PWSC(97-98)143
For discussion
on 25 March 1998

ITEM FOR PUBLIC WORKS
SUBCOMMITTEE OF FINANCE COMMITTEE

HEAD 706 - HIGHWAYS
Transport - Roads
582TH - Central Kowloon Route - consultants' design fees and site investigations

Members are invited to recommend to Finance Committee to upgrade 582TH to Category A, entitled "Central Kowloon Route - consultants' design fees and site investigations", at an estimated cost of $99.0 million in money-of-the-day prices.

PROBLEM

We need to undertake the detailed design and supervision of site investigations for the proposed Central Kowloon Route (CKR) project.

PROPOSAL

2. The Director of Highways, with the support of the Secretary for Transport, proposes to upgrade 582TH to Category A at an estimated cost of $99.0 million, in money-of-the-day (MOD) prices, to engage consultants to undertake the detailed design for the proposed CKR, and to carry out the associated site investigations.

PROJECT SCOPE AND NATURE

3. The scope of the project (582TH) we now propose to upgrade to Category A comprises -

1. detailed design consultancy; and

2. associated site investigations.

JUSTIFICATION

4. The Kowloon east-west traffic movements are currently being catered for mainly by Lung Cheung Road, Boundary Street, Prince Edward Road, Argyle Street, Waterloo Road and the Gascoigne Road flyover. Apart from Lung Cheung Road, which is located at the northern end of Kowloon, the rest of the existing east-west road links across Central Kowloon are district distributors or local distributors with frequent frontage access and signal controlled junctions. Most of these routes are already operating at full capacity.

5. The Central Kowloon Traffic Study and the West Kowloon Reclamation Traffic Study completed in 1990 predicted that the planned developments on the West Kowloon reclamation and the future South East Kowloon development¹ and other Metroplan proposals will generate additional traffic which would seriously overload the existing road network. With the extensive developments planned for the Kowloon peninsula, the east-west traffic demand will increase by more than 50% in 2006 and more than 60% in 2011. These traffic forecasts were confirmed in the Central Kowloon Route - Study on Alternatives. Without the CKR, widespread and unacceptable congestion throughout the day can be expected. The forecast vehicle-capacity ratios for the existing east-west road links will range between 1.3 to 1.6 in 2006.

6. The proposed CKR will provide a high capacity segregated trunk road for the east-west traffic in Central Kowloon. This will help to relieve congestion on the existing east-west roads, principally Lung Cheung Road, Boundary Street, Prince Edward Road, Argyle Street, and the Gascoigne Road flyover.

7. We propose to engage consultants to undertake the detailed design and supervision of the associated site investigations for the project as we do not have the necessary in-house resources.

FINANCIAL IMPLICATIONS

8. We estimate the capital cost of the project to be $99 million in MOD prices (see paragraph 10 below), made up as follows -

		$ million
(a) Consultants' fees		46.0
(i) review, detailed design & preparation of tender document	44.5
(ii) supervision of site investigations	1.5
(b) Site investigations		20.0
(c) Contingencies		6.0
		_____
Sub-total		72.0	(at December 1996 prices)
(d) Inflation allowance		27.0
		_____
Total		99.0	(in MOD prices)
		_____

9. We will award the consultancy on a lump sum basis with provision for inflation adjustments as the duration of the consultancy will exceed 12 months. A breakdown by man-months of the estimate for consultants' fees is at Enclosure 1. The consultants will supervise the site investigation works under a contract to be awarded through the normal competitive tendering process.

10. Subject to approval, we will phase the expenditure as follows -

Year	$ million (Dec 1996)	Price adjustment factor	$ million (MOD)
1998 - 1999	13.8	1.16358	16.1
1999 - 2000	19.1	1.26830	24.2
2000 - 2001	16.1	1.38244	22.3
2001 - 2002	10.7	1.50686	16.1
2002 - 2003	11.8	1.64248	19.4
2003 - 2004	0.5	1.79030	0.9
	_____		_____
Total	72.0		99.0
	_____		_____

11. The proposed consultancy and site investigations will not give rise to any annually recurrent financial implications.

PUBLIC CONSULTATION

12. We will consult the Yau Tsim Mong Provisional District Board and the Kowloon City Provisional District Board, the Provisional Urban Council and the Advisory Council on the Environment on the project immediately after we have ompleted the review works under the detailed design consultancy. The review works will include the environmental, traffic and drainage impact assessments, and the production of dimensioned drawings suitable for gazetting under the Roads (Works, Use and Compensation) Ordinance.

ENVIRONMENTAL IMPLICATIONS

13. We completed a Preliminary Environmental Review of the recommended alignment of the CKR in the feasibility study stage of the project. We will carry out a detailed Environmental Impact Assessment as part of the proposed consultancy to identify, recommend and design necessary environmental mitigation measures to be incorporated into the project.

LAND ACQUISITION

14. The proposed design consultancy and site investigations do not require any land acquisition.

BACKGROUND INFORMATION

15. We included the works package of the proposed CKR under 461TH - "Central Kowloon Route" in Category C of the Public Works Programme (PWP) in January 1990. In October 1994, we included 582TH in Category B of the PWP.

16. We have established the alignment of the Central Kowloon Route through two feasibility studies. The first study "Central Kowloon Route Study ² " was commenced in August 1991 and completed in October 1993. As the recommended alignment from this Study would involve substantial demolition of buildings and rehousing of residents, we commenced in June 1995 the "Central Kowloon Route - Study on Alternatives²" with a view to reducing the amount of demolition and rehousing. We completed this study in January 1998.

17. We evaluated over 30 route options across the Kowloon Peninsula in the study on alternatives and confirmed that a side-by-side tunnel route north of the Gascoigne Road flyover in the west with a double deck tunnel in Tokwawan in the east represents the best alignment option for the route, taking into consideration connection opportunities with the existing and planned road networks, geotechnical conditions, rehousing requirements, demolition and land clearance, traffic impacts and implementation costs and risks.

18. We first submitted this funding request to Members on 17 February 1998 via paper PWSC(97-98)133. During the discussion at that meeting, Members requested further information on the feasibility of increasing the dual-2 lane tunnel to a dual-3 lane facility. We withdrew paper PWSC(97-98)133 pending the provision of the requested information. We presented an Information Paper on the topic to a joint meeting of the Provisional Legislative Council Panel on Transport and the Panel on Planning, Lands and Works held on 13 March 1998. The Panel members considered the technicalities and implications of dual-3 lane in the form of shallow, medium depth and deep tunnels options, and agreed with the conclusion of the information paper that -

1. a shallow dual-3 lane tunnel would require demolition of 2 additional institutional buildings and lead to rehousing commitment of some three to four thousand residents in the eastern end;

2. a medium depth dual-3 lane tunnel would have major impacts on residential buildings in the eastern end, resulting in considerable disruption and an additional cost of approximately $6 billion; and

3. a deep dual-3 lane tunnel would not serve the traffic needs of the CKR as it could not be connected to the proposed road network in the South East Kowloon Development at the desired location.

We concluded that the recommended dual-2 lane tunnel option represents the best option for providing the much needed transport relief to the east and west road corridors in the Kowloon Peninsula. A copy of the information paper is attached at Enclosure 2.

19. The scope of works of the CKR project includes -

1. a 2.6-kilometre dual two-lane road tunnel between the West Kowloon reclamation and the future South East Kowloon development;

2. access roads at the western end of CKR to link with the Yau Ma Tei interchange of the West Kowloon Highway;

3. access roads at the eastern end of CKR to link with the road network of the future South East Kowloon development;

4. administration and ventilation buildings; and

5. associated environmental, geotechnical, landscape, drainage and electrical and mechanical works.

20. Subject to funding approval, we intend to start the detailed design and site investigation works in May 1998. We plan to gazette the project under the Roads (Works, Use and Compensation) Ordinance in late 1999, following consultations with the relevant Provisional District Boards, the Provisional Urban Council and the Advisory Council on the Environment. We tentatively plan to commence construction of the proposed CKR in late 2003 for completion by late 2007. We would however closely monitor the overall progress with a view to advance the construction works whenever possible.

Transport Bureau
February 1998

1.The relocation of the airport will release land at Kai Tak for redevelopment and will also enable the adjoining area of Kowloon Bay to be reclaimed and redeveloped. The Feasibility Study for the South East Kowloon Development currently being undertaken by the Territory Development Department indicates an implementation programme for development from 2000 to 20 13 .

2. We charged the study "Central Kowloon Route Study" at a cost of $13.545 million and the study "Central Kowloon Route - Study on Alternatives" at a cost of $13 million to Subhead 6008TX - "Consultants?fees and charges and major in house investigations for highway projects" which has been replaced by Subhead 6100TX - "Highway works, studies and investigation for items in Category D of the Public Works Programme" since April 1996.

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Enclosure 1 to PWSC(97-98)143

582TH - Central Kowloon Route - consultants' design fees and site investigations

Breakdown of estimates for consultants fees (at December 1996 prices)

		Estimated Man- months	Average MPS* salary point	Multiplier factor	Estimated fee ($million)
Consultants' staff costs
(a) Review (including environmental, drainage and traffic impact assessments and preliminary design)	Professional Technical	50 46	40 16	3.0 3.0	8.3 2.6
(b) Detailed design	Professional Technical	120 200	40 16	3.0 3.0	19.9 11.2
(c) Preparation of tender document	Professional Technical	5 30	40 16	3.0 3.0	0.8 1.7
(d) Supervision of site investigations	Professional Technical	3 18	40 16	3.0 3.0	0.5 1.0
					________
		Total consultants' staff costs			46.0
Out-of-pocket expenses
(a) Site investigations					20.0
					________
		Total			66.0
					________

*MPS = Master Pay Scale

Notes

1. A multiplier factor of 3 is applied to the average Master Pay Scale (MPS) point to arrive at the full staff costs including the consultants' overheads and profit, as the staff will be employed in the consultant's offices. (At 1.4.96, MPS pt. 40 = $55,390 p.m., and MPS pt. 16 = $18,595 p.m.)

2. Out-of-pocket expenses are the actual costs incurred. The consultant is not entitled to any additional payment for overheads profit in respect of these items.

3. The figures given above are based on estimates prepared by the Director of Highways. We will only know the actual man months and actual fees when we have selected the consultant through the usual competitive lump sum fee bid system.

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Enclosure 2 to PWSC(97-98)143

Provisional Legislative Council
Panel on Transport and
Panel on Planning, Lands and Works

Joint meeting on 13 March 1998

Information Note on Central Kowloon Route

BACKGROUND

A paper [PWSC(97-98)133] for upgrading Item 582TH - Central Kowloon Route - detailed design fees and site investigations, was considered by the PWSC at its meeting on 17 February 1998. Members requested further information as to why a dual-2 lane tunnel is recommended instead of a dual-3 lane tunnel. This paper provides the information requested.

RECOMMENDED DUAL-2 TUNNEL OPTION

2. The east-west traffic movements in Kowloon are currently catered for mainly by Lung Cheung Road, Boundary Street, Prince Edward Road, Argyle Street and the Gascoigne Road flyover. Apart from Lung Cheung Road at the northern end of Kowloon, the rest of the existing east-west road links across Central Kowloon are district distributors or local distributors with frequent frontage access and signal controlled junctions. Most of these routes are already operating at full capacity.

3. The proposed Central Kowloon Route (CKR) will provide a high capacity segregated trunk road for east-west traffic in Central Kowloon. This will help relieve congestion on the existing east-west roads, principally Lung Cheung Road, Boundary Street, Prince Edward Road, Argyle Street and the Gascoigne Road flyover.

4. We evaluated over 30 route options across the Kowloon Peninsula in the study on alternatives and confirmed that a tunnel route north of the Gascoigne Road flyover, passing through To Kwa Wan and connected to the planned South East Kowloon Development (SEKD) represents the best alignment option for the route, taking into consideration connection opportunities with the existing and planned road networks, geotechnical conditions, rehousing requirements, demolition and land clearance, traffic impacts and implementation costs and risks.

5. The recommended dual-2 tunnel option for the CKR (Figure 1) will connect the existing Yau Ma Tei Interchange and the proposed road network of the SEKD, via side-by-side tunnel boxes along the north of the Gascoigne Road flyover and a double-deck tunnel in To Kwa Wan. We have examined whether a dual-3 option should be pursued but have rejected them for the reasons explained below.

DUAL-3 SHALLOW CUT & COVER TUNNEL

6. The alignment and layout of a dual-3 tunnel (Figure 2) would be basically the same as the recommended dual-2 tunnel, again with side by side tunnel boxes at the western end and double deck tunnel boxes at the eastern end.

7. Compared to the dual-2 tunnel option, a dual-3 tunnel option would create the following problems :

1. On the western end, the existing Yau Ma Tei Interchange will need to be structurally modified, and the West Kowloon Highway locally widened to cope with increased traffic flow to/from the CKR. Additional underpinning of the West Kowloon Corridor will be required for the wider tunnel to pass beneath. In addition to the 4 Government buildings which have been identified to require to be demolished under the recommended dual-2 tunnel option (i.e. Kowloon Government Offices, Yau Ma Tei Multi-storey Car Park Building, Yau Ma Tei Jockey Club Specialist Clinic Extension and Yau Ma Tei Police Station), the Yau Ma Tei Jockey Club Specialist Clinic will also need to be demolished, and additional Urban Council facilities and the main building of the Methodist College will be affected.

2. At the eastern end, a large number of buildings will have to be demolished to accommodate the wider dual-3 tunnel box. Our preliminary estimates are that some 3000 to 4000 residents will be affected. The proposed dual-2 option would necessitate far less land clearance and fewer rehousing numbers. We would only know the exact details during the detailed design and investigation stage and we would endeavour to minimise the land intake to the minimum essential for the CKR works.

DUAL-3 DEEP TUNNEL OPTIONS

8. Alternatively, if dual-3 deep tunnel options were proposed, the following problems will ensue :

1. On the western end, the problems will be similar to para 7(a) above.

2. On the east side, deep tunnel options can be further divided into "very deep" and "medium deep" tunnels and their different impacts are separately considered as follows -
   1. The invert of the "very deep" tunnel (Figure 3) would have to be about 76m below ground in To Kwa Wan to remain in rock and thus avoid impact on buildings in the area. The tunnel would have to travel a much longer distance than the recommended dual-2 tunnel option to rise back up to the ground level. This means that the tunnel portal would be either at the northern or eastern extremity of the SEKD, and would not be technically feasible to connect with the proposed road network in the desired location. The route would therefore not be able to fulfil its main purpose of serving the SEKD.

   2. The medium depth tunnel (Figure 4) overcomes the major drawback of the deep tunnel in that the main connections with the SEKD can be provided albeit in a less desirable way than the recommended dual-2 tunnel. The invert of the tunnel will be about 51m below ground in To Kwa Wan. At this depth, the tunnel is in mixed ground, which will lead to problematic building settlement during construction. To reduce settlement impacts on adjacent buildings, the tunnels will be split into two separate 3-lane tunnels passing under separate existing roads. Even so, the tunnelling works are very difficult to construct and would lead to widespread pavement/building settlement and potential damage to buildings. Preliminary assessment showed that some 81 buildings could be affected and would require substantial foundation strengthening/replacement. There is no guarantee that strengthening/replacement of foundations for these buildings will be successful, and urgent evacuation of the residents of the affected buildings will be necessary at short notice if excessive settlement is detected during construction. In addition, the ground floor/basement of each affected building would have to be vacated to provide works area for the foundation improvement works. The estimated cost of these works alone is in the order of HK$6.0 billion.

WAY FORWARD

9. It is because of the above considerations mentioned in paragraphs 6 to 8 that a dual-3 tunnel option of the CKR is not recommended for implementation. The recommended dual-2 tunnel option represents the best option to provide necessary relief to the east-west road corridors in Kowloon Peninsula.

10. The various sub-regional planning and feasibility studies conducted by Government (including the Central and East Kowloon Development Statement, the West Kowloon Reclamation Comprehensive Traffic Analysis Review and the Environmental Impact Assessment, and Feasibility Study for the South East Kowloon Development) have all assumed a dual-2 land CKR in the derivation of their development plans.

11. The Central Kowloon Traffic Study and the West Kowloon Reclamation Traffic Study (completed in 1990), and the traffic forecasts conducted under the Central Kowloon Route - Study on Alternatives (completed in early 1998), confirmed that a dual-2 tunnel route will provide adequate relief to the congested east-west ground level routes in Kowloon Peninsula with the overall forecast volume/capacity (V/C²) ratio of 1.0 in the year 2011 across the N-S screen line. Without the CKR, the forecast V/C ratio across a N-S screen line in Kowloon Peninsula will be 1.2 in 2011 and widespread congestion throughout the day can be expected with the extensive planned developments in the Kowloon Peninsula.12. To further increase the east-west capacity across Kowloon Peninsula, we will investigate the feasibility of improvement measures along the existing east-west corridors, including the widening of Gascoigne Road flyover and provision of flyovers/underpasses across the busy junctions along these corridors. Under the CKR project, the Yau Ma Tei Multi-storey Car Park building will be demolished and provisions have been allowed in the existing structure of the Gascoigne Road flyover for its widening and extension thereafter (Figure 5). In the longer term, we intend to examine the feasibility of a southern connection between West Kowloon and South-east Kowloon via Salisbury Road. Opportunities for further improvements to the road network in Kowloon Peninsula will also be examined in CTS-3.PROPOSED IMPLEMENTATION PROGRAMME13. Subject to Members' support, we intend to seek Public Work Sub-committee and Finance Committee's funding approval respectively on 25 March 1998 and 3 April 1998. We intend to start the detailed design and site investigation works in May 1998. We plan to gazette the project under the Roads (Works, Use and Compensation) Ordinance in late 1999. We would consult the relevant Provisional District Boards, the Provisional Urban Council and the Advisory Council on the Environment. Subject to the satisfactory compliance with the necessary procedural and legislative requirements, the tentative programme is to commence construction of the proposed CKR in late 2003 for completion by late 2007. We would however closely monitor the overall progress with a view to advance the construction works whenever possible.Transport BureauMarch 1998

2. The capacity here refers to the design capacity of the road. A V/C ratio equal to or less than 1.0 means that the road has sufficient capacity to cope with the volume of vehicular traffic under consideration and the resultant traffic will flow smoothly. A V/C ratio above 1.0 indicates the onset of congestion; above 1.2 indicates more serious congestion with traffic speeds progressively deteriorating with further increase in traffic.