LEGISLATIVE COUNCIL PANEL ON TRANSPORT

MA ON SHAN TO TAI WAI RAIL LINK AND KCR EXTENSION

FROM HUNG HOM TO TSIM SHA TSUI

BACKGROUND

The Ma On Shan to Tai Wai Rail Link and KCR Extension from Hung Hom to Tsim Sha Tsui is one of the three priority projects recommended in the Railway Development Strategy (the Strategy) for implementation by 2001. It comprises two railway schemes:

  1. the Ma On Shan to Tai Wai rail link (see route plan at Annex A); and
  2. the KCR extension from Hung Hom to Tsim Sha Tsui (see route plan at Annex B).

2. The alignments of the two railways generally follow the Railway Reserves which have been shown on the Town Plans since the 1970's. The Strategy indicated that the construction cost of the project would be in the region of $10 billion in 1994 prices.

3. These two railway schemes will complement each other in providing passengers from NENT direct access to urban Kowloon and in relieving the congestion currently experienced at Kowloon Tong MTR/KCR interchange station. Moreover, they will also help relieve the present heavily loaded Nathan Road Corridor (Yau Ma Tei to Tsim Sha Tsui) of the MTR Tsuen Wan Line.

FEASIBILITY STUDY FOR THE PROJECT

4. In order to carry out a more detailed analysis of the requirements for the line a consultancy study for establishing the feasibility of the project was commissioned in November 1995. The scope of the study includes:

  1. to establish the preferred system type, alignments, stations and depot locations;
  2. to establish the engineering feasibility, land use & planning and transport matters;
  3. to assess the environmental and drainage impacts;
  4. to provide cost and revenue data to Government for the formulation of options for private participation in the project; and
  5. to prepare the technical parts of a bid package to enable Government to seek tenders to build and operate the system.

5. In the light of the upward revision of the Territory's population forecast (in the context of Scenarios A and B of the Territory Development Strategy Review, the population will be increased from 6.42 million to 7.5 and 8.1 million by 2011 respectively), the scope of the study has been expanded:

  1. to include a preliminary review of the forecast loading in the broad railway corridors between NENT, Kowloon and Hong Kong Island;
  2. to assess the corresponding impact on the Ma On Shan rail link and the need for an additional rail link between Sha Tin and Kowloon; and
  3. to recommend the system type for the Ma On Shan rail

The anticipated study completion date is February 97.

PROJECT DESCRIPTION

6. The Ma On Shan to Tai Wai rail link is about 11 kilometres long, with seven stations and depots. The line runs along the southern bank of the Shing Mun River in Sha Tin through an area containing approximately 320,000 residents. Within the study horizon, this population is expected to grow to 420,000. A new interchange station will be built at Tai Wai to provide convenient transfer of passengers to the Kowloon Canton Railway. The rail link, largely on elevated structures, will be segregated from the road traffic and, in view of the increase in population in the area will be designed to carry up to 40,000 passengers per hour per direction.

7. The KCR extension is about two kilometres long, and will start from the KCR Kowloon Station following an underground alignment along the East Tsim Sha Tsui waterfront. It will end in an underground station built either under Middle Road or Salisbury Road to the South of Tsim Sha Tsui MTR station. Direct passenger links between the stations will be provided.

8. In the longer term this railway will be capable of being extended to the West Kowloon Reclamation to link up with the Western Corridor Railway.

THE WAY FORWARD

9. Upon completion of the study consultation will take place between all involved parties, and decision can be reached on the type of system, station locations, alignment and other aspects of the railway. With the assistance of the Financial Consultants, Government will be able to evaluate the financial performance of the project and recommend an appropriate implementation method for the project either by way of public or private sector participation.

Transport Branch
October 1996

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