehensive redevelopment is required, i.e. Tsuen Wan Town Centre and Kowloon Tong.

Preferred business nodes

20.2.20
The candidate locations which register no Category C performances and clearly qualify for business node status are as follows, with the number of Category A performances in brackets:

20.2.21
The candidate locations which register only one Category C performance are more marginal cases and their retention depends on the second stage geographical assessment. They are as follows, with the relevant criterion for Category C and the number of Category A performances in brackets:

20.2.22
The following candidates are even more marginal and should be dropped from the selection process as business nodes:

High-tech business nodes

20.2.23
Most locations are unsuitable to serve as high-tech nodes, regardless of their performance as business nodes. The two high-tech criteria are 1.6, availability of nearby high quality housing sites, and 1.7, availability of nearby high-tech institutions. The only locations which do not have a Category C performance against both high-tech factors are:

20.2.24
Hung Hom and Kennedy Town were marginal business nodes and each lacks one of the key advantages required of a high-tech node. Although Kowloon Tong offers the best set of characteristics to serve as a high-tech node, it was initially excluded from the list of candidate locations for a business node because of the complexity of the implementation mechanisms that would be required and the other disadvantages associated with comprehensive redevelopment. However, it could be argued that any additional efforts and costs required to achieve a well functioning high-tech node might be justifiable even if this would not be the case for a normal business node.

Case for a high tech business node at Kowloon Tong

20.2.25
The arguments in favour of selecting Kowloon Tong as a high-tech business node are as follows:

Development parameters

20.2.26
The factors leading to the definition of a site in the northern part of Kowloon Tong as a potential high-tech business node are set out in Appendix E, where the potential site location is illustrated in Figure E.1. In assessing the desirability and acceptability of the high-tech node, it was assumed that its development would be strictly controlled so as not to be out of character with the existing garden estate ambience. It would comprise an area of about 15 ha, with a maximum plot ratio of 2.0, and maximum building height of 10 storeys. It would offer up to 12,000 jobs.

Implementation issues

20.2.27
Traffic constraints and potential means to overcome them are discussed in Appendix E. However, the key issue is the lack of an agency and mechanism authorised to bring about the redevelopment for non-residential purposes of a low density residential area that is not intrinsically in need of renewal. Various alternative implementation approaches are discussed in Appendix E, ranging from straightforward rezoning from Residential to OU (Business Use), and therefore relying on individual landowners to decide whether or not to participate, to compulsory site amalgamation and land adjustment.

Conclusion on Kowloon Tong as a High-tech Node

20.2.28
In conclusion, there would appear to be considerable potential for the development of a high-tech business node in Kowloon Tong. However, before being incorporated in the Metroplan Recommended Strategy the concept should be subject to a full feasibility study in terms of marketing and demand, layout and infrastructure requirements, financial feasibility and implementation mechanisms.

 

20.3 District centres

Criteria for selecting potential District Centres for restructuring

20.3.1
The following are general criteria which should as far as possible be met for inclusion of a location as a candidate for District Centre restructuring:

Figure 20.2 Distribution of District level facilities, 2000: civic facilities
Figure 20.2 Distribution of District level facilities, 2000: civic facilities
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Figure 20.3 Distribution of District level facilities, 2000: open space
Figure 20.3 Distribution of District level facilities, 2000: open space
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Long list of potential locations for District Centre restructuring

20.3.2
Locations which are considered to meet most of the criteria set out above are shown in Figure 20.4 and their key features are set out in Table 20.7. These locations offer opportunities to be developed or consolidated as district centres to provide a civic focus for local communities. They comprise:

Figure 20.4 Potential Locations for District Centre Restructuring
Figure 20.4 Potential Locations for District Centre Restructuring
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Evaluation of district centres

20.3.3
The evaluation matrix for candidate district centres for restructuring is set out in Table 20.8 and the summary of performance categories in Table 20.9. The locations have been evaluated against these criteria according to the extent to which the development of a district centre in this location could advance the objectives. The choice of a district centre will depend partly on potential for action and partly on need. There needs to be a good basis for developing a centre in terms of an existing focus and opportunities for restructuring but also restructuring may be desirable to resolve existing problems. Thus negative features at a location may not count against its selection unless they are especially intractable.

20.3.4
The critical district centre criteria against which some locations perform poorly and in some cases are subject to C categorisation are discussed below.

(i) 5.3 and 5.4 Air and noise pollution from major roads

20.3.5
Several candidate locations are affected by roads carrying heavy traffic. It will be one of the aims of district centre restructuring to mitigate such problems. This may be achieved by direct measures on the road or by restructuring to orientate civic spaces and pedestrian areas away from the roads. However, if the roads cutting across a potential district centre are elevated, this may make the task of mitigation particularly difficult. This is the case with candidate locations at To Kwa Wan, Ngau Tau Kok and Kwun Tong.

(ii) 5.8 Land use compatibility

20.3.6
The existence of an industrial area adjacent to a potential district centre is likely to detract substantially from the civic image attractive environment appropriate to the centre. Candidate locations at Kwun Tong and Chai Wan have this disadvantage.

(iii) 5.9 Scope for improvement in land use/street pattern

20.3.7
Significant improvements to land use or street pattern are only possible where the opportunity spaces for development or redevelopment are sufficiently large to allow such change. This is not the case in North Point and Chai Wan.

(iv) 5.10 Availability of or scope for provision of open space and GIC facilities

20.3.8
Provision of new facilities and facilities, where these are currently lacking, will also be restricted where opportunity spaces for development or redevelopment are limited. While this applies in the case of North Point, in Chai Wan a site is already reserved in the OZP for a cultural centre, which is a key civic facility appropriate to a District Centre.

(v) 6.1 Potential for creating civic character

20.3.9
The opportunity to create civic character and an individual district centre identity depends partly on the development opportunities available and partly on the resources of the location, such as the relationship with open space or waterfront areas or the potential for inclusion of cultural heritage features. In Chai Wan the development opportunities are very limited and the folk museum heritage feature is not sufficient to make a significant contribution to district identity.

Preferred district centres

20.3.10
The candidate locations which register no Category C performances are as follows, with the number of Category A performances in brackets:

20.3.11
These locations qualify for district centre status, although Yau Ma Tei, offers fewer advantages than the others and is perhaps more marginal.

20.3.12
Only one candidate location registers only one Category C performance: Kwai Chung Kwai Fong (5.10, scope for open space/landscaping), which has three Category As. This is a marginal case and should be determined along with Yau Ma Tei as part of the second stage geographical assessment.

20.3.13
The following candidates are marginal cases and their retention depends on the second stage geographical assessment:

 

20.4 Potential commercial areas for improvement

Criteria for selecting commercial areas for improvement

20.4.1
The policy of commercial area improvement should be applied to the most intensively used commercial areas. Improvements to more localised commercial areas may be considered as part of the district centre restructuring discussed in Section 20.3. The distribution of major shopping areas in Metro is indicated in Figure 20.5, which shows streetblocks with high average retail plot ratio, i.e. greater than 2.0 when calculated over the whole streetblock. Shopping areas tend to be concentrated in commercial centres and along major commercial road corridors. The main candidate centres and corridors are shown in Figure 20.6 and are as follows:

Figure 20.5 Distribution of major shopping areas in Metro
Figure 20.5 Distribution of major shopping areas in Metro
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Figure 20.6 Potential locations for commercial area improvement
Figure 20.6 Potential locations for commercial area improvement
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20.4.2
The potential to bring about benefits will vary from one area to another, depending especially on the existing street layout and the opportunities it presents for re-organising traffic to permit improvements to the pedestrian environment. In the case of corridors, the most appropriate way to do this will normally be to identify a parallel road which can take traffic pressure off the main shopping street so that pedestrian footways there can be widened and the noise and air pollution impact of traffic reduced. However, in some cases the situation may be more complex, requiring more innovative solutions.

Evaluation of commercial areas for improvement

20.4.3
Table 20.10 sets out a general assessment of the potential performance of the proposed policy, with reference to the various candidate areas. However, a full evaluation is not appropriate as a detailed study of each would be required to determine the extent of improvement that could be achieved and for which expenditure of resources could be justified in each location. It was therefore recommended that all the above named centres and corridors should be incorporated in the Metroplan Recommended Strategy.

 

20.5 Potential locations for tourism provision

20.5.1
A thorough analysis of development opportunities for the various tourism components of the Harbour Planning Framework was undertaken in the Harbour Plan Study. It was not necessary to review the selected locations in the Metroplan Review but additional potential locations outside the Harbour Plan Study Area were considered. The following are candidate locations (shown in Figure 20.7), with those already selected in the Harbour Plan Study indicated by asterisks:

Core tourism attractions:

Secondary Tourism Nodes:

Major Tourist Shopping, Entertainment and Hotel districts

Secondary hotel and shopping districts

Local Attractions

Special linkages

Figure 20.7 Potential locations for tourism development
Figure 20.7 Potential locations for tourism development
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20.5.2
It was not considered that systematic evaluation of the candidate locations for tourism and recreation would be fruitful as almost all of them offer potential for tourism and/or recreation purposes, although to differing extents, and should be incorporated in the Metroplan Recommended Strategy. It should be noted, however, that some of the special linkages listed above need to be subject to feasibility studies outside Metroplan, in particular the suggested monorail to West Kowloon tourism node and cable cars to the Peak from Western and Aberdeen.

 

20.6 Selected strategy elements

Combinations of elements

20.6.1
The most appropriate combination of nodes and centres should be determined partly by the extent to which candidate locations meet the selection criteria and partly by the suitability of the resulting overall distribution of selected locations in meeting Metroplan objectives.

District Centres

20.6.2
District Centres should be widely distributed so as to serve the population of the Metro Districts as effectively as possible. Ideally and as a starting point there should be one centre in each District Council District. In attempting to meet this aim, there may be cases in which it would be desirable to re-assess a marginal candidate to establish whether its drawbacks could be overcome and others in which a choice may need to be made between two competing candidates.

20.6.3
The following district centre candidates recommended for selection are well located to serve their respective districts and have no competitors for that purpose:

20.6.4
The opportunity sites at Kennedy Town are also the opportunity sites that would enable Kennedy Town to serve as a business node. In the evaluation of business nodes Kennedy Town was found to be a marginal case. It was also marginal as a location for a high-tech centre. It is therefore considered more appropriate to include it as a district centre.

20.6.5
In the case of Kowloon City District there are two competing recommended candidates: Ma Tau Kok and To Kwa Wan. Reference to Table 20.7 shows that Ma Tau Kok performs better than To Kwa Wan against three criteria: 5.3 (air pollution from major roads), 5.4 (noise pollution from major roads) and 6.7 (potential to enhance setting of historic buildings), while To Kwa Wan performs better than Ma Tau Kok against one criterion: 4.7 (Potential for attractive pedestrian environment). To Kwa Wan has the handicap of the elevated East Kowloon Corridor passing through it. In addition, the opportunity sites in Ma Tau Kok are larger and more numerous than those in To Kwa Wan. Perhaps the deciding factor, however, is that Ma Tau Kok is more central to Kowloon City District. It is therefore recommended that Ma Tau Kok be selected for District Centre restructuring and To Kwa Wan dropped for this purpose. Restructuring at To Kwa Wan would still be desirable but should have a lower priority and be less directed at developing a civic focus.

20.6.6
The following Districts would not be served under the above recommendations:

20.6.7
Tsing Yi is an area of recent development that does not merit a concerted effort towards district centre restructuring. Wan Chai is not a peripheral district requiring a centre to generate civic identity. It includes the key commercial and facility centre of Causeway Bay. Similarly, Yau Tsim Mong includes the key commercial and facility centre of Tsim Sha Tsui. A district centre as focus for the areas further north in Yau Ma Tei and Mong Kok would nevertheless be desirable, but the opportunities are limited.

20.6.8
In the case of Southern District there were no candidate locations. The most obvious district centre location, Aberdeen, would merit district centre restructuring but does not offer adequate district centre opportunity sites for the provision of facilities and open space, etc. It should nevertheless be improved to allow it to perform a district centre function as far as is possible.

20.6.9
In Kwai Chung and Eastern District there are candidate locations but they do not offer sufficient opportunities for the scale of restructuring and improvement aimed at.

20.6.10
Kwun Tong District contains two candidate sites: Ngau Tau Kok and Kwun Tong, neither of which was satisfactory. Both offer opportunity sites but have adjacent elevated roads, while Kwun Tong is also adjacent to an industrial area. As this is a district in particular need of a focus, it is necessary to accept the disadvantages of the elevated road and choose between the two. Kwun Tong is more central to the District. Furthermore, if the potential business node in the industrial area were to be pursued, its other main disadvantage could be mitigated.

Business Nodes

20.6.11
Business nodes do not have to be distributed evenly among the Districts but they should be well dispersed around the periphery of Metro in order first, to intercept journey to work travel from different routes into Metro from the New Territories, and secondly, to encourage a dispersed rather than a concentrated pattern of traffic movements within Metro. There are also potential gains from associating business node and district centre restructuring schemes. District centres could benefit from the wider area improvement, business nodes from the attractiveness and identity of the nearby centre and its facilities, and good pedestrian linkages could be assured between the two.

20.6.12
The following business node candidates were recommended on the basis of their individual characteristics:

20.6.13
One of these, San Po Kong, is adjacent to Diamond Hill recommended district centre and the two will mutually benefit from this close association. Of the marginal cases, Kwai Chung Kwai Hing and Kwun Tong, neither is associated with an adjacent recommended district centre. However, Kwun Tong was a marginal district centre which is nevertheless recommended for selection. Furthermore, it can be argued that Kwun Tong could benefit from the combination of a district centre and business node. It is therefore proposed that Kwun Tong be developed as a business node.

Combined recommended strategy elements

20.6.14
Figure 20.8 sets out the distribution of business nodes, district centres for restructuring, and commercial areas for improvement which have been selected as a result of the above combined assessment The locations for tourism and recreation elements were shown in Figure 20.7. All these elements are incorporated in the Metroplan Land Use-Transport Framework in Chapter 5.

Figure 20.8 Recommended Business Nodes and District Centres
Figure 20.8 Recommended Business Nodes and District Centres
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Table 20.5 Evaluation matrix: Business nodes
Obj No Criterion Candidate location

Tsuen Wan Town Centre

R Candidate location

Kwai Chung / Tai Wo Hau

R Candidate location

Kwai Chung / Kwai Hing

R Candidate location

Lai Chi Kok

R
1.2 Scale and suitability of opportunity sites Area of at least 8 ha currently zoned C/R, adjacent to existing compatible uses could be developed for Business Use. Served by nearby proposed hotel. A Potential change of use or redevelopment for Business Use of NW Kwai Chung Industrial Zone (6 ha) A Potential change of use or redevelopment for Business Use of Central Kwai Chung Industrial Zone (up to 15 ha) A Potential change of use or redevelopment for Business Use of Cheung Sha Wan Industrial Zone (5 ha) A
1.6 Availability of nearby high quality housing/sites No R2 or R3 development nearby. C No R2 or R3 development nearby. C No R2 or R3 development nearby. C No R2 or R3 development nearby. C
1.7 Availability of nearby high-tech institutions None nearby C None nearby C None nearby C None nearby C
2.1 Impact on availability of housing/housing land Use for Business would replace existing housing and preclude alternative residential use available under C/R zoning. C Change to housing could be achieved only through comprehensive urban renewal for which resources will not be available A Site not suitable for housing due to adjacent industrial environment A Site not suitable for housing due to adjacent industrial environment A
3.2 (a) Rail availability and connectivity Accessed by West Rail at Tsuen Wan West and MTR at Tsuen Wan. Limited interconnectivity: Tsuen Wan MTR station with Tung Chung line via Lai King (4 stops) B Accessed by MTR at Tai Wo Hau. Limited interconnectivity: with West Rail via Mei Foo (4 stops), and with Tung Chung line via Lai King (3 stops) B Accessed by MTR at Kwai Hing. Limited interconnectivity: with West Rail via Mei Foo (3 stops) and with Tung Chung line via Lai King (2 stops) B Accessed by MTR at Lai Chi Kok. Limited interconnectivity: with Tung Chung line via Lai King only (2 stops), and with West Rail via Mei Foo (1 stop) B
3.2 (b) Road availability and connectivity Access to Route 3 via Tsuen Wan Road B Access to Route 3 via Kwai Chung Road B Access to Route 3 via Kwai Chung Road B Access to Route 3 via Lai Wan Interchange, to Route 9 via Butterfly Valley Interchange A
4.2 Strategic suitability of location  Extreme northern periphery of Metro Area.

Tsuen Wan West station on West Rail from NWNT

A Northern periphery of Metro but not on incoming rail from NT B Northern periphery of Metro but not on incoming rail from NT B Northern periphery of Metro on incoming rail from Tsuen Wan but not from NT B
4.4 Proximity to rail station Around limit of walking distance (500m) from both Tsuen Wan MTR station and Tsuen Wan West station on West Rail C Around limit of walking distance (500m) from Tai Wo Hau MTR C Within walking distance (200 to 500m) from Kwai Hing MTR station B Adjacent to Lai Chi Kok MTR station A
4.7 Potential for attractive pedestrian environment Attractive link available to Tsuen Wan West Station and waterfront. Links within site could be achieved by comprehensive redevelopment. Links to Tsuen Wan MTR station difficult to improve A Unattractive pedestrian link to station along major road corridor. B Unattractive pedestrian link to station along major road corridor. B Direct pedestrian links to station A
5.8 Land use compatibility No interface problems B No interface problems B Business node would introduce a buffer between remaining industrial and residential areas  A No interface problems B
5.9 Scope for improvement in land use / street pattern Could be achieved by comprehensive redevelopment A Limited, as main mechanism is rezoning B Limited, as main mechanism is rezoning B Limited, as main mechanism is rezoning B
5.10 Scope for provision of open space / landscaping Good availability of adjacent open space at Tsuen Wan Park. Smaller areas could be provided in comprehensive redevelopment A Very limited existing open space or scope for additional provision C Very limited existing open space or scope for additional provision C Adjacent open space and landscaping opportunities B
6.2 Urban design constraints on plot ratio potential Not relevant A Not relevant A Not relevant A Not relevant A
7.1 Availability and adequacy of implementation mechanisms Rezoning would be insufficient to generate node. Would require URA type action C Use change could be achieved through private sector action under OZP rezoning A Use change could be achieved through private sector action under OZP rezoning A Use change could be achieved through private sector action under OZP rezoning A
7.2 Potential for incremental development Comprehensive redevelopment would need to be undertaken in large phases to minimise disruption and temporary residential interface problems. C Improvements could be undertaken incrementally A Improvements could be undertaken incrementally A Improvements could be undertaken incrementally A
7.3 Relative increase in value due to development Moderate B Moderate B Moderate B Moderate B
7.4 Scale of action required Very substantial public action required. C Moderate B Moderate B Moderate B
Obj No Criterion Candidate location

Kowloon Tong

R Candidate location

Hung Hom

R Candidate location

San Po Kong

R
1.2 Scale and suitability of opportunity sites Potential for rezoning nearby low density R zone and remaining parts of St George's School Site, around 8 ha A Potential change of use or redevelopment for Business Use of Hung Hom Industrial Zone (7 ha) A Potential change of use or redevelopment for Business Use of San Po Kong Industrial Zone (11 ha) A
1.6 Availability of nearby high quality housing/sites Potential for nearby residential redevelopment in a low density garden suburb environment A No R2 or R3 development nearby. B No R2 or R3 development nearby. C
1.7 Availability of nearby high-tech institutions Potential links with nearby HK City University, HK Baptist University, HK Industrial Technology Centre, HK Productivity Centre etc. A Potential links with nearby HK Polytechnic University A None nearby C
2.1 Impact on availability of housing/housing land Business use would replace existing residential development, but limited population loss B Change to housing could be achieved only through comprehensive urban renewal for which resources will not be available A Change to housing could be achieved only through comprehensive urban renewal for which resources will not be available A
3.2 (a) Rail availability and connectivity Accessed by East Rail and MTR at Kowloon Tong. Excellent interconnectivity A To be accessed by proposed Gillies Avenue station on Sha Tin - Central link from NENT. Limited interconnectivity: with MTR Kwun Tong line via Diamond Hill (4 stops), B Accessed by Diamond Hill station on MTR. Exellent connectivity: interchange between Sha Tin - Central link and MTR Kwun Tong line A
3.2 (b) Road availability and connectivity Access via Waterloo Road to Lion Rock Tunnel, Lung Chung Road and south Kowloon B Access to SEK trunk roads T1 to Sha Tin and T2 to Tseung Kwan O, via Hung Hom Road. B Access to Tate's Cairn Tunnel (Route 6) via Prince Edward RoadPrince Edward Road East, Kwun Tong Bypass and Eastern Harbour Tunnel via Kwun Tong Bypass (Route 6) A
4.2 Strategic suitability of location Northern periphery of Kowloon.
Kowloon Tong station on East Rail from NENT
A Not peripheral
Planned Ma Tau Kok and Gillies Avenue stations on proposed Shatin-Central line from NENT
C North east periphery of Kowloon.
Diamond Hill station on proposed Shatin-Central line from NENT
A
4.4 Proximity to rail station Adjacent to Kowloon Tong MTR station A Nearly 500m from proposed Ma Tau Kok and Gillies Avenue stations C Around 400m from Diamond Hill MTR station B
4.7 Potential for attractive pedestrian environment Existing low density environment with tree-lined streets could be conserved / replicated in comprehensive redevelopment. No major road severance from station A Potential attractive pedestrian link to station through proposed URA redevelopment scheme at To Kwa Wan B Potential link to station through CDA development.
Requires convenient pedestrian links across Choi Hung Road and Prince Edward Road
B
5.8 Land use compatibility Would replace mixed uses which have developed in previously residential area. A Would remove existing residential / industrial interface problems A Would remove existing residential / industrial interface A
5.9 Scope for improvement in land use/street pattern Would replace mixed uses which have developed in previously residential area. B Limited, as main mechanism is rezoning B Limited, as main mechanism is rezoning B
5.10 Scope for provision of open space Little existing open space, but potential to incorporate in comprehensive development A Adjacent to proposed Hoi Sham Park extension A Adjacent open spaces could be integrated into node. B
6.2 Urban design constraints on plot ratio potential Low density and low-rise area, so building density and height would need to be limited to around PR2 and 10 storeys maximum to be compatible B None A None A
7.1 Availability and adequacy of implementation mechanisms Rezoning would be insufficient to generate node. Would require URA type action C Use change could be achieved through private sector action under OZP rezoning A Use change could be achieved through private sector action under OZP rezoning A
7.2 Potential for incremental development Comprehensive redevelopment would need to be undertaken in large phases to minimise disruption and temporary residential interface problems. B  Improvements could be undertaken incrementally A Improvements could be undertaken incrementally A
7.3 Relative increase in value due to development Replacement of low density residential would bring high increase in value and stimulate higher values in surrounding housing area A Moderate B Moderate B
7.4 Scale of action required Major C Moderate B Moderate B
Obj No Criterion Candidate location

Kwun Tong

R Candidate location

Yau Tong Bay

R Candidate location

Kennedy Town

R
1.2 Scale and suitability of opportunity sites Potential change of use or redevelopment for Business Use of Kwun Tong Industrial Zone (45 ha) A Potential for Business Use development on Yau Tong Bay reclamation (up to 10 ha) A Potential for Business Use development partly on Western District reclamation and partly in Kennedy Town restructuring (up to 7 ha) A
1.6 Availability of nearby high quality housing/sites No R2 or R3 development nearby. C No R2 or R3 development nearby, but good waterfront residential site on new reclamation. B No R2 or R3 development nearby, but good waterfront residential site on new reclamation. B
1.7 Availability of nearby high-tech institutions None nearby C None nearby C Located generally near Cyberport, and Hong Kong University A
2.1 Impact on availability of housing/housing land Change to housing could be achieved only through comprehensive urban renewal for which resources will not be available A Site currently planned for residential development so potential additional housing would be lost C Site currently planned for residential development so potential additional housing would be lost C
3.2 (a) Rail availability and connectivity Accessed by Kwun Tong and Ngau Tau Kok stations on MTR.
Interconnectivity with proposed Tseung Kwan O line via Yau Tong (2 stops) and with Sha Tin - Central link via Diamond Hill (4 stops)
Interconnectivity with East Harbour Crossing to Hong Kong Island via Yau Tong (2 stops)
B Accessed by planned Yau Tong station on proposed Tseung Kwan O line and MTR Kwun Tong line, with connectivity through East Harbour Crossing to Hong Kong Island A Proposed to be accessed by station on West Hong Kong Island line.Limited connectivity: with MTR Tsuen Wan line via Admiralty, (5 stops) B
3.2 (b) Road availability and connectivity Access to Eastern Harbour Crossing (Route 6) via Kwun Tong Road and Lei Yue Mun Road B Access to Eastern Harbour Crossing (Route 6) via Lei Yue Mun Road, to Tseung Kwan O via proposed TKOWCR B Proposed to be served by Route 7 B
4.2 Strategic suitability of location Towards eastern periphery of Kowloon. No direct link to Tsueng Kwan O or NENT B Eastern periphery of Kowloon
Direct rail link to Tseung Kwan O and East Harbour Hong Kong Island
A Western periphery of Hong Kong Island, but No rail link with Island South  B
4.4 Proximity to rail station Mostly within 500m of Kwun Tong and Ngau Tau Kok stations A Adjacent to Yau Tong MTR station A Adjacent to proposed station on West Hong Kong Island line A
4.7 Potential for attractive pedestrian environment Pedestrian access to stations via busy Kwun Tong Road B Direct pedestrian links to proposed station possible A Direct pedestrian links to proposed station possible A
5.8 Land use compatibility Would improve existing residential / industrial interface across Kwun Tong Road A No interface problems B No interface problems B
5.9 Scope for improvement in land use/street pattern Limited as main mechanism is rezoning B Limited as main mechanism is rezoning B Limited as main mechanism is rezoning B
5.10 Scope for provision of open space and landscaping Little existing open space and costly to insert through demolition C Adjacent waterfront promenade and harbour views and potential to incorporate open space in comprehensive development A Planned open spaces on eastern and western edges of site and potential to incorporate open space in comprehensive development A
6.2 Urban design constraints on plot ratio potential None A Sites adjacent to waterfront promenade likely to be affected by building height restrictions and design controls B None A
7.1 Availability and adequacy of implementation mechanisms Use change could be achieved through private sector action under OZP rezoning A Use change could be achieved through comprehensive development by private sector under OZP rezoning. However, private sector residential proposal has been approved and is well advanced. C Use change could be achieved through comprehensive development by private sector under OZP rezoning A
7.2 Potential for incremental development Improvements could be undertaken incrementally A Comprehensive development could be phased. A Comprehensive development could be phased. However, it would be undesirable to commence development until Cyberport is established. Kennedy Town could serve as an expansion area for Cyberport. But, site should not be left undeveloped for long period. B
7.3 Relative increase in value due to development Moderate B Substantial as new reclamation A Substantial as site is partly redundant use and partly new reclamation A
7.4  Scale of action required Moderate if selective B Moderate B Moderate B
Obj No Criterion Candidate location

Quarry Bay

R Candidate location

Chai Wan

R
1.2 Scale and suitability of opportunity sites Existing Commercial and Commercial/Residential zones (at least 4 ha) serving as extension to existing established business uses adjacent (Taikoo Place) B Potential change of use or redevelopment for Business Use of Chai Wan Industrial zone (5 ha) B
1.6 Availability of nearby high quality housing/sites R2 developments at North Point Mid-levels B No R2 or R3 development nearby. B
1.7 Availability of nearby high-tech institutions None nearby C None nearby C
2.1 Impact on availability of housing/housing land Use for Business would preclude alternative residential use available under C/R zoning. B Change to housing could be achieved only through comprehensive urban renewal for which resources will not be available A
3.2 (a) Rail availability and connectivity Accessed by Quarry Bay station on MTR Hong Kong Island and planned Tseung Kwan O lines.
Good interconnectivity:
Interchange between above two lines, and interconnectivity with MTR Tsuen Wan line via Lam Tin/Yau Tong station (1 stop)
A Accessed by Chai Wan station on MTR Hong Kong Island line.
Interconnectivity with proposed Tseung Kwan O line via Quarry Bay (2 stops) and indirect connection with MTR Kwun Tong line via Quarry Bay and Yau Tong
B
3.2 (b) Road availability and connectivity Served by East Harbour Crossing (Route 6) and Island Eastern Corridor (Route 8) B Served by East Island Eastern Corridor (Route 8) B
4.2 Strategic suitability of location Towards Eastern periphery of Hong Kong Island
Quarry Bay station on Tseung Kwan O line from Tseung Kwan O and MTR from Eastern Hong Kong Island
A Towards Eastern periphery of Hong Kong Island
No direct link to Tsueng Kwan O or Hong Kong Island South 
B
4.4 Proximity to rail station Adjacent to Quarry Bay MTR station A Adjacent to Chai Wan MTR station A
4.7 Potential for attractive pedestrian environment Good existing elevated linkages in the existing office developments could be extended into the additional areas A Requires convenient pedestrian links across Kings Road B
5.8 Land use compatibility Would remove existing residential/industrial interface A Would remove existing residential/industrial interface and improve town centre A
5.9 Scope for improvement in land use/street pattern Limited scope for improvement B Limited scope for improvement B
5.10 Scope for provision of open space Close to Quarry Bay Park extension and good link to proposed extension to waterfront promenade A Adjacent to Chai Wan Park A
6.2 Urban design constraints on plot ratio potential None A None A
7.1 Availability and adequacy of implementation mechanisms Use change could be achieved through private sector action under OZP rezoning A Use change could be achieved through private sector action under OZP rezoning A
7.2 Potential for incremental development Improvements could be undertaken incrementally A Improvements could be undertaken incrementally A
7.3 Relative increase in value due to development Moderate B Moderate B
7.4 Scale of action required Moderate B Moderate B

 

Table 20.6 Summary of Business Node performance categories
Objective

General factors

Tsuen Wan TC KC / Tai Wo Hau KC/Kwai Hing Lai Chi Kok Kowloon Tong Hung Hom San Po Kong Kwun Tong Yau Tong Bay Kennedy T Quarry Bay Chai Wan
1.2 A A A A A A A A A A B B
2.1 C A A A B A A A C C B A
3.2(a) B B B B A B A B A B A B
3.2(b) B B B A B B A B B B B B
4.2 A B B B A C A B A B A B
4.4 C C B A A C B A A A A A
4.7 A B B A A B B B A A A B
5.8 B B A B A A A A B B A A
5.9 A B B B B B B B B B B B
5.10 A C C B A A B C A A A A
6.2 A A A A B A A A B A A A
7.1 C A A A C A A A C A A A
7.2 C A A A B A A A A B A A
7.3 B B B B A B B B A A B B
7.4 C B B B C B B B B B B B
Totals Tsuen Wan TC KC / Tai Wo Hau KC/Kwai Hing Lai Chi Kok Kowloon Tong Hung Hom San Po Kong Kwun Tong Yau Tong Bay Kennedy T Quarry Bay Chai Wan
A 6 5 6 8 8 7 9 7 8 7 9 7
B 4 8 8 7 5 6 6 7 5 7 6 8
C 5 2 1 0 2 2 0 1 2 1 0 0
Total 15 15 15 15 15 15 15 15 15 15 15 15
High - tech factors Tsuen Wan TC KC / Tai Wo Hau KC/Kwai Hing Lai Chi Kok Kowloon Tong Hung Hom San Po Kong Kwun Tong Yau Tong Bay Kennedy T Quarry Bay Chai Wan
1.6 C C C C A B C C B B B B
1.7 C C C C A A C C C A C C

 

Table 20.7 Candidate locations for District Centre restructuring
Candidate location District Council District Opportunity sites Rail station Existing district level facilities

Civic facilities

Existing district level facilities

Open space

Existing district level facilities

Retail

Environmental / planning issues Special opportunities
Tsuen Wan Town Centre Tsuen Wan LDC Tsuen Wan Town Centre scheme (2ha) URS Study Target Area

Remainder of old Tsuen Wan Town Centre C/R zone

Moon Lok Dai Ha HKHS estate with potential for renewal

Tsuen Wan Bay Reclamation and waterfront

West Rail Tsuen Wan West station property development

 

Tsuen Wan MTR station (500m)

Proposed Tsuen Wan West station on West Rail (500m)

PTI near proposed West Rail station

Tsuen Wan Town Hall

Tsuen Wan Law Courts

Tsuen Wan Major Library and Government Office Complex

Indoor Games Hall

Tsuen Wan Park - Severance of town centre by Tai Ho Road

Visual obstruction of elevated Tsuen Wan Road

Potential for pedestrian links to waterfront

Adjacent Tsuen Wan Park

Nearby historic houses of Hoi Pa Village and Chan Yi Chueng Ancestral Hall

Kwai Chung (Kwai Fong) Kwai Tsing Industrial areas for rezoning to Business Use Kwai Fong MTR Kwai Tsing Theatre Open space in next to Kwai Tsing Theatre

Central Kwai Chung Park (400m)

Kwai Chung Sports Ground

Metroplaza (43,000m2) GFA    
Cheung Sha Wan Sham Shui Po Housing Authority Restructuring Scheme Study Area

HA Factory Estates

HA CRP estates

Cheung Sha Wan MTR station

West Rail Nam Cheong Station

Government Complex

Proposed Magistracy

District Library

Indoor Games Hall

Sham Shui Po Park Dragon Centre Noise and air pollution along Cheung Sha Wan Road and Tonkin Street

Shortage of open space

Poor pedestrian linkage to waterfront and urban fringe

Nuisance from open nullah in Tonkin Street

 
Mong Kok Yau Tsim Mong LDC scheme (1ha)

URS Study Target Area

Yau Ma Tei Fruit market site

Mong Kok MTR

Yau Ma Tei MTR (200m)

Government Complex

District Library

King's Park (400m) Nathan Road area Severancof area by Nathan Road

Shortage of open space

Inconvenient access to King's Park

Historic buildings: Yau Mat Tei Cinema
Diamond Hill Wong Tai Sin CDA site (squatter area)

Choi Hung Estate

Diamond Hill MTR

PTI at Hollywood Plaza

Government Complex

Chi Lin Nunnery (heritage feature)

Two District Libraries

Ha Yuen Open Space

Open Space above Tate's Cairn Tunnel

Plaza Hollywood (52,000 m2 GFA) Severance of area by Lung Cheung Road Cultural monument: Chi Lin Nunnrty

Nearby green belt and open areas

Ma Tau Kok Kowloon City URS Study Target Area Proposed station at Ma Tau Kok on Shatin-Central Line Government Complex

District Library

Indoor Games Centre

    Town Gas Depot Historic building, Animal Quarantine Depot

Links from South East Kowloon Development

To Kwa Wan Kowloon City URS Study Target Area Proposed station at To Kwa Wan on Shatin-Central Line Ko Shan Theatre Hoi Sham Park   Severance of area by elevated East Kowloon Corridor

Noise and air pollution along elevated elevated East Kowloon Corridor

Potential open space links via Hoi Sham Park to SEK

Potential open space links via Ko Shan Park Ho Man Tin

Ngau Tau Kok Kwun Tong HA Restructuring Scheme Study Area

HA CRP estates

Kowloon Bay MTR

PTI on Ngau Tau Kok Road

Government Complex

District Library

Jordan Valley Leisure Pool

Indoor Games Centre

  Telford Gardens Retail Complex (35,000 m2 GFA) Severance of area by elevated Kwun Tong Road

Noise and air pollution along elevated Kwun Tong Road

Poor pedestrian linkages to upper housing estates

Potential open space links via Jordan Valley
Kwun Tong Kwun Tong LDC Kwun Tong Town Centre Scheme (5ha) Kwun Tong MTR

PTI in Town Centre

Government Complex

District Library

Magistracy

Kwun Tong Swimming Pool

Indoor Games Centre

    Shortage of open space

Separation of town centre from employment area by elevated Kwun Tong Road

Noise and air pollution along elevated Kwun Tong Road

Visual obstruction of elevated Kwun Tong Road

 
Kennedy Town Central and Western LDC Kennedy Town New Praya Scheme (1ha)

Incinerator and Abattoir sites

Western District Reclamation

Proposed Kennedy Town station on MTR Island Line extension

PTI at junction of Sai Ning Street and Victoria Road

Government Complex

District Library

Indoor Games Centre

    Industrial/ residential interface along Smithfield Road and Sai Ning Street Potential for pedestrian links to waterfront on reclamation

Potential open space provision on reclamation

North Point Eastern North Point EstateíP North Point Ferry PieríP Ferry Pier Concourse North Point station on MTR Island Line 

PTI at North Point Ferry Pier

Government Complex

District Library

Indoor Games Centre

  Kings Road area Industrial/residential interface (workshops) at Tsat Tsz Mui Road

Severance of area by King's Road and Java Road

Noise and air pollution along King's Road

Potential links to and relationship with waterfront

Potential use of ferry piers for recreation/restaurants

Chai Wan Eastern Potential change of use or redevelopment for Business Use of Chai Wan Industrial zone (5 ha)

Site zoned on OZP for cultural centre at Wan Tsui road/Chai Wan Road junction

Chai Wan station on MTR Island Line Government Complex

District Library

Indoor Games Centre

Chai Wan Park    Industrial / residential interface at Kut Shing Street Site zoned on OZP for cultural centre at Wan Tsui road/Chai Wan Road junction

Folk Museum in historic house

Potential pedestrian links to urban fringe hills

 

Table 20.8 District Centre Evaluation Matrix
Obj Criterion Tsuen Wan Town Centre   Kwai C/Kwai Fong   Cheung Sha Wan   Yau Ma Tei  
3.2 Rail availability and connectivity   B      
4.4 Proximity to rail station   B Station immediately adjacent A Station immediately adjacent A   B
4.7 Potential for attractive pedestrian environment Potential waterfront and open space links A   B Potential waterfront and open space links A   B
5.3 Air pollution from major roads   B No major road close to centre A   B   B
5.4 Noise pollution from major roads   B No major road close to centre A   B   B
5.8 Land use compatibility   B   B   B   B
5.9 Scope for improvement in land use/street pattern Substantial opportunity sites in centre A Opportunity sites of limited scale C Substantial opportunity sites in centre A   B
5.10 Availability of or scope for provision of open space and GIC facilities Good existing provision and substantial opportunity sites in centre A Opportunity sites of limited scale C Substantial opportunity sites in centre A   B
6.1 Potential for creating civic character Space around existing civic buildings A   B Substantial opportunity sites in centre and potential boulevard A   B
6.7 Potential to enhance setting of historic buildings   B   B   B Yau Ma Tei cinema and fruit market A
7.1 Availability and adequacy of implementation mechanisms   B   B   B   B
7.2 Potential for incremental development   B   B   B   B
7.4 Scale of action required   B   B   B   B
Obj Criterion Diamond Hill   Ma Tau Kok   Ngau Tau Kok   Kwun Tong  
3.2 Rail availability and connectivity Intersection of two lines A   B   B   B
4.4 Proximity to rail station Station immediately adjacent A Station immediately adjacent A Station immediately adjacent A Station immediately adjacent A
4.7 Potential for attractive pedestrian environment Potential open space linkages from nearby areas A   B Potential open space linkages from upper estates A   B
5.3 Air pollution from major roads   B No major road close to centre A Elevated road adjacent to centre C Elevated road adjacent to centre C
5.4 Noise pollution from major roads   B No major road close to centre A Elevated road adjacent to centre C Elevated road adjacent to centre C
5.8 Land use compatibility   B   B   B   C
5.9 Scope for improvement in land use/street pattern Substantial opportunity sites in centre A Substantial opportunity sites in centre A Substantial opportunity sites in centre A Substantial opportunity sites in centre A
5.10 Availability of or scope for provision of open space and GIC facilities Substantial opportunity sites in centre A Substantial opportunity sites in centre A Substantial opportunity sites in centre A   B
6.1 Potential for creating civic character Space available and relationship with green belt and heritage site A Space available and relationship with heritage site and SEK development A Space available and relationship with green belt A   B
6.7 Potential to enhance setting of historic buildings Chi Ling Nunnery A Animal Quarantine Depot with museum potential A   B   B
7.1 Availability and adequacy of implementation mechanisms   B   B   B   B
7.2 Potential for incremental development   B   B   B   B
7.4 Scale of action required   B   B   B   B
Obj Criterion To Kwa Wan   Kennedy Town   North Point   Chai Wan  
3.2 Rail availability and connectivity   B   B   B   B
4.4 Proximity to rail station Proposed station immediately adjacentA   Station immediately adjacent A   B Station immediately adjacent A
4.7 Potential for attractive pedestrian environment Potential open space linkages from proposed SEK development and waterfront and from Ho Man Tin A Potential open space linkages from proposed new development and waterfront A   B   B
5.3 Air pollution from major roads   B No major road close to centre A   B No major road close to centre A
5.4 Noise pollution from major roads   B No major road close to centre A   B No major road close to centre A
5.8 Land use compatibility   B   B   B Industrial area adjacent to centre C
5.9 Scope for improvement in land use/street pattern Substantial opportunity sites in centre A Substantial opportunity sites in centre A Opportunity sites of limited scale C Opportunity sites of limited scale C
5.10 Availability of or scope for provision of open space and GIC facilities Substantial opportunity sites in centre A Substantial opportunity sites in centre A Opportunity sites of limited scale C   B
6.1 Potential for creating civic character Space available and relationship with nearby open space A Space available and relationship with new reclamation development A   B Opportunity sites of limited scale C
6.7 Potential to enhance setting of historic buildings   B   B   B Folk Museum A
7.1 Availability and adequacy of implementation mechanisms   B   B   B No implementation mechanism available for incorporating industrial area into district centre C
7.2 Potential for incremental development   B   B   B   B
7.4 Scale of action required   B   B   B   B
Note: The table shows explanations for locations being not graded as "B". Therefore explanations are given only where locations are graded as "A" or "C".

 

 Table 20.9 Summary of District Centre performance categories
Objective Tsuen Wan TC KC/Kwai Fong Cheung Sha Wan Yau Ma Tei Diamond Hill Ma Tau Kok To Kwa Wan Ngau Tau Kok Kwun Tong Kennedy T North Point Chai Wan
3.2 B B B B A B B B B B B B
4.4 B A A B A A A A A A B A
4.7 A B A B A B A A B A B B
5.3 B A B B B A B B B A B A
5.4 B A B B A A B B B A B A
5.8 B B B B B B B B C B B C
5.9 A C A B A A A A A A C C
5.10 A C A B A A A A B A C B
6.1 A B A B A A A A B A B C
6.7 B B B A A A B B B B B A
7.1 B B B B B B B B B B B B
7.2 B B B B B B B B B B B B
7.4 B B B B B B B B B B B B
Total Tsuen Wan TC KC/Kwai Fong Cheung Sha Wan Yau Ma Tei Diamond Hill Ma Tau Kok To Kwa Wan Ngau Tau Kok Kwun Tong Kennedy T North Point Chai Wan
A 4 3 5 1 8 7 5 5 2 7 0 4
B 9 8 8 12 5 6 8 8 10 6 11 6
C 0 2 0 0 0 0 0 0 1 0 2 3
Total 13 13 13 13 13 13 13 13 13 13 13 13

 

Table 20.10 General assessment: Commercial Areas
Obj Criterion Central, Causeway Bay, Tsim Sha Tsui, Mong Kok, Des Voeux Road,
Hennessy Road, King's Road and Nathan Road
4.2 Minimise adverse impact on highway traffic flows All schemes will need to be devised to ensure that essential traffic flows are not obstructed. However, one of the objectives of the proposals is to dissuade private vehicular access to commercial areas. This may be achieved by limiting vehicular access physically through pedestrianising roads and by restricting commuter parking.
4.4 Proximity to rail station All candidate commercial areas and corridors are well served by existing rail stations and all candidate commercial areas will also be further served by proposed new lines
Central - Central Hong Kong
Causeway Bay - Causeway Bay (Victoria Park)
Tsim Sha Tsui - Tsim Sha Tsui (Tsim Sha Tsui East) (Canton Road)
Mong Kok - Mong Kok; Mong Kok (KCR); Olympic
Des Voeux Road - Central; Sheung Wan
Hennessy Road - Wanchai; Causeway Bay (Exhibition)
King's Road - Fortress Hill; North Point
Nathan Road - Mong Kok; Yau Ma Tei; Jordan; Tsim Sha Tsui
4.7 Potential for attractive pedestrian environment The opportunities for creating an attractive pedestrian environment are greater where there are existing or planned open spaces or proximity to waterfront as a basis for linkages. However, other opportunities can be created within buildings or through bridges bewteen buildings, etc.
5.3 Air pollution from major roads One of the aims of commercial area improvement is to change the balance between pedestrians and traffic by restricting and redirecting the latter. This should reduce the impact of traffic air pollution on users of these areas.
5.4 Noise pollution from major roads Improvement in the traffic noise environment should result in parallel with reductions in traffic levels within the areas.
5.8 Land use compatibility In general there are no industrial or other uses which would be incompatible with commercial and pedestrian activities in the commercial areas and corridors
5.9 Scope for improvement in land use/street pattern All the commercial areas and corridors are developed within a tight pattern of local streets which lends itself to modification through selective closure of roads to traffic.
5.10 Availability of or Scope for provision of open space and GIC facilities The attractiveness of commercial areas can gain considerably from the availability of nearby major open spaces and waterfront areas, as listed. However, equally important to generate a feeling of relaxation and visual relief are small-scale squares, piazzas and sitting out areas which should be inserted within the pedestrianised environment.
Central - Statue Square; Chater Square; Battery Path; Hong Kong Park; Central-Waterfront
Causeway Bay - Victoria Park; Waterfront
Tsim Sha Tsui - Waterfront; Kowloon Park; Signal Hill Garden
King's Road - Waterfront
Nathan Road - Kowloon Park; King's Park; Public Square
6.1 Potential for creating civic character Civic character is created by the appropriate arrangement of well designed public buildings, open spaces and streetscape. It requires either a strong existing base on which to build or a substantial new area for development. Ingredients available in the commercial areas are listed below:
Central : LegCo Building; Hong Kong Bank; Bank of China; Old Bank of China; Statue Square; City Hall
Causeway Bay - Central Library
Tsim Sha Tsui - Cultural Centre
6.7 Potential to enhance setting of historic buildings Historic buildings can benefit from a location in a pedestrian-friendly commercial area where they can be better appreciated by the public and more easily be found new uses if required.
Central - LegCo Building; Court of Final Appeal; Fringe Club; Central Police Station
Tsim Sha Tsui - Marine Police HQ
Nathan Road - St Andrews Church; Hong Kong Observatory
7.1 Availability and adequacy of implementation mechanisms Many of the changes required for commercial area improvement, including road closure for pedestrianisation, etc are not novel and can be undertaken using existing implementation mechanisms. Others, such as the use of underground shopping linkages are more innovative and will need careful study for their implementation.
7.2 Potential for incremental development Commercial area improvement can be undertaken incrementally as it does not require wholesale change. Furthermore a step by step approach is advantageous as it permits monitoring of public reaction, the impact of the changes on traffic and behavioural patterns so that schemes can be modified accordingly.
7.4 Scale of action required The scale of action required can be variable according to resources. However, the more ambitious schemes could require substantial re-arrangement of transport investment

 

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