Is there any news about this project?

http://www.mtr.com.hk/eng/extensions/images/Option_ABC.jpg

I can't wait to use this new line/lines.

More information : http://www.mtr.com.hk/eng/extensions/sil-introduction.htm

The project has died down recently, perhaps due to the uncertainty over funding and a focus on other ex-HK operations, such as consultancy agreements with mainland cities.

MTRC renews $6b funds call for new lines
25 May 2004
Hong Kong Standard

The MTR Corporation has warned again that its proposed HK$15 billion West and South Island lines will be scrapped if the government refuses to fund about half the cost.

It says the financing can take the form of an cash injection of nearly HK$6 billion, coupled with the MTR being granted property development rights at Wong Chuk Hang station, with an estimated sales revenue of almost HK$1.5 billion.

MTR also said fare revenue of the new lines will range from HK$3.80 per passenger per trip to HK$6.80, far below HK$9.90 to HK$14.40 estimated by its rivals. It says the revenue will not be enough to finance the scheme, so it needs government assistance to cover the shortfall.

MTRC project director Russell Black told a media briefing that if the government decides not to provide financial support, the MTRC will have no alternative but to drop the project.

Property development rights on a five hectare site at Wong Chuk Hang terminus will comprise a residential and retail complex. The estimated property sales income represents almost 20 per cent of the total funding of HK$7.5 billion.

An Environment, Transport and Works department spokesman said the government has yet to decide on financing the new lines project, which is under study.

According to a feasibility study, the lines have a total length of about 7.5 kilometres. MTRC plans to run four-car units, which will be cheaper to operate than the high-capacity heavy units it uses on its existing network.

The Legislative Council's transport panel will discuss the rail links together with the Route 7 highway project on Friday after the government received the MTRC document last month.

Plans call for the extension of the Island Line from Sheung Wan to Sai Ying Pun, where it will connect with the West Island Line that will run in a tunnel around the western edge of Hong Kong Island to Wong Chuk Hang. New stations will be built at Sai Ying Pun, Wong Chuk Hang, University, Kennedy Town, Cyperport, Wah Fu and Aberdeen. The MTR Corp is considering the possibility of building a station at Queen Mary hospital, although it expects less patronage.

The South Island Line will run from South Horizons to Admiralty and include stations at Lei Tung, Wong Chuk Hang, where an interchange will be built to link with the West Island Line and the Ocean Park.

The MTRC has put forward three route options between Ocean Park and Admiralty _ a direct link, a route via Happy Valley, or via Happy Valley and Wan Chai.

Route 7, a highway alternative to the rail line, is hotly opposed by environmentalists.

Mind the gap: two views of the MTR's plans
The proposed West and South Island lines have sparked fierce opposition
Joseph Lo
31 May 2004
South China Morning Post

The MTR Corporation's proposed West and South Island lines have stirred up angry opposition from the transport trade's main workers' union, with threats of more protests if the government decides to subsidise the development of the two lines.

On Friday, about 50 public transport workers affiliated with the Motor Transport Workers General Union and various taxi and minibus associations staged a protest outside the Legislative Council while legislators were meeting residents and trade groups over the proposal.

Li Wing-sang, chairman of the 30,000-member Motor Transport Workers General Union and spokesman for a coalition of transport trade groups against the rail proposal, said further protests were planned if the lines went ahead.

"If the government agrees to subsidise the new MTR lines, we will take further action - I can't rule that out," he said.

The development has stirred up controversy because the corporation has applied to the government for subsidies of up to a half of the estimated $15 billion construction and financing costs to make the lines financially viable.

The two new lines, which the MTR wants built by 2010, would form a loop, with the West Island line running between Sheung Wan through the Cyberport to Wong Chuk Hang, and the South Island line running from Admiralty through Wan Chai or Happy Valley, or both, to South Horizons. They would connect at Wong Chuk Hang.

Citybus and New World First Bus Services, the two main operators of bus services on Hong Kong Island, have painted a bleak picture of the impact the lines would have on bus drivers. Lyndon Rhees, managing director of the two companies, told legislators development of the lines would lead to the loss of 3,000 bus workers' jobs as they would be forced to withdraw from present routes in the face of MTR competition for commuters.

Kwan Chuk-fai, a spokesman for NWS Holdings, which owns the two bus companies, said he doubted the new rail lines would substantially increase economic activity or the number of daily commuters from the Island South and Western districts, given the expected high fares.

Mr Kwan said fares on the two lines would be too high - even with government subsidies for their development - for commuters to happily make the switch from buses.

"Without government subsidies, the MTR will have to charge an average $14.40 a trip to break even. Even with a large subsidy, it will have to charge $9.90, much higher than the present bus fares," he said.

University of Hong Kong professor Bill Barron said: "People will lose their jobs - but that is progress," he said.

"The rail line will rejuvenate the southern part of the island. Those gains are many times greater than the loss of jobs in the short term." In a recent paper, Professor Barron predicted that the most optimistic scenario of economic rejuvenation in the Island South and Western districts would see the creation of more than 40,000 jobs, while adding $330 million a year in taxes, rates and land premiums to government coffers.

The windfall would result from increased property values for existing homes and commercial buildings and new property developments, due to the provision of better public transport infrastructure, Professor Barron said.

This is a scenario the MTR agrees with. Project director Russell Black said last week that even though its business case for the two lines only took account of the existing 430,000 population in the Island South and Western districts, the rail operator expected redevelopment to raise that figure.

Mr Black also discounted the bus companies' claims that fares on the two new lines would be too high. He said they would be no different than fares on the North Island line between Sheung Wan and Chai Wan.

The MTRC has hinted, but not said, that cross-harbour commuter flows from the West and South Island lines would also help keep fares low enough to keep commuters happy, even assuming there was no population growth. Cross-harbour trips are more profitable.

MTR estimates indicate that about 30 per cent of the present 780,000 total daily commutes made by Island South and Western district residents are to Kowloon.

It expects to capture about 100,000 of these commuters to feed its cross-harbour lines.

A large slice of these would be new passengers to the MTR who were now taking buses.

Mr Li said: "Look at Tseung Kwan O. As soon as the MTR line opened, buses lost 30 per cent of their riders and minibuses lost 70 per cent."

But he said the union would wait for the government to make up its mind up on the lines before deciding what action to take.

"We will look at the government's attitude before making up our minds about the next step. There's no need to make everything so controversial. We just feel that more consultation with the bus industry - and us - is needed," he said.

OK thank you that is bad news. :(

Yea, really hoping for this.

http://www.mtr.com.hk/chi/extensions/images/wilsil_movie_c.wmv
VIDEO!

http://www.mtr.com.hk/chi/extensions/images/Construction.jpg

http://www.mtr.com.hk/chi/extensions/images/SYP.jpg

http://www.mtr.com.hk/chi/extensions/images/WCH.jpg

http://www.mtr.com.hk/chi/extensions/images/ADM.jpg

http://www.mingpaonews.com/20050701/01gax.gif
it looks western portion will be a go ...
cheers

Have they decided which option they're going with for the South Island Line? I hope they go with Option C because Happy Valley is in such need for a subway station.

I think they finalised the plan to be Option C in which it goes through Wan Chai and Happy Valley. Also wow if this thing is finish, that will cut the time by A LOT. I didnt know that from Kennedy Town to Causeway Bay would be 50 minutes by bus and when this thing is finish it will be 13 minutes. WOW!

Western on the MTR track
Chester Yung and Danny Chung, Hong Kong Standard
July 1, 2005

http://www.thestandard.com.hk/stdn/std/Metro/images/railway0701.jpg
Green light for $7b West Island Line, with three new stations due for completion in four to five years

The end of a 20-year wait by the 200,000 travel-weary residents of Western District is in sight after the MTR Corp said Thursday it will extend the Island Line to cover the area.

Construction cost of the West Island Line is expected to be HK$6 billion-HK$7 billion, said MTRC chief executive Chow Chung-kong.

The new line, Chow said, will take four to five years to complete, and will be a three-kilometer extension of the Island Line starting from Sheung Wan, with three new stations at Sai Ying Pun, University and Kennedy Town.

On completion of the West Island Line, Chow said travel time from Kennedy Town to Central would be seven minutes, to Causeway Bay 13 minutes and to Tsim Sha Tsui 14 minutes. He also said fares for the new lines will be similar to the MTR's current fare structure.

Speaking after an Executive Council meeting, Secretary for Environment, Transport and Works Sarah Liao said the planned West Island Line will be a convenient alternative to commuters in both the Western and Central districts who now rely mainly on other modes of public transport.

She said "the new rail line will generate significant transport and economic benefits to the community."

Liao added that, at present, there is congestion along the main corridors in Western District during rush-hour when traffic lines along Queen's Road Central and Des Voeux Road Central can be as long as one kilometer.

"As Western District is fully developed, there are serious constraints in constructing any new roads to alleviate the traffic congestion problem. The West Island Line will divert passengers from road-based transport to rail services and is, therefore, fully justified on transport grounds," Liao said.

She said the government will begin negotiations with the MTRC on the detailed scope, cost and implementation program for the West Island Line.

It was welcome news for Central and Western district council member Stephen Chan. He urged the MTR to start construction as soon as possible.


"Seven years of construction is far too long as we have been fighting [for an MTR line] for more than 20 years," Chan said.

Legco transport panel chairman Lau Kong-wah urged the government to speed up discussions with the MTR for the project to begin next year.


Responding to the MTR extension to Kennedy Town, a spokeswoman for both Citybus and New World First Bus admitted that it will have an impact, but said it is "too early to assess" the effect at this stage.


With regard to financing the new line, Chow said that as it was an infrastructure project, the government will have to subsidise part of the cost in order to allow the MTR to get a "commercial return on the investment."

"But if you look at it from an infrastructure investment point of view and a public spending point of view, it's a very cost effective way for the government," Chow said. This was because while the government has to meet 100 percent of capital investment and recurring maintenance costs for infrastructure like roads and highways, with the MTR, "normally" the level of government support was less than 50 percent of capital expenditure.

Chow said the MTR would continue to discuss financing options such as property rights, cash payments, capital injection and paying dividends with the government but said it was difficult to say when an agreement would be reached.


Meanwhile, the MTR said it will continue studying the proposed South Island Line, which has two sections, taking into account the latest proposals for tourism and commercial development of Southern District and Ocean Park. "According to our calculations, if the South Island Line is built, 30,000 jobs would be created in the area," Chow said.


The proposed eastern section would run seven kilometers from Admiralty via Ocean Park, Wong Chuk Hang and Lei Tung to South Horizons.

The western section would run for eight kilometers from University station via Cyberport, Wah Fu and Aberdeen to Wong Chuk Hang.

great great news!!!


:D

I think they finalised the plan to be Option C in which it goes through Wan Chai and Happy Valley. Also wow if this thing is finish, that will cut the time by A LOT. I didnt know that from Kennedy Town to Causeway Bay would be 50 minutes by bus and when this thing is finish it will be 13 minutes. WOW!

No la. They are leaning towards adopting plan A.

No la. They are leaning towards adopting plan A.]

Let me check sin.

Ohh, you are right!! :)

They are adopting A, but LEGCO might want them to build Option C because of the larger coverage.

^^^yup.


leanings are just that! leanings!

Oh yes, I am just wondering how will the alignment be now??? I know that ISL will be extended to Kennedy Town, but then what about the "WEST ISLAND LINE"(the one on the west coast of Hong Kong Island) and the "SOUTH ISLAND LINE"(the line from Admiralty to South Horizons"? Where is the interchange station going to be? Is my prediction (next 2 paragraphs) correct?

I personally think that West Hong Kong Island Line may be in this fashion:
-Sai Ying Pun (Interchange ISL)
-University (Interchange ISL)
-Queen Mary Hospital (Optional Station)
-Cyberport
-Wah Fu
-Aberdeen
-Wong Chuk Hang (Interchange SIL)

Then SIL in this fashion:
-Admiralty (Interchange ISL)
-Wan Chai (Interchange ISL)(Optional Station)
-Happy Valley (Optional Station)
-Ocean Park
-Wong Chuk Hang (Interchange WIL)
-Lei Tung
-South Horizons

LCQ1: MTR West Island Line to start planning and design
Government Press Release
Wednesday, July 6, 2005

Following is a question by the Hon Ma Lik and a reply by the Secretary for the Environment, Transport and Works, Dr Sarah Liao, in the Legislative Council meeting today (July 6) :

Question:

In February this year, the MTR Corporation Limited (MTRCL) submitted to the Government a revised project proposal on two railway extensions, namely the West Hong Kong Island Line (WIL) and the South Hong Kong Island Line (SIL). The Transport Panel of this Council also passed two motions in the same month urging the Government to expedite the construction of the railway extensions. In this regard, will the Government inform this Council:

(a) the proposed implementation timetable for WIL; and

(b) whether WIL and SIL are still treated as a single project, and thus only one financial analysis report has been provided; if so, whether such an approach is the cause for WIL's not being implemented yet?

Reply :

Madam President,

The Chief Executive-in-Council has agreed that:

(i) the MTR Corporation Limited (MTRCL) should be asked to proceed with the preliminary planning and design of the proposed "West Island Line" (WIL), involving the extension of the MTR Island Line from Sheung Wan to Kennedy Town with two intermediate stations at Sai Ying Pun and University;

(ii) negotiations with the MTRCL on the detailed scope, cost and implementation programme for the WIL should commence; and

(iii) the proposed "South Island Line" (SIL) should be kept under review and its way forward considered in the light of the results of the review on the planning of tourism and commercial development in the Southern District due to be completed by the end of 2005 and our consideration of Ocean Park's redevelopment proposal.

We are following up the above decision, and are now negotiating with the MTRCL on the detailed scope, cost and implementation programme for the WIL. We hope that we can reach agreement with the MTRCL as soon as practicable.

In the revised proposal submitted by the MTRCL in February this year, the WIL is set out as one proposed project. The SIL is split into "South Island Line (East)" and "South Island Line (West)". A separate financial analysis on the WIL has been provided in the proposal.

Pulling all stops on railway funding
MTR's West Island line may cost the government $3.5b, writes Denise Tsang
7 July 2005
South China Morning Post

Now that the much-awaited West Island rail line has been given the green light, the government and MTR Corp are bargaining over funding for the $6 billion to $7 billion project.

After 20 years of discussions and revisions, the MTR last week was finally allowed to proceed with further planning of a 2.8km rail extension to Kennedy Town from Sheung Wan. It is expected that commuters who now take up to 25 minutes to get into Central in peak-hour traffic will do the trip underground in about eight minutes.

The government's approval was cheered by Western District residents, but the rail extension will not be ready for service until at least 2010, pending a compromise on filling a funding gap of several billion dollars for the project.

There are a number of entangling issues, including whether the government and the rail corporation should work on a sustainable funding alternative to the once financially proven property-plus-rail model and whether the two parties should compromise specifically on the West Island line project.

Other key questions are how much construction cost the government should bear and the type of subsidy to allow a return of 1 to 3 per cent above the MTR's weighted average cost of capital.

The discussions process is arduous. A case in point is the MTR's decision to shift its strategy of pursuing collective funding for both West Island and South Island rail lines by focusing on the West Island line at this stage.

The West Island project will require up to 50 per cent, or $3 billion to $3.5 billion, of government funding to generate "an acceptable commercial return", an MTR spokeswoman said.

"We are open to any form of funding as long as it helps us achieve our target return," she said.

Secretary for the Environment, Transport and Works Sarah Liao Sau-tung hinted last week that government's contribution to the construction cost could be in the form of cash, land grants and forgoing future MTR dividends.

An MTR insider suggested the subsidy could even be a reduction in some public transport choices such as franchised buses and minibuses to minimise competition.

However, a senior government official familiar with the project said negotiations would be lengthy as the bureau was pressing MTR to lower the construction cost.

"The construction cost is still expensive," the official said and pointed to limited land for property development in Western district and the government's housing policy as hurdles in determining the form of funding.

"The nature of the West Island rail project is different from other rail projects in new towns such as Tseung Kwan O and Tung Chung, where everything is built from scratch," the official said. "Therefore, the funding formula is likely to be applied specifically on the project."

Bill Barron, a senior fellow at public policy think-tank Civic Exchange and a former University of Hong Kong professor, called on the government to come up with a sustainable funding model for future rail projects.

"The government is doing things in an ad hoc manner again, which works against long-term planning of rail projects if the MTR doesn't know what the financing model will be," he said. "If the government finds it unacceptable to subsidise rail lines, why is it acceptable to pay for the construction and maintenance costs of roads?"

Comparing overseas experience in government subsidising rail projects, Mr Barron said cash grants were by far the best and most simple form of subsidy.

"The property-plus-rail model turns the MTR into a very good property developer, which by business nature it shouldn't have been," he said.

The model, which counts on government grants of land to the MTR to develop properties above train stations to create demand for rail services and subsidise rail construction costs is no longer feasible after the government modified its housing and land policies and the economy went through a long period of deflation.

"Even if we talk about granting the MTR land for the West Island line project, we have to take into consideration [Secretary for Housing, Planning and Lands] Michael Suen [Ming-yeung]'s housing policy," the government official said.

"If we talk about giving cash funding, we need to convince [Secretary for Financial Services and the Treasury] Frederick Ma [Si-hang] for spending billions of dollars of public money into a rail project with an aim to help the MTR achieve a commercial return," the official added.

No matter what funding solution is found for the West Island line, it will have far-reaching implications for future rail projects such as the MTR's South Island rail line and Kowloon-Canton Railway Corp's Sha Tin to Central rail link.

Developers all aboard for Western revival
Industry players are set to breathe new life into the old residential district following the government's approval of a rail link
Sandy Li
13 July 2005
South China Morning Post

The approval of the MTR West Island line last week has set off a potential race among developers to build up their land banks in the district dominated by old residential properties.

The long-awaited, $7 billion, 3km route will have three stations - University, Sai Ying Pun and Kennedy Town.

The project has renewed homeowners' hopes of enjoying capital appreciation. Home prices in the area, on average $4,600 per sqft, are 20 per cent to 30 per cent lower than Island East.

Although the proposed line will not start operation until 2012, major developers are gearing up to capitalise on growing demand for housing in Western District once the area's accessibility is improved.

They are urging the government to release some of the waterfront sites for sale, such as the abandoned incinerator plant and abattoir in Kennedy Town, and to relocate the Western Wholesale Food Market in Sai Ying Pun to make way for large-scale residential and commercial projects.

Ricky Wong Kwong-yiu, a sales and marketing director at Wheelock Properties, said that it would not be easy for developers to assemble a site of more than 100,000 sqft for large-scale residential-commercial development similar to that found in Taikoo Shing because Western District was an old area.

"For example, Tseung Kwan O is a new district with more flexibility in town planning. It will be hard to attract homebuyers from Kowloon to Western District unless the area has large, modern housing estates," Mr Wong said.

The new line will cut the travelling time of the 200,000 residents in Western District between Sheung Wan and Kennedy Town by at least half to seven minutes from 15 to 25 minutes now.

Mr Wong said that apart from calling for more government sites to be released for sale, Wheelock was monitoring the availability of private sites.

"We are discussing [options] with various owners now," he said.

The positive news about the MTR project has prompted the group to raise asking prices by up to 10 per cent for its retail project Great Western Plaza on Belcher's Street and for another residential project at 60 Victoria Road.

Shops at Great Western Plaza are on sale now, while the housing project at 60 Victoria Road will go on sale in September.

"The new pricing strategy will reflect the benefits the West Island line will bring to the district," Mr Wong said.

Wheelock Properties is one of 11 bidders to compete for the Urban Renewal Authority's residential redevelopment incorporating up to 1,000 flats in Sai Ying Pun. The tender closed last Friday.

Dennis Law Sau-yiu, managing director of private developer Yu Tai Hing, which often acquires old buildings for redevelopment, said the West Island line would speed up the redevelopment of the district.

"Nearly half of residential buildings [in Western District] are more than 20 years old and some are even potentially dangerous buildings which were built before the war."

But he emphasised that the company would not pay aggressive prices to acquire old properties because the new line would take five or six years to complete.

"Developers will not maximise their profit if the projects are released years ahead of the opening of the West Island line," Mr Law said.

Chartersince Realty International associate director Desmond Poon Chi-ming said Kowloon Development and Hongkong Land Holdings bought old properties in the district years ago, hoping to benefit from the approval of the line.

"Over the past 10 years, investors believed opening a shopping mall would never be successful in Western District," he said.

So prices for street-level shops in the district lagged other areas. For instance, a 453 sqft shop in Sai Ying Pun would sell for only $2.4 million or $5,300 per sqft, he said.

Good news! I hope the other lines will follow soon!

West Island Line might open early
Hopes of a 2010 completion date considered unlikely, but smooth process could see link ready a year ahead of plans
Andy Cheng
24 August 2005
South China Morning Post

The long-awaited MTR West Island Line could be completed in 2011 - a year ahead of schedule - if there are no public objections and government talks on subsidies go smoothly, the rail corporation says.

But an MTR Corporation spokeswoman yesterday described Democratic Party calls for the project's completion in 2010 unrealistic.

The Executive Council approved the extension of the Hong Kong Island Line between Sheung Wan and Kennedy Town last month, a move that would cut travel times between the two areas by at least half.

At a meeting between Democratic Party legislator Yeung Sum, district councillors and MTR Corporation chief executive Chow Chung-kong yesterday, Mr Chow made it clear that it would be difficult to have trains running on the line well before 2012. He said this was because of the need for public consultation, gazetting and negotiations over subsidies for the 3km route, which is expected to have three stations - University, Sai Ying Pun and Kennedy Town.

The MTR Corp spokeswoman later said consultation with the Central and Western District Council and residents would start next month on station locations, while an environmental impact assessment for the preliminary design would begin in October.

"Hopefully, the preliminary design can be done by June next year, but it depends on the number of residents' objections to the project. From our experience, resolving objections can take more than nine months," she said.

After the preliminary design, the MTR Corp will need to secure government subsidies, which could be as much as half of the project's proposed $6 billion to $7 billion cost.

"The process can take a very long time. We have to discuss with the government the amount of the subsidy and what form it will take, whether it is a cash injection or the right to property development above the MTR stations," the spokeswoman said, adding that construction work, which would take four years, could ideally start in 2007.

Dr Yeung said his party had conducted a poll of residents after the Executive Council's decision on the project. All 1,742 respondents wanted the railway's fare to be less than $4, and 80 per cent wanted it to be completed before 2012.

"Hong Kong Island west is an old district and many of the residents are elderly. The Democratic Party believes a fare of about $4 is appropriate," he said.

Dr Yeung quoted Mr Chow as saying the MTR Corp would consider giving the elderly concession fares, and more fare-saving programmes would be established.

The push for an MTR extension from Sheung Wan to Kennedy Town dates back to the 1980s, but the project was hampered by construction of the Airport Express link. There were also fears that Kennedy Town's population was not big enough to support a new line.

wow 2012, that is 7 years. That are european construction periods! In mainland china they do it faster. :) (and with less thinking)

Well, its underground, so it will take longer as compared to elevated.

LegCo to debate motion on expediting construction of MTR South Island Line
Government Press Release
Monday, January 9, 2006

The following is issued on behalf of the Legislative Council Secretariat:

The Legislative Council will hold a meeting this Wednesday (January 11) at 11am in the Chamber of the Legislative Council Building. During the meeting, Members will debate a motion on expediting the construction of the MTR South Island Line.

The motion, to be proposed by Hon Howard YOUNG, says: "That, given the successive completion of the Ocean Park's Redevelopment Plans from 2008 onwards and that works on the new tourism projects will be launched in Southern District, which are expected to further aggravate the already very heavy traffic in the district, to alleviate traffic congestion, complement tourism development and give impetus to the local economy, this Council urges the Government to expedite the construction of the MTR South Island Line, but should study in parallel how vicious competition of the new line with other public transport such as minibuses or buses can be avoided, thereby protecting the public's right to choose and their interests."

Dr Hon YEUNG Sum will move an amendment to Hon Howard YOUNG's motion.

Members will also debate a motion on comprehensive review of labour legislation. The motion, to be moved by Hon WONG Kwok-hing, states: "That, as the economic pattern and labour relations in Hong Kong have changed, the existing labour legislation cannot keep abreast of the times and fails to improve the protection of workers' rights and benefits, this Council urges the Administration to expeditiously conduct a comprehensive review of various legislation relating to labour matters."

Hon LEE Cheuk-yan, Hon LEUNG Yiu-chung and Hon Andrew CHENG will move separate amendments to Hon WONG Kwok-hing's motion.

Meanwhile, Hon TSANG Yok-sing will move a resolution under the Basic Law of the Hong Kong Special Administrative Region of the People's Republic of China to amend the Rules of Procedure of the Legislative Council of the Hong Kong Special Administrative Region.

On bills, Members will resume Second Reading debates on the Employment (Increase in Penalty for Offences under Section 63C) Bill 2005 and the Civil Aviation (Amendment) Bill 2005. If the Bills are supported by Members and receive their Second Readings, they will then go through the Committee Stage and be read the third time.

During the meeting, Members will also ask the Administration 20 questions on various policy areas, six of which require oral replies.

The agenda of the above meeting can be obtained via the Legislative Council InfoFax Service (Tel: 2869 9568) or the Legislative Council web site (http://www.legco.gov.hk).

Members of the public are welcome to observe the proceedings of the meeting from the public galleries of the Legislative Council Chamber. They may reserve seats by calling 2869 9399 during office hours. Seats will be allocated on a first-come-first-served basis.

South Island in line for smaller trains

The MTR Corp wants a smaller four- car railway for its planned South Island line because demand will be less intense than on the Hong Kong and Kowloon lines, a company official said.

Wednesday, January 11, 2006
Hong Kong Standard

The MTR Corp wants a smaller four-car railway for its planned South Island line because demand will be less intense than on the Hong Kong and Kowloon lines, a company official said.
MTRC chief design manager Malcolm Gibson told RTHK's Backchat program Tuesday that the company has yet to decide on the specific rail technology it will use to service an area that includes Ap Lei Chau, which, according to the Guinness Book of Records, is the world's most densely populated island.

Options available to the company include conventional steel wheel rolling stock, a rubber tire system like those found on the Airport Express trains, or a magnetic levitation train.

The underused and problem- plagued Shanghai-Pudong airport train that came into service last year is a maglev type of train. Plans for the South Island line are still awaiting government approval, even though MTRC submitted them in 2004.

The corporation also filed plans to start construction in 2005 after a lengthy consultation process.

A Legco meeting today will allow legislators to thrash out when the building program can begin.

A four car rail would do fine though there will be alot of commuters from Aberdeen and Ap Lei Chau.

Thanks for the news!

Cautious approach on new rail line
Michael Ng
12 January 2006
Hong Kong Standard

The government will decide whether to approve the HK$7 billion South Island Line only after the completion of a study assessing its viability, says Secretary for the Environment, Transport and Works Sarah Liao.

She was speaking Wednesday ahead of a Legislative Council vote passing a non-binding motion that ``urges the government to expedite the construction of the MTR South Island Line'' to meet increased transport needs arising from the planned development of a series of tourism projects in the area, especially Ocean Park.

Liao said during the motion debate that the government had learned its lesson about the need to study the viability of proposed rail lines from the Kowloon-Canton Railway's West Rail project which, after two years of operation, attracts just half the 400,000 daily passengers initially estimated.

``We will walk with our eyes wide open and consider it carefully,'' Liao said of the proposed South Island line.

``The government does not want passengers and the public to be left responsible for the financial implications after an expensive rail line is constructed.''

To that end, Liao said her bureau is waiting to see the planning department's report on population growth in Southern District, which was scheduled to be completed late last year.

But motion-raiser and tourism- sector legislator Howard Young of the Liberal Party contended that planned tourism projects would quickly swell traffic in Southern District, further congesting Aberdeen Tunnel.

He cited Fisherman's Wharf in Aberdeen and Ocean Park _ the latter of which estimates its redevelopment will be completed in 2010 _ as boosting annual visitor numbers by 25 percent to five million.

``The problem can only be solved if the South Island Line is built,'' Young said.

The proposed line, which the Mass Transit Railway Corporation first officially tabled in 2002, will have two branches _ a western section starting at Hong Kong University station and running via Cyberport and Aberdeen to Wong Chuk Hang, and an eastern extension from Admiralty, via Ocean Park to South Horizons at Ap Lei Chau.

The MTRC is counting on the government to pay half the HK$7 billion construction cost.

But Democratic Party legislator Yeung Sum - whose amendment requesting the project be built by 2012 was also passed - argued that the government should not use public revenues to finance a project by a publicly listed corporation.

How about a metro line going through Repulse Bay, Stanley and Tai-Tam :D

How about a metro line going through Repulse Bay, Stanley and Tai-Tam :D

I don't think MTRC would take Repulse Bay, Stanley and Tai Tam into consideration.

BTW, they should extend the existing Tsueng Kwan O line to Sai Kung. :)

I don't think MTRC would take Repulse Bay, Stanley and Tai Tam into consideration.

BTW, they should extend the existing Tsueng Kwan O line to Sai Kung. :)

True because a majority of those living in this part of the city have their own car :D

But I like the idea of extending the Tseung Kwan O line to Sai Kung or further extension like connecting it with The KCR East rail.

True because a majority of those living in this part of the city have their own car :D

But I like the idea of extending the Tseung Kwan O line to Sai Kung or further extension like connecting it with The KCR East rail.

That's very true, the majority of those living in Stanley and Repulse Bay have their own car, so it's not necessary for MTRC to extend its service to there. Furthermore, Stanley and Repulse Bay are not only far away from conventional business districts (Central, CWB), but also seperated from mountains. The building costs are supposed to be very high, it lacks cost effectivity obviously.

That's very true, the majority of those living in Stanley and Repulse Bay have their own car, so it's not necessary for MTRC to extend its service to there. Furthermore, Stanley and Repulse Bay are not only far away from conventional business districts (Central, CWB), but also seperated from mountains. The building costs are supposed to be very high, it lacks cost effectivity obviously.

True, anyway those who will be commuting in these part of town besides residents without a vehicle are either amahs or youths who want to go to the city centre.

Public buses still run though not as frequent as the ones in the city centre

As for Sai Kung, I think there will be considerable demand as Sai Kung is soon becoming a renowned tourist attraction. It can be clearly seen that more and more tourists like visiting Sai Kung to see fascinating scenery and try delicious seafood. The tourists flow is partly driven by mainland tourists who no longer have to travel in tour groups.

True, anyway those who will be commuting in these part of town besides residents without a vehicle are either amahs or youths who want to go to the city centre.

Public buses still run though not as frequent as the ones in the city centre

Yup...I think City Bus, New World First Bus and those mini buses can satisfy the traffic demand.

Sai Kung would be a desirable choice! But there should be stations in between like Hebe Haven for example :)

地鐵港島南線催化旅遊
業界「好心急」 愈快興建愈好
19/02/2006
太陽報

http://the-sun.orisun.com/channels/news/20060219/img/sn04021909_big.jpg

【專案組記者陳佩雯報道】香港南區憑漁港風情，成為旅遊人士必到的勝景，但一直受交通不便而阻礙發展，一套高效率的鐵路運輸系統有助將南區催化成本港首屈一指的旅遊區。香港旅遊發展局主席周梁淑怡希望當局可盡快落實興建地鐵港島南線，又認為若要將南區發展成為香港著名旅遊區，除須具備足夠的「產品」外，更重要的是得到運輸基建「硬件」配合，否則即使獨特如海洋公園一類的主題景點，也難帶動遊客到訪。

旅發局主席周梁淑怡接受本報專訪時稱，在南區旅遊業發展的規劃中，已落實大變身的海洋公園對該區的整體發展起「龍頭」作用，當其工程相繼完工，南區其他旅遊發展及配套亦得到推動。她透露，現已至少有九至十間酒店計畫在南區興建，其他配套設施亦正在規劃中，料海洋公園的重整可推動其他規劃落實進行。

串連南區各景點
未來若要吸引大量旅客到訪南區，完善的運輸網絡是必備條件。周梁淑怡認為，地鐵港島南線的興建可以將南區各個旅遊點串連起來，又表示旅遊業界均「好心急」，希望愈快落實興建愈好，因為沒有大型集體運輸系統及基建配合，南區有再多再好的旅遊景點也是徒然，因擠塞的交通將無法負荷未來大量的旅客流量。

周梁淑怡表示，旅發局近年正積極向外國推廣不同形式的家庭旅遊，本港高效率的運輸系統對該類舉家外遊的旅客有一定吸引力，正如在南區，不乏適合一家大小的玩樂好去處，由主題樂園到適合綠色旅遊的郊野公園，以至海岸沙灘等，均需要有完善的運輸連接。

I hope the entire West and South Island Lines project could be completed as soon as possible, the SAR government should accelerate its decision-making process to smooth out the project.

they better not run into repulse bay or stanley ...
theres already tourist overload there ...
but island south would need one eventually specially
residential districts like ap lei chau and ocean park ...
It would be nice if they use above ground for the south-island line
since the scenaries are so nice in the south ...
unless they could keep the cost much lower than
the technology they using now it wouldn't be very economical
to use maglev ... as we would have to pay for it as customers ...
unless the experience is so outworldly it is worth the R&D price ...

maglev would never work in HK coz u need a long long distance for the train to get upto maglev speed. It's impossible to do a innercity subway maglev.

Building above ground would mean climbing up and down mountains, not to mention protected, country park mountains... unless u use tunnels, which beat the purpose of doing it above ground.

I don't see why they can't build the line into RB or Stanley... If there really is overload there won't b all those plans to expand/improve Stanley... What a subway line kills is the buses and minibuses...

I don't think HK needs a Maglev. Unless you replace the Airport Express trains with Maglev ones which is very unecessary.

I would favor though for a Maglev line from HK to Guangzhou or a high speed rail network running through the Pearl River Delta.

MTR extension will hit buses and jobs, Citybus chief
Residents and rail operator's profits will also suffer, he says
24 February 2006
South China Morning Post

The MTR Southern extension line will likely create a lose-lose situation that would not only hurt the MTR Corporation's profits but also force bus companies to axe 600 jobs, cut 200 buses from their fleets and reduce services.

The warning was issued yesterday to politicians and Southern District residents by Lyndon Rees, head of Citybus and New World First Bus.

Mr Rees, the founder of Citybus, was speaking four days before retiring as managing director of Citybus and New World First Bus.

"If you ask the politicians whether they want extension of the railway into the area, they'll all say yes," he said. "But if you say a railway in the Southern District will pose threats to bus operations and bus services will be more expensive, they'll probably change their mind."

He said a railway extension could be very damaging to the bus companies, while it was also highly unlikely the line would be profitable. "A lot of these branch railway lines in America were eliminated because they don't make any money, but it could mean a reduction of 200 buses in our fleet and 500 to 600 jobs could be lost," he said.

Mr Rees said it had always been difficult to run a bus company in Hong Kong.

"A friend who gave up his Porsche to travel on my air-con bus on the Happy Valley route called me a few months ago and told me the bus was three minutes late that morning. This is how demanding members of the public are."

When Mr Rees came to Hong Kong to join the Transport Department in 1969, the bus services were in a terrible state. "I was shocked by the condition of buses, which were either rundown or broken, and there were not enough of them. It was common to see hundreds of passengers waiting patiently for hours in the pouring rain," he said.

A year later, he left the government to join China Motor Bus in the hope of reforming the whole bus fleet and culture. Within five years, he became known as the man who had shrunk a five-man bus operation to a lone driver, and the one who had introduced flat fares, a queuing culture and double-decker buses.

Commuters were strongly opposed to double-decker buses and one-man operation at the time, believing them to be dangerous and inconvenient. But Mr Rees showed his commitment to the reform by driving the first one-man bus in 1970 from Wan Chai ferry pier to Shau Kei Wan. Double-deckers were roaming the streets of the city by 1975, and five years later Mr Rees left the company to start a new bus company with just one double-decker, five staff and one route.

"I worked 20 hours a day and received no pay for the first five years. I worked in a container full of mice and had to take shelter under an umbrella on rainy days," he recalled.

But the hard work paid off when Citybus won its first non-franchised bus routes between City One in Sha Tin and Kowloon Tong MTR station in 1981. More were added in later years, when Citybus also became the first to buy an open-top and air-conditioned bus in 1985. Mr Rees also introduced cross-border services in 1985.

"To work in the bus industry is like working in a labour camp. It is an onerous and stressful job, and you have a lot of responsibility for your staff and customers. You worry about accidents and the well-being of everybody. There were times when I wanted to do something else, something I always wanted to do but which I haven't had time to do."

One is to set up a Transport Museum to display vintage buses that are "scattered all over the place" in the New Territories. Mr Rees has discussed the concept with various government officials but will only start looking for a venue after returning this winter from a seven-month trip to London.

New World deputy managing director Samuel Cheng Wai-po will take over from Mr Rees on March 1.

I don't see why they can't build the line into RB or Stanley... If there really is overload there won't b all those plans to expand/improve Stanley... What a subway line kills is the buses and minibuses...

physically building a underground into RB and Stanley is not a problem. but the cost of construction would be huge and there will never be enough passangers to make the line profitable. the main reason that holds up SIL is because the total population in Wah Fu, Wah Kwai, Aberdeen, Ap Lei Chau and Wong Chuk Hang are still relatively small and it is questionable to operate a heavy rail that can make profit.

physically building a underground into RB and Stanley is not a problem. but the cost of construction would be huge and there will never be enough passangers to make the line profitable. the main reason that holds up SIL is because the total population in Wah Fu, Wah Kwai, Aberdeen, Ap Lei Chau and Wong Chuk Hang are still relatively small and it is questionable to operate a heavy rail that can make profit.

true.. i was just responding to someone's comment that we can't build to RB and Stanley coz there's overload there or sth... i just don't think that should a reason.

but at the same time, while there's not enuf population, there's a definite use for a subway line to promote tourism to RB and Stanley...

true.. i was just responding to someone's comment that we can't build to RB and Stanley coz there's overload there or sth... i just don't think that should a reason.

but at the same time, while there's not enuf population, there's a definite use for a subway line to promote tourism to RB and Stanley...

But I think most tourists will still prefer riding the bus to RB and Stanley than taking the subway since the ride is very scenic and of course the tourists would like to see more of HK :)

Unless it's overhead just like those lines heading to Kwun Tong or preferably, light rail lines.

I doubt it's economically feasible to build an above-ground rail along the steep slopes linking Repulse Bay and Stanley. That's a lot of engineering.

I doubt it's economically feasible to build an above-ground rail along the steep slopes linking Repulse Bay and Stanley. That's a lot of engineering.

thaz wht i said :-) besides it's all country parks above ground rite? Look at what happened when the gov't wanna reclaim a lil land X-D haha

i still think its better not to run
rail into some areas of town ...

A light-capacity rail is fine for SIL. But hitting all the touristy areas, better make sure it's cutting edge design.

MTR extension will hit buses and jobs, Citybus chief
Residents and rail operator's profits will also suffer, he says
24 February 2006
South China Morning Post

The MTR Southern extension line will likely create a lose-lose situation that would not only hurt the MTR Corporation's profits but also force bus companies to axe 600 jobs, cut 200 buses from their fleets and reduce services.

The warning was issued yesterday to politicians and Southern District residents by Lyndon Rees, head of Citybus and New World First Bus.

Mr Rees, the founder of Citybus, was speaking four days before retiring as managing director of Citybus and New World First Bus.

"If you ask the politicians whether they want extension of the railway into the area, they'll all say yes," he said. "But if you say a railway in the Southern District will pose threats to bus operations and bus services will be more expensive, they'll probably change their mind."

He said a railway extension could be very damaging to the bus companies, while it was also highly unlikely the line would be profitable. "A lot of these branch railway lines in America were eliminated because they don't make any money, but it could mean a reduction of 200 buses in our fleet and 500 to 600 jobs could be lost," he said.

Mr Rees said it had always been difficult to run a bus company in Hong Kong.

"A friend who gave up his Porsche to travel on my air-con bus on the Happy Valley route called me a few months ago and told me the bus was three minutes late that morning. This is how demanding members of the public are."

When Mr Rees came to Hong Kong to join the Transport Department in 1969, the bus services were in a terrible state. "I was shocked by the condition of buses, which were either rundown or broken, and there were not enough of them. It was common to see hundreds of passengers waiting patiently for hours in the pouring rain," he said.

A year later, he left the government to join China Motor Bus in the hope of reforming the whole bus fleet and culture. Within five years, he became known as the man who had shrunk a five-man bus operation to a lone driver, and the one who had introduced flat fares, a queuing culture and double-decker buses.

Commuters were strongly opposed to double-decker buses and one-man operation at the time, believing them to be dangerous and inconvenient. But Mr Rees showed his commitment to the reform by driving the first one-man bus in 1970 from Wan Chai ferry pier to Shau Kei Wan. Double-deckers were roaming the streets of the city by 1975, and five years later Mr Rees left the company to start a new bus company with just one double-decker, five staff and one route.

"I worked 20 hours a day and received no pay for the first five years. I worked in a container full of mice and had to take shelter under an umbrella on rainy days," he recalled.

But the hard work paid off when Citybus won its first non-franchised bus routes between City One in Sha Tin and Kowloon Tong MTR station in 1981. More were added in later years, when Citybus also became the first to buy an open-top and air-conditioned bus in 1985. Mr Rees also introduced cross-border services in 1985.

"To work in the bus industry is like working in a labour camp. It is an onerous and stressful job, and you have a lot of responsibility for your staff and customers. You worry about accidents and the well-being of everybody. There were times when I wanted to do something else, something I always wanted to do but which I haven't had time to do."

One is to set up a Transport Museum to display vintage buses that are "scattered all over the place" in the New Territories. Mr Rees has discussed the concept with various government officials but will only start looking for a venue after returning this winter from a seven-month trip to London.

New World deputy managing director Samuel Cheng Wai-po will take over from Mr Rees on March 1.
That's just BS. Is that mean we shouldn't develope the MTR system back in the 70's in order to keep those bus drivers employed??

Anyway, I'm gonna be not in favor of an MTR running through RB or Stanley. Tourists will be better off riding the bus and enjoying the scenery!

Anyway, I'm gonna be not in favor of an MTR running through RB or Stanley. Tourists will be better off riding the bus and enjoying the scenery!

That's true, I also think tourists will be better of ridding the bus to Stanley and RB as there are fascinating scenery.

By the way, it is supposed that the construction costs of the extension project will be extremely high.

That's just BS. Is that mean we shouldn't develope the MTR system back in the 70's in order to keep those bus drivers employed??

I think this is called monopoly if the SAR government doesn't allow MTR extending its service to Island South for the sake of keeping those bus drivers employed.

I wonder how critical shareholders are with this proposal. No point eating away the MTR's healthy margins just for the sake of competition.

MTR's west and south lines will only serve Pok Fu Lam / Cyberport, Wah Fu / Chi Fu, Aberdeen / Ap Lei Chau and Wong Chuk Hang / Ocean Park. Other than that, no need unless MTR spends $$$ on a scenic monorail :D

Imagine how it's gonna be very convenient for Pok Fu Lam's residents especially those living in Baguio Villas!

地 鐵 西 港 島 線 設 「 西 營 盤 」 「 大 學 」 「 堅 尼 地 城 」 三 站 寄給朋友 列印新聞
2006-03-21 HKT 22:03

為 保 護 堅 尼 地 城 科 士 街 一 幅 古 老 樹 牆 ， 地 鐵 提 出 ， 修 訂 西 港 島 線 堅 尼 地 城 站 的 位 置 ， 建 議 遷 移 堅 尼 地 城 泳 池 ， 騰 空 用 地 興 建 堅 尼 地 城 站 。

地 鐵 表 示 ， 較 早 時 舉 辦 過 工 作 坊 ， 居 民 普 遍 支 持 建 議 。

西 港 島 線 設 有 三 個 車 站 ， 包 括 西 營 盤 站 、 大 學 站 及 堅 尼 地 城 站 。 地 鐵 大 致完 成 各 個 車 站 位 置 及 出 入 口 安 排 的 評 估 ， 其 中 西 營 盤 站 設 有 17 個 出 口 ， 大 學 站 及堅 尼 地 城 站 則 分 別 有 13 及 12 個 出 口 。

http://www.rthk.org.hk/rthk/news/expressnews/20060321/20060321_55_296409.html

爭取地鐵入南區
[2006-04-10]
文匯報

http://www.wenweipo.com/image/2006/04/10/hk0410c5.jpg

約300名南區居民遊行，促請政府加快落實地鐵港島南線工程的方案，紓緩南區交通擠塞問題。代表指，海洋公園擴建完成後，南區多項旅遊基建項目即將展開，有必要在2013年前完成建設地鐵支線，應付未來人流劇增問題。

I don't think HK needs a Maglev. Unless you replace the Airport Express trains with Maglev ones which is very unecessary.

I would favor though for a Maglev line from HK to Guangzhou or a high speed rail network running through the Pearl River Delta.
I agree. :)

地鐵闢14出入口 拆泳池復康中心
西港島線吞地建站
21/04/2006
太陽報

http://the-sun.orisun.com/channels/news/20060421/img/sn07042101_big.jpg

耗資六十至七十億元興建的地鐵西港島線，訂於明年動工，地鐵因應首階段諮詢意見，修訂部分車站出口，同時出口增至十四個。鑑於工程需要，地鐵建議清拆堅尼地城公眾泳池、戴麟趾復康中心及屈地街公廁等，並要清拆及收回部分位於西湖里遊樂場與皇后大道西交界的樓宇。地鐵表示，修訂建議會增加西港島線成本，但會在堅尼地城泳池發展上蓋物業，增加人流。

全長約三公里、由現時上環站向西延伸至堅尼地城的西港島線，將於二○一二年落成啟用，經過首輪諮詢後，地鐵修訂建議，三個車站共十四個出口昨日曝光。地鐵建議將堅尼地城站遷往現時堅尼地城泳池，一方面遠離科士街球場附近三幅古樹牆，一方面擬清拆面積約零點七公頃的堅尼地城泳池，在上址發展上蓋物業，另在卑路乍街近海旁建造一個新式泳池。堅尼地鐵站建議設五個出口，其中山市街兩個出入口，將會以高速升降機連接。

出口接近電車路
至於大學站將設有五個出入口，在環境限制下，其中香港大學及薄扶林道出入口均設於山上，前者為於香港大學西閘，後者位於寶翠園近薄扶林道入口附近的休憩公園。三個在山下的出入口分別為寶翠園附近卑路乍街、山道天橋底的山道，及現時屈地街公廁出口對面的皇后大道西。由於工程所需，屈地街公廁將拆卸。

經諮詢後，連接現有上環站的西營盤站出入口位置與原來的建議略有不同。新建議共有四個出入口，先把原來位於皇后大道西近西營盤賽馬會診所的出入口，向海皮方向移至西湖里遊樂場，附近部分住宅樓宇可能收回清拆。另新增德輔道西出入口，以回應居民希望出入口近電車路的訴求，至於正街熟食中心及戴麟趾復康中心將拆卸以興建出入口。

地鐵公司高級統籌工程師鄧伯洪表示，全條地鐵西港島線採用地底爆破或隧道鑽挖方式建造，以減少對路面及居民的影響，而在西港島線落成時，地鐵公司及區議會均屬意於受影響拆卸的建築物原址，興建與原有設施相同或切合居民需要的社區設施，至於堅尼地城站上蓋則不排除會發展大型樓盤作為西區的中心地帶。

高速電梯免行斜路
21/04/2006
太陽報

【本報訊】地鐵公司構思的西港島線，為西區居民提供一個地底行人網絡，由於部分車站與地面出入口位置相距達六十至七十米，相等於二十層樓高，為加快乘客往返車站及地面，地鐵建議在其中五個車站的出入口裝設五組高速升降機，代替行人扶手電梯接送乘客。

五個建議採用高速升降機的車站出入口，包括西營盤站的戴麟趾復康中心及正街熟食中心、大學站的香港大學及薄扶林道出入口，和山市街上下兩個出入口，其中山市街的升降機更將成為該區居民往返斜路的一項公共設施。地鐵高級統籌工程師鄧伯洪表示，地鐵計劃選用的升降機，往來二十層樓高距離每程需時十多二十秒。

泳池地皮估值22億
21/04/2006
太陽報

http://the-sun.orisun.com/channels/news/20060421/img/a100421a_big.jpg

【本報訊】正籌備得如火如荼的地鐵西港島線，經重新規劃後，其堅尼地城站的位置將被移至現時的堅尼地城游泳池底，令該地立即成為區內的交通樞紐，更有望可變身為搶手的「豪宅盤」。測量師預計，以目前西區每平方呎地價約三千元計算，單是泳池地皮已值約二十二億元，並直接帶旺附近一帶街道商舖的地產市場。

現時堅尼地城泳池面積約零點七公頃，可建樓面面積約七十五萬方呎，測量師彭兆基表示，目前西區每平方呎地價約值三千元，一般商住用地可按十倍地積比率興建樓宇，據此推算，他預計，泳池上蓋地皮約值二十二億元，如拆卸泳池後興建地鐵站及上蓋物業，能為地鐵帶來可觀的收入。

泳池地皮估值22億
21/04/2006
太陽報

http://the-sun.orisun.com/channels/news/20060421/img/a100421a_big.jpg

【本報訊】正籌備得如火如荼的地鐵西港島線，經重新規劃後，其堅尼地城站的位置將被移至現時的堅尼地城游泳池底，令該地立即成為區內的交通樞紐，更有望可變身為搶手的「豪宅盤」。測量師預計，以目前西區每平方呎地價約三千元計算，單是泳池地皮已值約二十二億元，並直接帶旺附近一帶街道商舖的地產市場。

現時堅尼地城泳池面積約零點七公頃，可建樓面面積約七十五萬方呎，測量師彭兆基表示，目前西區每平方呎地價約值三千元，一般商住用地可按十倍地積比率興建樓宇，據此推算，他預計，泳池上蓋地皮約值二十二億元，如拆卸泳池後興建地鐵站及上蓋物業，能為地鐵帶來可觀的收入。

I can read Chinese words, but only the basics. Can someone try to translate the essence of this story?

I can read Chinese words, but only the basics. Can someone try to translate the essence of this story?
Translation of the Graphic
Alignment - underground from Sheung Wan to Kennedy Town
Length - about 3 km
Stations - 3 underground at Sai Ying Pun, University, and Kennedy Town
Exits - Sai Ying Pun has 4, University has 5, Kennedy Town has 5
Frequency - same as the Island line
Cost - HK$6-7 billion of which less than half will be subdisized by the government

The text discussses the proceeds from redeveloping a swimming pool on top of the planned Kennedy Town station and the value of the land.

西港島線無上蓋發展
三站共14出入口 料2012通車
30/08/2006
太陽報

http://the-sun.orisun.com/channels/news/20060830/img/a80830_big.jpg

地下鐵路公司終拍板決定西港島線各站出入口位置，明日將建議公開及提交政府審議，整段伸延線將不會有上蓋發展項目。地鐵在諮詢過程接納了中西區區議會的建議，決定由堅尼地城泳池清拆改建的地鐵站，不會有上蓋發展，而地鐵會在工程進行前先興建全新泳池替代，方便居民使用。

消息人士指出，地鐵建議清拆部分政府建築物，較大改變是現時的堅尼地城泳池將要拆卸，改為堅尼地城站，但會在西環公園對出近海旁的西祥街臨時停車場位置，先興建一個泳池，日後泳池會是西區中央公園的一部分。雖然部分居民擔心日後建成地鐵站會加重該區的交通負荷，但地鐵堅稱泳池位置興建地鐵站是最佳選擇，而地鐵站不會有上蓋發展，以免阻礙景觀。

此外，位於西營盤站附近的戴麟趾康復中心亦會因興建地鐵站出入口而拆卸，日後將會原址興建一幢新的康復中心。至於屈地街公廁及正街熟食中心則會拆卸。

地鐵亦會徵用部分土地，包括位於西營盤西湖里遊樂場及鄰近的舊樓位置，改作工程臨時工地及物料存放場，而在堅尼地城的西寧街對開的休憩地方，於工程完成後會成為地鐵站的排氣口。

政府注資不逾半
若一切順利，地鐵西港島線最快在今年底前獲政府批准及刊憲，明年初完成環境評估報告後正式動工，工程費初步估計約六十至七十億元，全長三公里，預計二○一二年通車。政府初步建議注資不逾一半。西港島線是現有港島線的伸延，共有三個站，分別是西營盤站、大學站及堅尼地城站，共有十四個出入口。

雖然西區居民普遍歡迎地鐵增設西港島線，但一批堅尼地城西寧街居民昨日卻向地鐵公司遞交請願信，反對地鐵在西寧街設置施工地盤及興建港島西延線的永久排氣口。居民批評此舉是扼殺居民的休憩空間，並擔心排氣口會污染環境。中西區區議員楊位款批評地鐵並無正視居民訴求。

MTR Press Release:
West Island Line - One Step Closer to Reality (http://mtr.com.hk/eng/corporate/file_rep/PR-06-074-E.pdf)

MTRC plans switch over line funding
Winnie Chong
Hong Kong Standard
Friday, September 01, 2006

MTR Corp has abandoned plans for a property development atop its future Kennedy Town station but is asking government permission to develop the former police quarters site in Ka Wai Man Road to fund its West Island Line.

The three-kilometer extension of MTRC's Island Line from Sheung Wan will have three new stations - Sai Ying Pun, University and Kennedy Town - with a total of 14 exits.

The new extension will cost about HK$7 billion, to be financed equally by MTRC and the government.

MTRC passed its revised proposal to the Environment, Transport and Works Bureau Thursday, canceling its previous bid to develop property on top of Kennedy Town station. The site is said to be only a single block, which is too small. Central and Western District Council is also opposed to any development of the site.

Instead, MTRC has suggested the area around Kennedy Town station be developed into leisure facilities and a public transportation interchange. At the same time, it wants the government to approve the former police quarters site at Ka Wai Man Road in Kennedy Town for property development.

If the proposal goes ahead, this will be the first time the MTRC has financed operations through property development away from stations.

MTRC senior coordinating engineer Tang Pak-hung said the move was due to public opposition to development at the Kennedy Town site, and because Sai Ying Pun and University stations were not suitable for property development.

"For this project, the police site is suitable," Tang said, adding that the final decision will be made after discussions with the government.

Tang said MTRC will consider other suggestions by the government. "We will keep all options open and are flexible," he said.

MTRC also presented the amended proposal to Central and Western District Council, where it was accepted, council chairman Chan Tak-chor said.

But Charles Chan Chiu-kwok, managing director of Savills Valuation and Professional Services, had doubts about the revised MTRC proposal, saying it was unusual for it to ask for land away from its stations.

"MTRC is an independent listed company. MTRC's request for land will violate the principle of land sales in the city. It will be unfair to other developers. It also raises questions about collusion between government and business," said Chan, who added there was no base to calculate the price of the land.

James Cheung King-tat, senior associate director at Centaline Surveyors, estimated that the price for property development on the top of Kennedy Road station is similar to that of Ka Wai Man Road, at about HK$5,000 per square foot.

MTRC will invite tenders for the project at the end of the year, with construction due to start next year. Train services are scheduled to commence in 2012.

good news.......lot of work next year.

RTHK news:
MTRC submits revised plan for West Island Line 2006-09-01 HKT 08:11

The M-T-R-C has submitted a revised plan for the West Island Line, which will link Sheung Wan with Kennedy Town. And it says work on the seven-billion dollar project could begin as early as next year, with completion scheduled for 2012. And the corporation is hoping to use revenue from property development to partially fund the project. Its senior coordination engineer, Tang Pak-hung, said they were hoping to obtain the site of the old police quarters in Kennedy Town for property development.

This is great news, a step forward to a better environment in Hong Kong with even less car use then present! Let's just hope they will go ahead with the south island line plans too... That should be a big step forward!

Hurdles for MTR West Island line
Government wants to cut share of costs; doubts over site
22 September 2006
South China Morning Post

Fresh uncertainties loom over the long-awaited MTR West Island line amid government doubts about the cost and a development site requested by the corporation.

Government officials want its share of the costs to be reduced to less than half of the estimated HK$3.5 billion total, a government source said.

There are also reservations about the MTR Corporation's proposal to develop a site 600 metres from one of the stations because it deviates from the previous business model, under which only sites directly above stations are developed, the source said.

The doubts surfaced three weeks after the MTR Corp settled a row with district interests by agreeing to develop the former police quarters site in Ka Wai Man Road instead of the Kennedy Town swimming pool, which is above its planned Kennedy Town station.

The government has granted development rights to the MTR Corp and the Kowloon-Canton Railway Corporation above their stations as a form of subsidy.

The government said it would contribute no more than half the cost of the 3km Island line extension, which is expected to total HK$6 billion to HK$7 billion, but the source said the cost was under question.

But a spokeswoman for the MTR Corp said it was necessary that the government contribute at least half of the costs. "We expect our future fare revenue to cover only half of the construction costs, together with maintenance and operating costs. Many believe the railway is now destined to be built, but if we cannot agree on a funding gap with the government, ultimately, the plan may not be able to be completed."

Central and Western District Council chairman Chan Tak-chor said the government should brace for confrontation with the community if the proposal is dropped.

"The community has been fighting for the rail line for nearly a decade, and they have been given high hopes that their dream is soon to be realised. There will be a huge outcry if the plan blows up in the end because of money matters."

The MTR Corp earlier said the project could be finished on time in 2012 if the government approved the final draft by the end of this year.

In the draft submitted to the government on August 31, the MTR Corp gave up its suggestion to use the Kennedy Town swimming pool for property development and asked for the police quarters site instead. But the government source said this could set a bad example.

"[The government] does not just swap any land the developers want in exchange for their services."

Legislative Council transport panel member Lee Wing-tat agreed it would be bad to deviate from the existing policy.

"If you can offer [the MTR Corp] land half or 1km from the station, theoretically would you also offer other developers a site in Central for a project in Kowloon? That would open a floodgate."

Mr Lee said the government could still consider a cash subsidy, an option the source said was not out of the question.

West Island Line Renderings & Station Location Maps
http://www.mtr.com.hk/eng/extensions...edproposal.htm

地鐵西港島線設洗手間
12/07/2007
太陽報

【本報訊】地鐵擬改善站內缺乏洗手間的弊病，該公司正研究在地面、高架車站或附近加建公共洗手間的可行性，預計年底完成。不過，地鐵堅稱地底車站加設洗手間存在技術困難，計劃不可行。而地鐵興建的新線，則會在站內及鄰近車站的地方提供洗手間。

地鐵提交予立法會的文件指出，地鐵已在西港島線的設計及規劃，包括研究在站內或鄰近車站的地方提供洗手間設施，同時已展開在現有地面及高架車站內或附近加建洗手間的可行性研究。

when will see construction on these lines?

when will see construction on these lines?

West Island Line is approved and is beginning the constructions. It is scheduled to be completed and in operation by 2012.

South Island Line....... the plan and design are here, but just has been discussing the project funding issue around and around between the government and the MTR corp. No real schedule has been out. Once construction is started, it takes about 7-8 years to complete the project. It is expected to be in operation sometime in the 2010s.

Finally The Western District will have some MTR lines. At least you don't have to take either the bus, tram or cab to get there :)

港島西地鐵建費政府付半
16/10/2007
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【本報訊】行政會議今日討論地鐵西港島線的注資方案，面對地鐵公司不能獨自承擔造價約八十億元的西港島線工程，港府最終願與地鐵公司各負擔一半興建費，注資數十億元補貼地鐵興建西港島線，若方案獲行會通過，西港島線可望在○九年正式動工。

地鐵早前估計西港島線造價約八十億元，但沒有政府財政資助，財務上並不可行。不過由於中西區區議會反對，地鐵須放棄在堅尼地城站發展上蓋物業，並打破慣例，於去年一度建議政府將加惠民道前警察宿舍地皮給予地鐵發展，用作補貼興建西港島線。

預計09年動工
據悉，政府內部經過反覆討論後認為，既然現時庫務水浸，直接以真金白銀的方式注資興建西港島線較把區內地皮交予地鐵發展更為實際。消息人士直言，地價可上可落，貿貿然將區內地皮交予地鐵發展，而非過往慣用鐵路車站上蓋物業作為鐵路注資的方案，是重大的政策改變，且難免受社會爭議，故認為直接注資的方案更為可行。

政府內部估計，若行政會議通過注資方案，當局稍後便可向立法會財務委員會申請撥款。地鐵西港島線全長三公里，共設有三個車站包括西營盤、大學及堅尼地城，一切順利可望在○九年動工，二○一三年啟用，屆時由堅尼地城前往尖沙咀只需十四分鐘。

$6b ticket to ride
Hong Kong Standard
Wednesday, October 24, 2007

The Mass Transit Railway's long- awaited West Island Line is to get an unprecedented HK$6 billion injection by the government - or two-thirds of the cost of the project that will link Sheung Wan with Kennedy Town by 2016.

The cash subsidy for the profit- making company to proceed with the HK$8.9 billion line is the first of its kind by the administration which, in the past, has relied on granting property development rights to bridge funding gaps in railway projects.

Secretary for Transport and Housing Eva Cheng Yu-wah said yesterday the project will significantly improve congested traffic conditions, revitalize the aging district and generate economic returns.

The 3km West Island Line will benefit an estimated 140,000 residents and 60,000 workers in the district in 2016, saving them 12 million hours on transport - equivalent to saving HK$44 billion in 40 years. A trip from Kennedy Town to Sheung Wan during rush hour will be reduced from 25 minutes at present to less than eight minutes.

The project will also create 2,800 jobs during the construction period from 2009 to 2014, and a further 2,000 jobs upon completion.

Cheng said the subsidy is also justified in that MTR Corp will not be able to generate project funding from fare revenues alone or develop property in the crowded district.

According to a government source, the existing 1.9-hectare Kennedy Town swimming pool - the only potential land for property development in the district - is too small to generat
e revenue to bridge the funding gap.

Other potential sites such as the police dormitory on Ka Wai Man Road are too far from the designated MTR exits.

MTRC acting chief executive Lincoln Leong Kwok-kuen blamed the higher than projected costs on the investment the project involved.

"The high investment cost comes from building more station exits, more elevators for the disabled, a two-kilometer underground walkway, using environmentally friendly construction methods, and relocating two district facilities to other areas," he said.

The subsidy will be given in two stages, with HK$400 million in the first covering design-phase expenditure.

The line, long approved by Central and Western District Council, finally materialized with the Executive Council giving the green light yesterday.

With funding approval from legislators already obtained, construction will begin in 2009 and is due to be completed by 2014.

It will be an extension of the Island Line from Sheung Wan - with three new stations at Sai Ying Pun, University and Kennedy Town.

The line works will also see the David Trench Rehabilitation Centre on Bonham Street relocated to the upper level police station on High Street, and Kennedy Town Swimming Pool moved to Kennedy Town Praya.

Centaline Surveyors managing director Victor Lai Kin-fai said the line will revitalize the old district.

Midland Surveyors director Alvin Lam Tsz-pun said Kennedy Town will attract more developers to redevelop.

http://the-sun.on.cc/channels/news/20071024/img/a21024a_big.jpg

http://the-sun.on.cc/channels/news/20071024/img/a21024b_big.jpg

http://www.mingpaonews.com/20071024/24gb301.gif
A little better station access point and subway presentation.
Yellow: Stations
Light Blue: Pedestrian subways
Dark Blue: Pedestrian footbridge
Red: Entrance/Exit Point

This is gonna have some of the longest escalators for sure.

That's excellent news. The western district is so densely populated. It would make lots of sense to extend the MTR there. But still, bus service is so frequent, that you can get from anywhere to a subway station (i.e. Hong Kong Station) within a very short amount of time.

That's excellent news. The western district is so densely populated. It would make lots of sense to extend the MTR there. But still, bus service is so frequent, that you can get from anywhere to a subway station (i.e. Hong Kong Station) within a very short amount of time.

There are about 140k people living in the Western District along the proposed WIL. From MTR/Government point of view, it's still not dense enough to support a heavy rail facility. This proposal has been going around and around in the last two and half decades. But the traffic has gone so bad, without a solution, Western District will never been redeveloped and be sustainable. Yes, there are along of bus lines, minibus lines and the tram service. However, because there are too much motor vehicles on the old narrow roadways, during the peak hour, it takes half an hour, as much as a whole hour, to travel from Watty Street/Sai Ying Poon area to Central. The same trip can be completed in less than 15 minutes when there is no traffic at all.

The new line is not going to make much, or even any, money for MTR. But it certainly will bring new life into the old decaying district of Hong Kong.

The way ahead for railway construction
24 October 2007
South China Morning Post

The MTR's West Island Line has been a long time coming, but has finally been given the green light. In seven years, assuming there are no hitches, we will be able to travel to and from Kennedy Town more quickly and less stressfully in the knowledge that the most environment-friendly means of transport available is taking us there.

This would not have been possible were it not for the government making an exception to its policy that the MTR Corporation be self-sustaining through fares and property development. The HK$6 billion capital grant to the MTR Corp for the HK$8.9 billion project will ensure that the line, talked about for more than two decades but not built on the grounds it would be uneconomical, is constructed. Authorities should have adopted this approach long ago. Now that they have a change of heart, they must apply it with speed to other much-needed rail projects. Hong Kong has pressing social and environmental needs that make old policies obsolete.

The rail link from Sheung Wan to Kennedy Town is a perfect example of why a rethink was needed. Too few people will use the line to ensure fare revenue covers its cost and because the area is already developed, the MTR Corp will not be able to recover construction costs by building shops, offices and housing above the three planned stations.

Yet the western part of Hong Kong Island urgently needs an alternative to the bus and tram routes that serve residents, workers and students. During peak hours, travelling times for the short distance to Central can be 20 minutes, sometimes half an hour, along the jammed roads. The choking traffic fumes attest to the unhealthy conditions this creates.

Although some of our city's sleekest residential developments are in the area, many of its neighbourhoods are run-down. The new line will help provide much-needed rejuvenation.

Our premier educational institution, the University of Hong Kong at Pok Fu Lam, is served only by buses, despite having more than 21,000 students and many visitors to its lectures and facilities. Connecting it to our clean and efficient subway system will greatly benefit this vibrant and essential part of our community.

What is true for Western District also applies to other parts of Hong Kong for which planned rail connections have not got past the discussion stage due to economics. The MTR South Island line, one of 10 big infrastructure projects foreshadowed by Chief Executive Donald Tsang Yam-kuen in his recent policy address, would give similar benefits to Aberdeen. A long-sought KCR line from Sha Tin to Central would slash travelling times and boost development along the way. Better rail services to western parts of the New Territories would have a similar impact.

The government policy of ensuring rail projects pay for themselves has had a price. Districts not considered to have a large enough population to support a new line have remained unconnected to networks. This has stunted their development and put more traffic on the roads and, in consequence, increased roadside air pollution. Travelling time to work and school has cut deeply into home and social life, causing unhappiness and stress.

Given these circumstances, the government's shift in approach has to be applauded. But the West Island Line must not just be an exception - it has to become the new rail transport rule.

This way, Hong Kong can best move forward in the sustained manner expected of a city of our stature.

港島南線70億先建東段
最新修訂：金鐘至海怡 不經跑馬地

2007年10月25日

http://www.mingpaonews.com/20071025/25gbx.gif


【明報專訊】政府繼公布西港島線後，下一步正與地鐵加緊研究7公里長、造價逾70億元的港島南線。據悉，政府傾向先讓南線的東段上馬，而最新修訂的東段方案會由原有5個站變成4個，選取金鐘作為中轉站，然後經海洋公園、黃竹坑，以海怡半島為終站，不會途經灣仔及跑馬地，至於途經數碼港的西段則會在下一階段才處理，暫未有時間表。不過，有關站址目前仍存有變數，仍要考慮造價及人流等因素，故有關方案並非最後定案。

港島南線早於2005年由地鐵提出，去年8月作出修訂，分為東西兩段，東段有3個方案，由金鐘出發，途經3至5站至海怡半島；消息人士透露，地鐵於今年中已再次提交最新的建議及資料，交政府決定。由於海洋公園發展計劃於2011年陸續落成，預計港島南線短期內亦會拍板以配合人流。

海洋公園至金鐘 車程4分鐘

根據地鐵資料，在3個方案中，由海洋公園至金鐘是最直接路線，車程只需約4分鐘，不單較易興建，建造成本亦較低；經跑馬地至金鐘，以及經跑馬地、灣仔和金鐘的兩個方案，覆蓋地域雖大，但建造成本會較高。

利東站或擱置

據悉，政府傾向選取金鐘作南線與現時地鐵港島線的轉車站，然後直接往海洋公園，再經黃竹坑，以海怡為終站；換言之，這條以中型列車行走的南線東段，全線只有4個站。而原計劃包括的利東站，可能會被擱置，但要視乎區內意見才作最後決定。

擬建的金鐘南線中轉站，會在現有金鐘站旁興建，讓乘客可轉乘荃灣及港島線，設計亦預留空間以接駁九鐵興建的沙田至中環線。

由於東段會途經黃竹坑，消息指政府傾向把黃竹坑地皮交予地鐵發展物業上蓋。根據資料，黃竹坑總面積達67.8萬平方呎，中原地產估價部董事張競達表示，若以一般住宅地積比8倍，並參考該帶附近惠福道早前的拍賣價即8000元一呎計算，該地皮估值可達433.9億元。

至於南線西段，當局傾向稍後再興建。事實上，《施政報告》中亦只提及「這條7公里長的鐵路線，造價逾70億元」，若包括西段在內，應不止7公里，似暗示暫時不會興建西段。有消息人士解釋，因西段會途經數碼港，政府為免被外界指摘「明益」大財團，故暫時不提建西段。

地鐵發言人表示，已將方案提交政府，正等候政府決定，據政府表示，將於2011年動工、2015年落成。政府運輸及房屋局發言人亦說，目前正審議方案，希望短期內可呈交行會。

After two decades of setbacks, relief at last for residents in oldest district
24 October 2007
South China Morning Post

Insufficient population, high costs and a reclamation dispute had once been the major stumbling blocks for a rail extension into the island's oldest district.

The calls for the extension date back to 1985, when the Hong Kong Island Line opened.

Residents were denied access to rail services because of planning guidelines that said a rail would be built only when the area population reached 500,000. Although the threshold was lowered to 300,000, the district still failed to get what it wanted, having a population of about 270,000.

At one point, the government hoped a massive reclamation project on Green Island would justify extending the rail service. But the project was scrapped because of a property market slump and opposition to harbour reclamation.

Hope resurfaced in 2000 when the second railway development study listed the West Island Line together with the South Island Line in a blueprint for rail extension. But subsequent plans by the MTR Corp had to be modified in view of costs and local district development plans.

The original proposal of developing a rail loop linking Western and Southern districts was scrapped, and the two projects were delinked.

In 2005 the government finally approved the project, but the MTR Corp found it difficult to finance it without government funding or being given property development rights in Ka Wai Man Road. The government eventually agreed to inject HK$6 billion instead of offering the land to the rail operator.

Although South Island Line costs more to build, but I think the revenue is probably higher than WIL. There is Ocean Park which draws a lot of tourists in and out via MTR. Then existing Wong Chuk Hang Estate will turn into the depot and also have above station property development. And Ap Lei Chau alone has already had 100k+ residents and growing on that tiny dinky island, which comes very close to the entire Western District.
Moreover, the old Wong Chuk Hang industrial area is going to be redeveloped and more tourist attraction to be built along Aberdeen Typhoon Shelter. These new developments are going to bring more jobs and people into the area.

There are major tourist attractions, real estate development opportunity and very high population density. SIL will probably make more money than the WIL. If WIL can be approved, I don't see how SIL can become a no-go project. The "under populated" reason has used for more than 20 years now.

南港島線最快年底落實

2007年10月27日




【明報專訊】繼西港島線後，政府現正審議地鐵就南港島線提交的建議書，有望今年底落實方案，最快於2011年動工。另外，政府昨日就西港島線刊憲，交代各項工程細則，包括將要收回土地，於堅尼地城站興建公共運輸交匯處，並興建一座電梯連接般咸道及高街，方便市民上山落山。

當局昨日就西港島線刊憲，計劃收回1733.8平方米的土地，最大的一幅地為正街街市及正街熟食中心，亦計劃回收有34年樓齡的單幢式私人樓宇太陞樓。地鐵早前承諾會引入「社區鐵路」概念，憲報指將於堅尼地城站興建一個公共運輸交匯處、在山市街建造行人通道，以及建造一座連接般咸道及高街的電梯及樓梯等。

另外，運輸及房屋局長鄭汝樺昨回應立法會施政報告辯論時說，現正審議地鐵就南港島線提交的建議書，希望年底落實方案，期望最快可於2011年動工。至於涉及第三條過海鐵路的沙中線，鄭汝樺指過去幾個月一直和地區人士保持聯絡，聽取他們就鐵路走線、車站設置、車廠選址等的意見。當局亦正積極審議沙中線項目的建議，希望明年初定出具體方案及實施時間表，當局會進一步諮詢公眾，才落實最後方案。

巴士公司對於將有多條新鐵路相繼落實表示關注。九巴發言人表示，基於經營成本上漲及鐵路發展，對票價及路線發展有影響，但具體影響言之尚早。新巴及城巴發言人稱，有關計劃距離落實時間尚遠，暫時未有準確評估，公司會繼續觀察，期望把影響減至最低。

配合大型擴建 發展旅遊休閒
南港島線2014年通海洋公園
28/10/2007
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【本報訊】 地鐵西港島線落實興建後，運輸及房屋局局長鄭汝樺說，政府希望在年底落實興建地鐵南港島線，預計二○一四至二○一五年投入服務，現階段傾向先興建東段，即由金鐘連接海洋公園及鴨軚洲利東眤，為該區帶來經濟動力。

鄭汝樺昨出席電台節目時說：「海洋公園是一個很重要的因素，因為海洋公園正在擴建，這是大型計劃，將來景點會增至七十多個，而且現在遊客數目正大幅增加。另外，我們亦期望將南區發展為旅遊及休閒區域。」

她表示，政府會積極研究物業發展補助鐵路，黃竹坑眤是其中一個可考慮的地皮。至於途經數碼港、華富眤和香港仔的西段，鄭汝樺指不會在短期內上馬，要視乎區內整體發展情況再決定。

票價按地鐵機制釐定
談到剛拍板興建的地鐵西港島線，鄭汝樺指政府需要補貼六十億元屬初步估算，稍後會由獨立財務專家再作詳細評估，政府會先向立法會申請撥款四億元，而將來票價會根據現時地鐵收費機制去釐定。

至於會否以補助金或物業發展作為資助模式，鄭汝樺說要詳細研究。鄭汝樺又說，西港島線途經的地點，部分需要收地，但數量並不多，政府已接觸業主商討。

南 港 島 線 先 建 東 段 年 底 拍 板



　　(星島日報報道)籌劃多時的地鐵南港島漸見眉目，運輸及房屋局局長鄭汝樺昨明言，金鐘至海怡半島的南港島東段，預計在年底正式公布，二O一五年前落成，意味緊接在西港島通車一年投入服務。據悉，地鐵最新方案傾向南港島不經跑馬地，以節省施工及行車時間，至於是否設利東站則仍須研究後才決定。

　　地鐵南港島工程是特首曾蔭權在今年度《施政報告》中，提出的十大基建之一。鄭汝樺昨日出席電台節目時表示，南港島分東西兩段，當局初步傾向先興建東段，即金鐘經海洋公園伸延至鴨洲，當局仍審議地鐵提交的建議，完成後會交由行政會議審議，期望在年底正式公布詳細方案，東段預計在二○一四至一五年落成。

　　至於

南港島西段，即途經數碼港、華富和香港仔的西段，她說不會在短期內「上馬」，主要須視乎區內的整體發展情況再決定。

　　南港島東段預計耗資七十億元興建，問到港府會直接以現金注資，還是提供物業發展權以興建南港島，她表示需要詳細研究。她補充，政府會研究沿是否有潛質發展的土地，包括上蓋物業，作為地鐵綜合規劃，黃竹坑是其中一個可考慮的地皮。

　　 本報日前報道，房委會已傾向願意將黃竹坑清拆後的地皮交還政府，作為興建黃竹坑站及上蓋私人物業發展。

　　根據地鐵曾提出的初步設計，東段全長七公里，黃竹坑及海洋公園為架空車站，全以中型鐵路行走，每列列車有四卡，班次為每二至四分鐘一班。

　　金鐘至海洋公園一段現時有三個方案可供選擇，方案甲由金鐘直接建隧道往海洋公園，車程只需四分鐘；方案乙是途經跑馬地，走較迂迴；方案丙則先途經灣仔及跑馬地才往海洋公園，好處是方便往來東區及南區的乘客可在灣仔站轉車，但金鐘至海洋公園的車程則需七分鐘。

　　據了解，地鐵最新的建議是不興建跑馬地站，讓走更直接，並可縮短工程時間。至於有消息指利東站可能擱置興建，消息稱仍需要進一步研究及考慮地區居民的意見。

　　另外，對於政府需要補貼西港島六十億元的資金差額，鄭汝樺表示，首先會向立法會申請注資四億元作詳細設計，完成後再申請五十六億元。

　　 由於涉及收地，政府會以《鐵路條例》向受影響的居民磋商。她預計西港島及南港島兩個項目，在建造期間可創造超過五千個職位，而營運時會提供四千個職位。

南港島線落實金鐘往海洋公園僅4分鐘
【22:48】2007年12月18日

【on.cc 專訊】南區居民望穿秋水苦等的港鐵南港島線終於落實，消息指，行政會議已指示港鐵以最直接的路線興建東段，即由金鐘直達海洋公園，並以鴨脷洲海怡半島作為終點站，放棄興建灣仔及跑馬地站。新鐵路線預計2014至15年落成，屆時由金鐘往海洋公園車程只需4分鐘，海洋公園期望新線可進一步帶旺人流。

消息人士指，行會已拍板興建南港島線，並指示港鐵展開設計工作及研究確實的建造成本，港府最快明日聯同港鐵公布有關消息。港鐵在合併前曾就南港島線的走線，提出多個建議方案，造價由146億至166億元不等，將分東、西兩段興建，擬先建的東段分為3條不同方案，其中兩個方案包括設置跑馬地及灣仔等中途站。

Nod for rail line, but stops up in air Exco split on Happy Valley station
19 December 2007
South China Morning Post

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The Executive Council has given approval for the long-awaited South Island (East) railway line but members remain divided over whether it should include a station at Happy Valley, sources say.

Sources close to the council and the government said the Executive Council had adopted the shortest of three route options proposed by the MTR Corporation.

That option has three stations between Admiralty and South Horizons in Ap Lei Chau, excluding Happy Valley and Wan Chai.

However, some members suggested the MTR should further study the option of including Happy Valley, following the example of the East Rail's Racecourse station, which serves the Sha Tin course.

There has been a persistent clamour for a station at Happy Valley to ease traffic congestion in the area, especially on race days, and a district councillor yesterday foreshadowed protests if it was excluded.

One source said development rights for part of the Wong Chuk Hang station site - previously estimated to be worth more than HK$44 billion - would be granted to the MTR to pay for construction of the line. The same source said the Transport and Housing Bureau would announce the decision today.

Chief Executive Donald Tsang Yam-kuen said in his policy address that the line, expected to enter service no later than 2015, would cost taxpayers about HK$7 billion.

The MTR Corp submitted three options for the line to the government in 2005. The cheapest and shortest one comprises Admiralty, Ocean Park, Wong Chuk Hang, Lei Tung and South Horizons.

The most expensive includes Wan Chai and Happy Valley in the network and the other omits Wan Chai.

Legislative Council documents at the time suggested the two stations would each add HK$1 billion to the cost.

Wan Chai district councillor Stephen Ng Kam-chun said members would protest vigorously if the Happy Valley station was excluded.

"How many years have we been expressing our needs? If the government simply ignores us we will be very disappointed," he said.

A proposal the council submitted to the MTR Corp two years ago suggested the station concourse be built directly beneath the racecourse, with three exits, one at the junction of Blue Pool Road and Wong Nai Chung Gap Road, one at Shing Wo Road and one at the Hong Kong Sanatorium and Hospital.

Mr Ng said traffic congestion on Friday and Saturday evenings and the nights with horse racing was becoming more and more intolerable. "A trip between Happy Valley and Causeway Bay could take more than 30 minutes in those busy hours."

The councillor said 86 per cent of more than 800 Happy Valley residents polled said they hoped the railway would serve their district.

But he admitted not everyone in the area agreed.

Affluent residents of the upper slopes have not been keen on the idea, fearing the railway will disturb their pleasant environment.

Southern District councillor Chai Man-hon said he had no objection to Happy Valley being included provided the discussion did not cause too much delay.

After decades of waiting, finally the MTR is coming to town.

A little disappointed by not having Happy Valley and/or Wan Chai. But if it really saves 200 millions by drilling the tunnel in a different orientation, I can take that. More importantly, Lei Tung is in the game plan and Admiralty is going to be extreme busy with all these transferring among lines.

Jockey club may fund MTR stop near racetrack
Hong Kong Standard
Thursday, December 20, 2007

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The HK$7-billion MTR Corporation (0066) South Island Line may include a stop at the Happy Valley racecourse for the convenience of punters, a senior government official said yesterday.

The additional stop, which will cost HK$1.3 billion, will be funded by the Hong Kong Jockey Club and should not cause any delay to the construction of the seven-kilometer line, Secretary for Transport and Housing Eva Cheng Yu- wah said. Construction is set to begin in 2011 with completion targeted for 2015.

If the new stop is approved, it will take South Horizons residents only 2 minutes to get to the racecourse.

The stop will be in addition to those already proposed at Admiralty, Ocean Park, Wong Chuk Hang, Lei Tung and South Horizons.

The racetrack stop was not on the original plan, but was considered after the club suggested it would greatly ease raceday traffic.

The MTRC is expected to reach an agreement with the Jockey Club in six months regarding the proposed station.

In a statement, the club said a stop at the racecourse, in addition to those at Ocean Park and the Aberdeen waterfront, would help boost tourist traffic.

However, it said it would have to carefully consider the proposal.

The Executive Council on Tuesday gave the MTRC the green light to proceed with the preliminary design of the South Island Line.

MTR chief executive Chow Chung- kong said it is not clear yet if the additional racecourse station would only be used on race days or will operate throughout the year.

A previously-proposed Happy Valley station was dropped from the plan due to geological issues and opposition from residents in the area.

A stop at Wan Chai was also cast aside due to inconvenience in transferring to other lines.

According to projections, the medium capacity railway is expected to carry a daily load of 170,000 passengers by 2020. Chow said it will relieve traffic congestion in the Southern District and alleviate jams at Aberdeen Tunnel, Causeway Bay and the Cross Harbour Tunnel.

When completed, Ocean Park will be merely four minutes away from Admiralty and 10 minutes from Tsim Sha Tsui, trips which currently take 25 to 45 minutes by bus.

The speedy ride may also boost redevelopment in Island South, attracting tourists to the district where attractions such as a Fisherman's Wharf have been proposed.

"The link will inject a new economic drive into Southern district," Cheng said.

The railway extension topped the list of 10 major infrastructure projects set out in the chief executive's policy address in October. The transport bureau has said the plan will not be financially viable and would require the "rail plus property" model used by the MTRC to bridge the funding gap. Cheng would not comment on the funding deficit yesterday, but said estimates could only be drawn up after the preliminary design is complete.

MTR urged to speed up South Island line project
Hong Kong Standard
Monday, December 24, 2007

South island residents yesterday urged the speedy construction of the much delayed South Island line (East) and aired fears the lengthy discussion on an extra stop at the Happy Valley racecourse could slow progress.

Critics also voiced concerns at the possible unfair financial advantage the MTR Corporation (0066) could get by way of property development rights at two sites in Aberdeen.

At RTHK's City Forum yesterday, residents from Southern District called for the speedy construction of the railway to ease traffic congestion in Island South.

The HK$7 billion, seven-kilometer- long railway will run from Admiralty, via Ocean Park, Wong Chuk Hang and Lei Tung to South Horizons in Ap Lei Chau. Work is set to begin in 2011 with the line becoming operational in 2015.

Legco transport panel chairman Andrew Cheng Kar-foo said the 2015 deadline is a far cry from the scheduled date of 2008 when the South Island line was first mooted in the Railway Development Strategy report in 2000.

A proposed Happy Valley stop was scrapped as projections indicated a population of just 19,000 in the area. Instead, the Hong Kong Jockey Club proposed a stop at the racecourse.

However, Happy Valley residents pleaded for the stop to be reconsidered as the daily traffic jams during peak hours extended their journeys to nearby Wan Chai to around 50 minutes.

Southern district councillor Lam Kai-fai feared the debate over whether to build a stop at Happy Valley for residents or at the racecourse would further delay the project.

In reply, MTRC external affairs and government relations manager Maggie So Man-Kit said that, while the railway understood the needs of residents, the initial planning and design works would take at least three years.

Meanwhile, critics feared the land premium to be paid by the company to the government would be far less than what the site's value would be after the line was operational.

Cheng said the government should be careful in the funding of such projects, especially as the MTRC is a listed company. The government is expected to grant the MTRC property development rights to land in Wong Chuk Hang and Ocean Park, which is estimated at more than HK$30 billion.

The MTRC said that, after paying the land premium, the property sales profits would be split with developers and injected back into railway development.

Jockey Club baulks at paying for rail station
12 January 2008
South China Morning Post

Hopes for a Happy Valley racecourse railway station receded yesterday when the Hong Kong Jockey Club said expectations that the club foot a HK$1.3 billion construction bill were unfair.

The club's statement followed a Legco railway subcommittee meeting at which both government and MTR Corporation officials said a line through the sparsely populated district could not be justified from a transport point of view.

Secretary for Transport and Housing Eva Cheng Yu-wah said last month that the club should shoulder construction costs if it wanted a station near its racecourse.

The government decided against such a station because of public opinion, technical obstacles and the time the rail extension would add to a subway journey between South Horizons and Admiralty under current plans.

The club said it would be difficult to continue negotiations if the government maintained its stance.

"As a not-for-profit organisation, the club should not subsidise the start-up costs of a railway line that will create long-term profits for the shareholders of a listed company but diminish the club's ability to donate back to the community," the Jockey Club statement said.

"We are of the opinion that a Happy Valley station would serve the wider interests of Hong Kong and its citizens. Transport infrastructure is a matter of public interest and should be the responsibility of the government."

Club chief executive Winfried Engelbrecht-Bresges had said that the cost of the station exceeded the amount of donations the club had made to more than 100 charity projects last year.

MTR Corp head of project engineering Malcolm Gibson told lawmakers that the club had expressed interest in a station to support its plans to build further convention facilities at the racecourse.

Ms Cheng said not all Happy Valley residents wanted a station.

"Some of my colleagues [who live in Happy Valley] told me they have disputes with their families about whether they need the station," she said.

"Can they tolerate the cut-and-cover method that will unearth the tram terminus for three to four years? There will also be road diversion."

Wan Chai district councillor Ng Kam-chun, who has advocated building the station, said the government and MTR Corp should consider sharing some of the costs so negotiations with the club could continue.

Henderson urges MTR site auction
11 January 2008
South China Morning Post

Henderson Land Development has joined the clamour for the government to drop its proposal to grant development rights over precious sites to MTR Corp to help finance the HK$7 billion South Island Line.

Tony Tse Wai-chuen, the general manager for sales at Henderson Land, said it would be fairer to offer the sites for public tender or auction instead.

"Then, other developers also would have a chance to participate in the bidding," he said.

Ricky Wong Kwong-yiu, an executive director of Wheelock Properties, said all government land should be sold through an open system.

"This has been a common practice in Hong Kong for a long time," he said, pointing out that the government opted for a cash-funding model rather than awarding the development rights to build the West Island Line last year.

The property industry has been questioning the government's grant of land to a listed corporation that is allowed to resell the sites to developers for profit.

The latest debate came when Stewart Leung Chi-kin, a vice-chairman of the Real Estate Developers' Association, said on Wednesday the government would maximise its revenue if it auctioned the sites instead of granting them to MTR.

Mr Leung, who is also an executive director at New World Development, said the association would consider submitting its views to the government, but he did not give a timetable.

The stock soared to a 52-week high of HK$36 on Tuesday on rumours the government also would award property development rights above a planned depot at the former Kai Tak airport in East Kowloon to make the Sha Tin-Central rail project financially viable.

However, the government has made no final decision on granting the development rights to MTR so far.

Industry observers believe developers are getting nervous because the proposed Sha Tin-Central rail projects would involve more property developments in terms of area. They also criticised MTR for imposing tough requirements when it offered the sites for tender, with some projects asking for profit sharing of up to 80 per cent.

A spokesman for MTR, however, defended the rail-plus-property approach as an efficient model in Hong Kong.

With the integration of the building of the railway, the land's development potential would also be maximised, the spokesman said.

Alnwick Chan Chi-hing, an executive director at Knight Frank, said the rail-plus-property model has been widely adopted worldwide.

"Otherwise, the rail projects will not be financially viable unless the government injects funds or charges higher fares to cover the operating costs," Mr Chan said.

Viaduct plan an option for new MTR line Stretch of South Island Line may be designed to offer scenic views
29 February 2008
South China Morning Post

The MTR Corporation has proposed building a viaduct for part of the South Island Line (East) to allow tourists to enjoy scenic views of the Southern District.

Presenting initial planning for construction of the railway line, the senior co-ordinating engineer, Tang Pak-hung, said that since tourism was a major part of the district, building a viaduct for the segment between the Aberdeen Tunnel Toll Plaza and the Ap Lei Chau residential development was a preferred option.

"The view along the South Island Line is magnificent, and it will be a good experience for visitors to Hong Kong to get a glimpse of this scenic vista when they are taking an MTR ride," Mr Tang told Southern District councillors.

Another option was to build an tunnel to connect the toll plaza and Ap Lei Chau - with stops for Ocean Park, Wong Chuk Hang and Lei Tung in between. A bridge will be constructed between Ap Lei Chau and Wong Chuk Hang alongside the existing Ap Lei Chau Bridge.

"If the underground option is chosen, tourists heading to Southern District from Admiralty will miss the chance to enjoy the beautiful overview of the district," Mr Tang said.

The company yesterday also revealed its initial planning for the location of stations and exits for the four stops along the South Island Line (East), which will begin at Admiralty.

It proposes that an exit for Ocean Park would be put at the former site of the Hong Kong School of Motoring. Three exits would be provided for Lei Tung - at Yue On Estate, near Main Street Ap Lei Chau and at Lei Tung Estate. Two exits are planned for Wong Chuk Hang - in Heung Yip Road near Police School Road and another near Nam Long Shan Road.

Two exits are proposed for South Horizons, both along South Horizons Drive.

Mr Tang said consultations would be conducted next month and in April to collect the opinions of residents who lived along the line.

"We will seek their views on train stations, location of exits for all train stops and the method of construction," he said.

"The opinions collected will be used for our reference and consideration."

The first consultation will be held on March 10 at South Horizons.

The rail company plans to invite tenders for the project in 2010 and start construction in 2011. It will complete the project in 2015, according to the proposed timetable.

District councillor Chai Man-hon said the MTR Corp should not wait until 2015 to complete the rail extension because hotel projects at Ocean Park would be completed in 2011.

"Many more tourists will come to Southern District and it is important that we have timely traffic measures for the increasing number of visitors," he said.

District councillor Tsui Yuen-wa said he was disappointed there were no detailed plans for bridges connecting Wong Chuk Hang station and nearby residential areas and hotels. District councillor Fung Wai-kwong expressed concern that the project would cause noise problems for South Horizons residents because the proposed exits were close to residential areas.

Proposed Stations' Access Points for SIL:

South Horizon - 2 Access Points
(South Horizon by Blk 2 and Ap Lei Chau Est near Lei Yee Hse/Market)
http://mtr.com.hk/eng/projects/images/sil_soh.jpg

Lei Tung - 3 Access Points (Ap Lei Chau Main Street near Hing Fat Street, Yue On Court at Centre court & Lei Tung Estate near Tung Sing Hse.)
http://mtr.com.hk/eng/projects/images/sil_let.jpg

Wong Chuk Hang - 2 Access Points (Near Nam Long Shan Road and west of Police School Road)
http://mtr.com.hk/eng/projects/images/sil_wch.jpg

Ocean Park - 1 Main Station (In front of existing Ocean Park Entrance)
http://mtr.com.hk/eng/projects/images/sil_ocp.jpg

More details can be seen at:
http://mtr.com.hk/eng/projects/future_wil_sil_east_proposal.html

http://www.hyd.gov.hk/eng/major/road/rail/sil/images/popup_e.jpg

港 府 及 港 鐵 兩 大 技 術 問 題 為 由
跑 馬 地 建 港 鐵 站 再 遭 否 決

http://appledaily.atnext.com/images/apple-photos/apple/20080428/large/A10_03_a.gif

【 記 者 呂 焯 均 報 道 】 運 輸 及 房 屋 局 與 港 鐵 不 賣 馬 會 的 賬 。 馬 會 因 為 南 港 島 線 不 設 跑 馬 地 馬 場 站 ， 與 港 鐵 和 運 輸 及 房 屋 局 局 長 鄭 汝 樺 翻 臉 ， 後 來 港 鐵 及 鄭 汝 樺 讓 步 ， 願 再 研 究 ， 但 運 輸 及 房 屋 局 和 港 鐵 將 於 周 五 將 向 立 法 會 交 代 初 步 研 究 結 果 ， 以 土 質 鬆 軟 和 工 程 會 增 加 跑 馬 地 塞 車 兩 大 技 術 理 由 ， 再 次 否 定 建 馬 場 站 的 可 行 性 。



與 馬 會 激 烈 爭 論

鄭 汝 樺 按 照 特 首 曾 蔭 權 施 政 報 告 的 指 示 ， 去 年 底 至 今 年 初 接 連 公 佈 落 實 推 行 南 港 島 線 和 廣 深 高 速 鐵 路 等 千 億 元 基 建 大 計 。 其 中 南 港 島 線 2015 年 通 車 ， 由 金 鐘 往 海 怡 半 島 ， 長 7 公 里 。 但 在 走 線 方 面 與 馬 會 發 生 激 烈 爭 論 ， 鄭 汝 樺 接 納 港 鐵 意 見 ， 指 在 跑 馬 地 馬 場 建 站 存 有 技 術 問 題 ， 除 非 馬 會 全 資 負 責 13 億 元 建 造 費 ， 否 則 不 考 慮 建 馬 場 站 。 馬 會 行 政 總 裁 應 家 柏 罕 有 地 隨 即 公 開 炮 轟 政 府 偏 幫 港 鐵 。 之 後 港 鐵 應 運 輸 及 房 屋 局 指 示 ， 在 今 年 6 月 底 前 與 馬 會 再 商 討 是 否 建 馬 場 站 。



「 發 現 土 質 唔 適 合 」

據 悉 ， 港 鐵 採 取 新 策 略 ， 分 開 建 造 費 與 工 程 可 行 性 問 題 ， 不 跟 馬 會 談 錢 ， 先 研 究 技 術 可 行 性 。 消 息 說 ， 「 其 實 港 鐵 之 前 已 經 初 步 研 究 過 ， 發 現 土 質 唔 適 合 。 」 經 過 約 三 個 月 ， 研 究 結 果 依 然 顯 示 工 程 存 在 兩 大 技 術 問 題 ， 一 是 區 內 土 地 地 質 鬆 軟 ， 不 宜 興 建 地 底 車 站 ； 二 是 施 工 時 ， 車 輛 唯 一 進 出 跑 馬 地 的 黃 泥 涌 道 必 受 影 響 ， 會 釀 成 嚴 重 交 通 阻 塞 ， 故 認 為 建 站 不 可 行 。
灣 仔 區 議 會 規 劃 發 展 及 交 通 委 員 會 成 員 黃 楚 峰 說 ， 去 年 12 月 政 府 宣 佈 推 行 南 港 島 線 計 劃 後 ， 區 議 會 已 通 過 動 議 ， 要 求 設 馬 場 站 ， 解 決 跑 馬 地 交 通 ， 經 常 因 為 香 港 仔 隧 道 塞 車 的 車 龍 影 響 。 他 指 若 有 技 術 困 難 ， 港 鐵 必 須 向 區 議 會 解 釋 。 馬 會 發 言 人 回 應 說 ， 政 府 應 該 考 慮 整 體 需 要 。

It's quite sad to see they finally ruin the South Island Line project. Admiralty station will be in chaos in peak hours. Also, there will be no possible ways to have future extension or extra station in the next 100 years.





The West Island Line is good though.

The nightmare traffic jam on every Wednesday will never go away then.

Maybe we should move the racecourse out of the city heart.... or the Jockey Club should not hold races at Happy Valley on Wednesday night.

I am not an expert on the structural engineering aspects, but isn't it possible to drill the tunnel going through Happy Valley anyway, and then decide later whether to build a station there? It looks like the length of the tunnel is nearly the same whether or not it goes under Happy Valley.

The government wants to use the lowest budget to build the line and cancel the Wan Chai Station.

This line really needs a Wan Chai Station not just because of the extra chaos brought to the busy Admiralty Station. If they build a Wan Chai Station, there will be much more flexibility in future planning, such as to build that reserved Happy Valley Station, or an extension to Central, or even to merge both sections of the South Island Line via the Central-Western area.

Indeed, it is crazy to pile everything up in Admirality. Hong Kong is not poor; neither is Hong Kong inexperienced with extreme engineering. It is just foolishly short-sighted to have a terminus at the Admirality station without the Happy Valley stop.

Being rich is not the same as wreckless spending. I don't see the rationale of changing an alignment to include a station that may not be financially viable. Curing congestion at Admiralty and Wan Chai is not the same as building a Happy Valley station.

Happy Valley needs an MTR station. As Pax Sinica said earlier, it is not exactly wise to route so many lines through the Admirality stop. Any place as the location for a major entertainment venue in Western Europe with population and traffic densities similar to Happy Valley´s will immediately warrant a metro stop. Remember the whole debate on bus/rail development in Hong Kong with the majority of forumers supporting a rail-orientated development strategy? In Western Europe, metro is the primary transportation means to bring people to and from trade fair grounds, stadiums, theme parks, etc.

The section of Tsuen Wan line underneath Nathan Rd to Admiralty is very overcrowded, even outside of peak hours.

For a "long term vision", I'm thinking of extending Kwun Tong line from YMT to TST (instead of whampoa), then cross the harbour adjacent to TW line, but instead of "bending" towards Admiralty, it can keep going straight, pass through and interchange Wan Chai station, then keep going south and "become" the south island line.

If 8 cars is too many for the South I line, then maybe the Kwun Tong line can have a station a Wan Chai, then bend towards east and have a station at Causeway Bay.

Happy Valley needs an MTR station. As Pax Sinica said earlier, it is not exactly wise to route so many lines through the Admirality stop. Any place as the location for a major entertainment venue in Western Europe with population and traffic densities similar to Happy Valley´s will immediately warrant a metro stop. Remember the whole debate on bus/rail development in Hong Kong with the majority of forumers supporting a rail-orientated development strategy? In Western Europe, metro is the primary transportation means to bring people to and from trade fair grounds, stadiums, theme parks, etc.

The problem is the residents don't want redevelopment in Happy Valley. It's an upscale area, and replacing the existing stock of lower-height buildings with the typical tall skyscraper forest to make the station viable is not going to sit well. Also, my understanding is that besides the racing days when the station will be very busy, people in the area are wealthy enough to travel by other means and don't need cheap mass transport.

It is about getting people in and out of the race course without the traffic jam the area is experiencing today during the race days. It is not about turning the area into a higher density one. Therefore, it makes sense to include a stop in HV on the SIL.

It is about getting people in and out of the race course without the traffic jam the area is experiencing today during the race days. It is not about turning the area into a higher density one. Therefore, it makes sense to include a stop in HV on the SIL.

The MTR was not willing to make a station just to make race days easier. That's why they asked the Jockey Club to foot the bill for the cost, which was obviously not looked upon in kind. If the MTR needs to pay the cost at the end of the day, then they will go back to the property development model like all its other lines (ie. a few big towers on top of / around stations), or ask the government for a one-off grant. So far it looks like the property development model is more likely.

Here we go with the flawed MTR development/expansion strategy again.

Here we go with the flawed MTR development/expansion strategy again.

Building a station in Happy Valley largely benefits the jockey club, why should MTR be bothered to build a station that they've obviously found to be economically disadvantageous? As much as we want corporations to work for us, in the end, they're about making money (to my disdain sometimes, skyscraper walls being a prime example) and have no obligation to make it easier to people to get to the horse races.

Like hkskyline said, the only way MTR can recover the cost of building the extension into Happy Valley would be property development, but we all know, as well, how the public and people like me view them. They'll turn it into another nasty 50 storey, 30 block monotonous monster.

If it is done properly, it will also benefit the area because the area will no longer have to deal with traffic congestions. It is not a spur line we are talking about here; what we are talking about taking a station away from a brand new line in the planning stage.

The key difference is the local residents rather have no station, put up with traffic congestion, than densification of their exclusive enclave.

I have been advocating for the construction of the station WITHOUT the monster tower blocks.

^^ Then what's MTR's incentive to build an extension there? Even if the residents are ok with having one without the subsequent property developments, MTR will have to foot the bill since the Jockey Club refuses to pay for it, and the government is unlikely to provide a grant. This means that the portion of the line (which is quite long by HK standards as well, I think) will incur costs that will take years to recover is dependent on revenue generated at the station alone.

Moreover, I'm not certain about this, but perhaps the projected average daily passenger traffic will not be high at all, since the station will clearly serve the race course, which means it will experience peaks only on race days.

^^^ In general, public transportation should be built to benefit the whole society as a whole, such as reducing traffic congestion, regardless of the operation and construction cost for the rail.

However, the construction for MTR in HK is profit driven for the most part, serving the society isn't the priority.

Many subway/commuter rail stations in Western Europe serving football stadia, trade fair grounds, etc. just sit empty on non event days. Quite a few newspaper commentaries in Hong Kong in the recent years have been advocating for a less commercial nature of the rail development strategy to benefit the overall society. The government should pay for the construction of the HV stop since the government is also benefited from the local horse racing industry financially. By the way, let us get real here, HV is not exactly an uber exclusive enclave like St. Tropez. How exclusive is the district really when it has a monstrous hippodrome sitting right in the heart of it?

Another red light for Happy Valley station
30 April 2008
South China Morning Post

The MTR Corp says planning and design work on its South Island line has found that adding a station at Happy Valley would cause traffic chaos for residents and be much more expensive and time consuming than previously thought.

In the latest document submitted to the Legislative Council's railway subcommittee, the Transport and Housing Bureau said the rail company had identified four possible locations for a station.

The four locations proposed would increase the cost of the HK$9.5 billion project by between HK$1.6 billion and HK$2.8 billion - much higher than the MTR Corp's first estimate of HK$1.3 billion.

It would also extend the construction period by up to 31 months and add an extra 2.5km to the 7km-extension, which will connect South Horizons in Ap Lei Chau to Admiralty.

The four options include a cavern built 70 metres under Fung Tai Terrace, at the Happy Valley tram terminus, a station in the racecourse and one adjacent to the grandstand of the Jockey Club.

This latter option would be the most expensive, as well as adding more than 2.5 minutes to the nine-minute journey between the four stations in Southern district and Admiralty.

District councillors and many residents in Happy Valley have been pushing for a station. The bureau has not yet ruled out a station, but apparently it does not favour any of the options because it said they would cause serious traffic disruptions during construction, require resumption of private land, or would have fire and evacuation implications.

The document did not mention who would pay for the station. The government previously said the Jockey Club should foot the bill as it would benefit most, while the club has argued it is wrong in principle for it to subsidise a listed company for construction of a public railway.

A Jockey Club spokesman said the club was happy the MTR Corp had identified possible locations for the station and it still believed a station would benefit the community at large. But the club was concerned that the rail company required a temporary access bridge across the racetrack in one option, which would pose a high risk to horses and riders.

The MTR won't go making a loss by building stuff they don't think is profitable. MTR is a listed company on the stock exchange and managers must try to maximize their profit and please shareholders. The MTR is one of the very few (if not the only) underground railway companies that can make a profit, and it does so by utilising the space above stations. It could be profitable for MTR to build monster blocks in happy valley to make up the loss, but then it would ruin the area. I don't see how they can protect shareholders' welfare while benefiting the whole society by building a station without the typical monster blocks above it.

It is time for the government to step in. At the end of the day, it is the responsibility of the government to develop the infrastructure.

It was the decision of the government to privatize MTR corp. The government do try to limit development rights I suppose. Anybody has more information about that?

What I have been saying is that the government should give MTR the extra funds needed to build the extra tracks to and from the HV station and the actual HV station itself. I think people do not read what I say; I said that the government is also benefitted from the local racing industry finanically. According to the latest article posted on here, people living in HV actually welcome the MTR stop. Plus, the Shatin-Central link might actually have the terminus at the Wanchai stop. In this scheme, the new Island line via HV terminates at Wanchai will connect with the Shatin-Central link and consequently form a brand-new axis. The whole talk about how wrong it is for the government to subsidize private companies to make money is just baloney. The government has been helping local real estate development firms to make tons of money for ages. MTR and HKJC represent some of the most important sectors in the Hong Kong economy.

That is using public reserve money to help a private money to make more money.

^^ right, while that is doable, who knows what the public reaction would ebe if something like that were to happen.

What is the development model/strategy of the Singapore metro system?

What is the development model/strategy of the Singapore metro system?

The MRT has 64 operating stations with 109.4 kilometres of lines and operates on standard gauge. The rail lines have been constructed by the Land Transport Authority, a department of the government of Singapore, which allocates operating concessions to the profit-based corporations SMRT Corporation and SBS Transit. These operators also run bus and taxi services, thus ensuring that there is a full integration of public transport services.

Is this the answer you're looking for?

No, the description is about the operations of MRT. I wonder whether MRT will only build a station when the corporation can build a monstrous estate on top of the station.

I THINK that the infrastructure is built by the government and the operations alone is awarded to the corporation which also happen to run other public transport services, so the corporations didn't have to lose the capital of building the infrastructure unlike in Hong Kong. Correct me if I am wrong.

Hong Kong should really look into such model.

Hong Kong should really look into such model.

You mean the government should buy MTR corp back?

I THINK that the infrastructure is built by the government and the operations alone is awarded to the corporation which also happen to run other public transport services, so the corporations didn't have to lose the capital of building the infrastructure unlike in Hong Kong. Correct me if I am wrong.

From what I understand, Singapore MRT runs just as you described. The government builds the hardware, and awards operation service right to the SMRT. The new GZ-SZ-HK high speed rail will be built in this mode.

Singapore system works because other modes of transportation are also operated by SMRT (or SBS) which can easily corporate each other to maximize the profit and minimize resources at the same time. They are all linked together with no competitors.

It doesn't happen that way in HK. MTRC only operates the rail for the most part and everything else are operated by other private operators. If the government were paying to construct the right of way and has MTRC operate, then KMB, CTB, NWFB, etc. etc. etc. should be treated the same to have a fair market.

It doesn't happen that way in HK. MTRC only operates the rail for the most part and everything else are operated by other private operators. If the government were paying to construct the right of way and has MTRC operate, then KMB, CTB, NWFB, etc. etc. etc. should be treated the same to have a fair market.

The government constructs the roads, the bus lanes and sets up the bus stops for the bus operators.

The government should have kept the tracks instead of privatizing them along with MTR Corporation.

To my understanding, the government does not build roads solely for bus companies, and they recover the costs through licensing fees and other taxes on vehicles.

I mentioned "roads, bus lanes and bus stops."

I mentioned "roads, bus lanes and bus stops."

They aren't exclusively for bus use.

Roads are shared.

Bus lanes are only available at where congestion is serious, so that bus service can run with minimal disruption. Roads usually do not get built with the bus lane, but to stripe one out of three when the needs come.

Many bus stops in HK are curb side only on the left-most lane. Any bus bays are mainly design to maintain traffic flow on the road while buses can pick up and delight passengers. They are not purposely designed to benefit bus operations.

It's just like any other traffic feature. There are bus bays just as there are parking signs for cars only.

3,000 Sai Wan residents oppose proposed MTR ventilation shaft
27 March 2008
South China Morning Post

About 3,000 residents in Sai Wan are dissatisfied with a proposed ventilation shaft on the MTR West Island line, saying it would pollute the air and make the road surface hotter.

Hui Kwan-ying, representative of the Hill Road residents, complained to legislators yesterday that the MTR Corporation had not listened to their opinions regarding the proposed ventilation shaft.

"The MTR told us it was impossible to move the ventilation shaft to another area as it would be too far away from the proposed [University of Hong Kong] station," Ms Hui said.

"We think it is totally possible to move it, but it is just that the rail company is not willing to pay a bit more money."

She said Hill Road was like a basin and is covered by a flyover, so the air going though the proposed ventilation shaft, which would be located near three apartment blocks, would be trapped and inhaled.

"Whenever there is a construction project, the area around the [project] smells bad," she said. "If the proposed ventilation shaft goes into service, we will suffer from the polluted air emitted by the shaft from 6am to midnight every day."

Ventilation shafts are a necessary part of an underground railway system as they provide sufficient air flow for tunnels and stations, according to the MTR Corp.

The West Rail Concern Group said the air flowing out of the ventilation shaft was 3 degrees Celsius hotter than that of the nearby area. Ms Hui, also a spokeswoman for the group, said the shaft would force residents to keep their windows shut at all times.

She added that the shaft, which is the size of a two-storey building, would block Hill Road and cause great inconvenience to passers-by.

The group suggested moving the ventilation shaft to the intersection of Hill Road and Des Voeux Road West, or near the Haking Wong Building on the University of Hong Kong campus.

It suggested installing fans to blow the air farther up the proposed ventilation shaft to exit elsewhere.

However, an MTR Corp spokeswoman said the suggested locations were not feasible as they were about 400 metres from the proposed university station.

"Installing fans is not a viable method of ventilation," she said. "It is not sustainable, either, because it would waste a lot of energy."

She said that as the West Island Line was an electric railway, no combustion of fossil fuels were involved.

"The air is not hazardous to humans," the spokeswoman said. "We hope the residents can accept this, as the line aims to bring them more convenient transport."

It suggested installing fans to blow the air farther up the proposed ventilation shaft to exit elsewhere.

If they had a slight knowledge of fluid mechanics, they would know that a forced plume would actually make the hot air travel less distance!!!! A gentle release of hot air will actually enable hot air to travel up for a long long distance.

If they had a slight knowledge of fluid mechanics, they would know that a forced plume would actually make the hot air travel less distance!!!! A gentle release of hot air will actually enable hot air to travel up for a long long distance.

If general public understood this concept, you would not get a job. :lol:

If general public understood this concept, you would not get a job. :lol:

lol good one!!

If general public understood this concept, you would not get a job. :lol:


hahahahaha i totally agree:lol:

If they had a slight knowledge of fluid mechanics, they would know that a forced plume would actually make the hot air travel less distance!!!! A gentle release of hot air will actually enable hot air to travel up for a long long distance.

Another perfect example of how total ignorance can lead to some misguided opinions.

But shouldn't even a regular person know that hot air generally drifts upwards?

建西港島線炸藥存過夜
27/07/2008
http://the-sun.on.cc/channels/img/endmarker.gif

【本報訊】西港島線全線在地底行走，需要爆破興建隧道，所需炸藥會存放在域多利道附近地底火藥庫，港鐵早前表示，炸藥不會存放過夜，居民本來鬆一口氣，但港鐵最近改變初衷，指炸藥要存放過夜，居民勢將提心吊膽，無覺好峩。

港鐵在五月提交環境保護署的環境影響評估報告指出，存放在火藥庫的炸藥不用過夜，但及後與土木工程拓展署礦務部商討過後，認為有需要存放過夜，故已於六月撤回該報告，稍後再重新提交環保署審議。

港鐵解釋，每日早上和黃昏都會爆破，由於運送炸藥的時間有限制，故炸藥需要存放過夜，但強調火藥庫已遠離民居，並相對地接近施工地點，盡量縮短運送炸藥路程。

中西區區議員稱，居民一直擔心火藥庫問題，包括炸藥存量、運輸方法和路程、爆破地點等，但港鐵未有詳細交代。

Nod for rail line, but stops up in air Exco split on Happy Valley station
19 December 2007
South China Morning Post

http://orientaldaily.on.cc/photo/20071219/new/1219nhko27b1.jpg

The Executive Council has given approval for the long-awaited South Island (East) railway line but members remain divided over whether it should include a station at Happy Valley, sources say.

However, some members suggested the MTR should further study the option of including Happy Valley, following the example of the East Rail's Racecourse station, which serves the Sha Tin course.

Southern District councillor Chai Man-hon said he had no objection to Happy Valley being included provided the discussion did not cause too much delay.

Has any decision been made yet on Happy Valley? I thought this options were to be studied, reported on and decided by mid 2008?

double

Has any decision been made yet on Happy Valley? I thought this options were to be studied, reported on and decided by mid 2008?

I haven't picked up anything on that plan of late.

Ok, but can you pls confirm that a decision was meant to be made by mid 2008 (end of July I had thought)? Or am I wrong and it is sometime later?

Underground plea on South Island Line
Hong Kong Standard
Wednesday, September 03, 2008

Those living on nine estates in Southern District are calling for the proposed South Island Line to be put underground, claiming an elevated railway will ruin the beautiful coastline, generate noise and interfere with tourism projects.

"Although there have been minor disagreements, residents from nine major housing estates agree in principle that the entire line be put underground," Nelson Yeung Wai-ki, the coordinator of the alliance of estate residents, said yesterday.

Yeung said estate representatives have yet to receive replies from letters posted to the MTR Corp and Secretary for Transport and Housing Eva Cheng Yu-wah.

But with the second round of public consultations due to start on September 12, Yeung said the community is preparing protests and other actions if their recommendations are not accepted.

Southern district councillor and chairman of the traffic and transport committee, Leung Ho-kwan, said the concerns over noise and vibration are of vital importance to residents, many of whom purchased their flats before the line was proposed.

Although there are no official figures, it is estimated that the call by Southern residents may add HK$2 billion to the project's HK$7 billion price tag.

^^:?:?:?:?:?:?:?

Which section are we talking about here?
The confirmed eastern section (Admiralty <> South Horizon)?
Or the still going around western section (University <> Wong Chuk Hang)?

I thought the alignment and profile for the western section is done. It's going to be underground between Admiralty and Aberdeen Tunnel, then be elevated at Ocean Park and Wong Chuk Hang above the existing Heung Yip Road open channel and continues crossing Aberdeen Typhoon Shelter adjacent and parallel to the existing Ap Lei Chau Bridge. It then goes back underground / under the hills on Ap Lei Chau for Lei Tung and keep descending under Ap Lei Chau Estate which will be the South Horizon terminus.

There is no coastline for this section at all....... Cut and Cover isn't going to work in such a densely developed area. Only TBM is feasible. Putting the rail underground in Wong Chuk Hang and crossing the Aberdeen Typhoon Shelter is just going to be extremely costly. Moreover, I would think the elevation is going to be too low for Lei Tung Station just before/after crossing Aberdeen Typhoon Shelter under the sea bed. It is probably not even technically possible, unless Lei Tung is eliminated (again.)

On the other hands, I also thought the western section between is going to sit inland and be underground the whole way, or maybe just a little elevated section behind Cyberport (as I remember.) There is no way it is going to be elevated the whole way going around the island's nose, and it is just going to be the most direct way to travel south between University and Cyberport. Where did the coastline suggestion come from?

As a Southern District resident, I don't think we can wait for more delay because of some stupid nonsense reasons to have a whole underground system at a significantly higher cost of construction.

MTR Corp insists on viaduct, not tunnel, for South Island Line
13 September 2008
South China Morning Post

The MTR Corporation is determined to build a viaduct for the eastern section of its new South Island Line despite residents' concerns about noise and views.

The rail company yesterday ruled out the possibility of a tunnel to link Aberdeen Tunnel toll plaza with Ap Lei Chau, which was proposed by residents in the first round of public consultation to minimise the project's impact.

Senior co-ordinating engineer Tang Pak-hung said at a Southern District Council meeting that a tunnel was "technically unfeasible" as part of it would have to go as deep as 60 to 80 metres underground at some points because of rock at some sites.

In addition, more land would be needed to build ventilation facilities and flood-proof water gates, he said. "After comparing several plans, we tend to adopt the idea of a viaduct," Mr Tang told the district councillors.

Some councillors expressed concern about train noise and degradation of views from a giant viaduct. "Many residents along the South Island Line had hoped for a tunnel. I must say we are very disappointed with the company's opting for a viaduct," district councillor Ronald Chan Ngok-pang said.

The MTR Corp said it would adopt various measures to minimise the impact, including using the latest type of trains, rubber-inlaid tracks and soundproof screens.

During the meeting, the company also revealed the latest changes to some of the exit locations along the eastern part of the South Island Line, which will link Admiralty and Ap Lei Chau. It proposed an exit at Tung Ping House in Lei Tung Estate to replace the original planned exit at Yue On Court.

It suggested that both exits at South Horizons be moved to Yi Nam Road and a footbridge from Ap Lei Chau Estate to the station be built for pedestrians.

A traffic hub is proposed for Wong Chuk Hang station, which would be an interchange for the east and west sections of the South Island Line.

To cross Aberdeen Harbour, a rail bridge will be constructed alongside the Ap Lei Chau road bridge.

"It can be either a bridge with a similar style to the one next to it, or a totally different one that will serve as a landmark," Mr Tang said.

Basically its the Chinese version of what SCMP reported above ^^.

A thing to add is the reason of relocating the South Horizon station is because of the numerous amount of high voltage underground power line at the first location. Relocating these power lines will delay the station construction for approx. 39 months, and due open in 2018.

And a picture to show the "landmark" water crossing between Aberdeen and Ap Lei Chau. IMO, please don't even consider that cable-stayed bridge, it's just doesn't match the surrounding!!!!!!! Why the hell you need a cable-stayed bridge when you can use a simple span across the 200m gap. :ohno::ohno::ohno:
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港鐵海怡半島站或遷址
地下電纜多 原址興建要延遲3年

【明報專訊】經過進一步勘察，港鐵發現位於鴨婣洲鸷的南港島線海怡半島站地下有多組電纜，需要逾3年遷移才能建站，遂建議把車站南移約120米，否則海怡半島站需延至2018年才能通車。另港鐵堅持部分路段以架空形式興建較理想，因以隧道形式興建，因要臨時佔用多幅土地，要封閉香港仔海峽約三分二航道，工程會延遲3至4年。

港鐵昨日就修訂南港島線的方案，諮詢南區區議會；擬建的南港島線中由海洋公園站、黃竹坑站以至跨越香港仔海峽一段，均以高架橋形式興建，至於地勢較高的利東站和海怡半島站之間的鐵路則在地下隧道行駛。

港鐵項目統籌經理鄧伯洪解釋，若全段鐵路皆以隧道興建，首先要把黃竹坑車廠設於地面約30多米的地下車廠，車道要進一步下降約14米，挖掘約1000萬平方呎的泥石，工程將延遲3至4年。

港鐵堅持興建高架橋

在興建隧道期間，亦需佔用警察訓練學校約16萬方呎的用地，並要臨時清拆戰術訓練大樓，至於過海段的3年動工期間，需封閉香港仔海峽約三分之二的面積，航道將由現時的130米減至35米，影響航道籝通，「這些影響是無法用金錢計算」。鄧伯洪又指暫未能估算隧道與高架橋的造價分別。但陳岳鵬、羅錦洪等多名南區區議員表示居民一直期望南海島線全以隧道形式興建，擔心高架橋無論在景觀、噪音及居民私隱上皆造成影響。

另外，經過逾半年的公眾諮詢，港鐵建議更改車站的初步設計(見圖)，其中海怡半島站因地下存多組電纜，供應港島近三分一的電量，需約39個月遷移，「該處涉高壓電纜，較一般管線改道工程複雜，需擇時而行」，他建議可把車站改建為淺車站(離地面較淺)，並南移120米至海怡半島第三期位置，但鴨婣洲鸷居民則需多走約數分鐘路程，「但其他區居民的路程卻縮短了，所以整體影響不大」。

鄧伯洪表示，若堅持車站原址，可分階段落成南港島線，即海怡半島站延至2018年通車，但區議員馮煒光及林啟暉皆反對延遲通車。

此外，港鐵擬優化黃竹坑站、更改利東站及深化漁安苑的隧道，又建議把南風段的隧道出口改至聖保祿小學旁的空地，以減少收地、賠償等影響工程的因素。

http://www.mingpaonews.com/20080913/13GHX.gif

Still no decision on a Happy Valley station???

Still no decision on a Happy Valley station???

No. But more likely a silent "No."

Subway plan takes the lead at Happy Valley

Bonnie Chen
The Standard
Wednesday, October 08, 2008

The government is considering building a subway instead of an MTR station to link Happy Valley to Causeway Bay, a source said.
MTR Corp, according to the source, is likely to give up the idea of a station at the racecourse because the government believes it is better to link Happy Valley to popular areas in Causeway Bay, such as Times Square and Victoria Park, through a subway system.

The subway plan also includes building a mall.

"It is technically more viable to do so," said the source, who explained that if the MTRC was to build a station at the racecourse, the railway would have to pass through narrow Wong Nei Chung Road.

"We would need to block one lane for construction and keep the other open for traffic."

The new plan is also more economically sound, the source said, because it is easier to build a subway than a railway.

As well as generating revenue from shops through rentals, the project would give Happy Valley residents easier access to Causeway Bay.

The government has allotted HK$7 billion to building the South Island Line, which will link Aberdeen with Admiralty.

However, it will not pass through Happy Valley despite a request from the Hong Kong Jockey Club.

The club is not keen to pay HK$1.3 billion for a station at the racecourse.

It will take only nine minutes to travel from South Horizons in Ap Lei Chau to Admiralty when the line is completed in 2015, but 11.5 minutes if it were to pass through Happy Valley.

The railway would have to be extended from seven to nine kilometers.

The government believes the 19,000 people living in Happy Valley by 2016 will not need an MTR link.

Happy Valley residents have yet to reach a consensus over the building of an MTR station.

While some favor it because of convenience, others do not want to be put out by the construction.

What is "Subway" exactly for the HV station or extension? "Subway" in New York is MTR in HK.

What is "Subway" exactly for the HV station or extension? "Subway" in New York is MTR in HK.

"Subway" stands for pedestrian underground walkway in HK/British English.
It has nothing to do with railway.

And just for reference, that's what the traffic arrangements and roadway impact on a almost weekly basis since don't know how many decades ago whenever there is an event occurs at Happy Valley as shown below. This is for the horse race on tomorrow night (Wednesday, Oct. 8, 2008) which won't even be a full house.

Traffic arrangements for race meeting in Happy Valley
*****************************************************

Special traffic arrangements will be implemented at Happy Valley tomorrow evening (October 8) to minimise the inconvenience caused by traffic diversions to road users.

The arrangements will come into effect one and a half hours before the start of the first race and will last until the crowds have dispersed after the race meeting.

A. Traffic arrangements before the commencement of the first race

1. Closure of roads
(a) A section of southbound Wong Nai Chung Road between Queen's Road East and the up ramp outside Hong Kong Jockey Club except for vehicles to Aberdeen Tunnel.

2. Traffic diversions
(a) A section of southbound Wong Nai Chung Road between Village Road and Queen's Road East will be re-routed one way northbound;

(b) Vehicles from Queen's Road East heading for Wan Chai and Happy Valley will be diverted to turn left onto Morrison Hill Road;

(c) Southbound vehicular traffic on Morrison Hill Road heading for Happy Valley will be diverted via Sports Road and Wong Nai Chung Road;

(d) Vehicular traffic on Queen's Road East will be banned from turning right onto Wong Nai Chung Road except for access to Aberdeen Tunnel;

(e) Vehicular traffic on Canal Road Flyover from Cross Harbour Tunnel heading for Queen's Road East will be diverted via the down ramp to Morrison Hill Road to turn right at the junction of Wong Nai Chung Road, Morrison Hill Road and Queen's Road East; and

(f) Vehicular traffic on Canal Road Flyover from Cross Harbour Tunnel heading for Hong Kong Jockey Club will be diverted via the down ramp leading to Canal Road East, southbound Morrison Hill Road to turn left onto Sports Road and Wong Nai Chung Road.

B. Traffic arrangements during the race meeting

1. Closure of roads

(a) A section of southbound Morrison Hill Road for Aberdeen Tunnel between Queen's Road East and Leighton Road.

The following road closures will come into effect 35 minutes before the last race:

(a) The up ramp to Aberdeen Tunnel outside Hong Kong Jockey Club;

(b) A section of southbound Wong Nai Chung Road between Queen's Road East and the up ramp outside Hong Kong Jockey Club; and

(c) A section of southbound Wong Nai Chung Road between Village Road and Public Stands.

The following road closures will come into effect 10 minutes before the last race:

(a) A section of southbound Wong Nai Chung Road between Public Stands and the up ramp outside Hong Kong Jockey Club.

2. Traffic diversions

The following traffic diversions will come into effect 35 minutes before the last race:

(a) Vehicular traffic on eastbound Queen's Road East will be reduced to one traffic lane heading for northbound Canal Road Flyover at its junction with Morrison Hill Road;

(b) Vehicular traffic on Canal Road Flyover from Cross Harbour Tunnel heading for Wan Chai will be diverted via the down ramp leading to Canal Road East to U-turn at the underneath of Canal Road Flyover onto Canal Road West and Hennessy Road;

(c) Vehicular traffic on Canal Road Flyover from Cross Harbour Tunnel heading for Hong Kong Jockey Club will be diverted via the down ramp leading to eastbound Canal Road East, Leighton Road and Wong Nai Chung Road;

(d) A section of Leighton Road between Morrison Hill Road and Wong Nai Chung Road will be diverted one way eastward.

C. Parking spaces and taxi stand

The public carpark on Wong Nai Chung Road and the taxi stand on Sung Tak Street will be suspended from 11 am to 7 pm during day racing; from 4.30 pm to 12 am during evening racing and from 5 pm to 12 am during night racing respectively.

Any vehicles found illegally parked within the precinct of the above affected areas will be towed away without prior notice.

Appropriate traffic signs will be put up and Police will be on hand to direct motorists.

Police appeal to people going to the Happy Valley Racecourse for the race meeting or the Sha Tin Racecourse for cross betting to make maximum use of public transport.

Parking spaces in the two racecourses are available only to holders of appropriate permits issued by the Hong Kong Jockey Club and any vehicles illegally parked will be towed away.

Police Report No. 1

Ends/Tuesday, October 7, 2008
Issued at HKT 13:47

NNNN
Quoted from http://www.info.gov.hk/gia/general/200810/07/P200810070121.htm

Yes, Hong Kong follows British English. In London you'll also notice these underpasses are also called 'subways'.

LCQ16: Ventilation shaft of West Hong Kong Island Line
Wednesday, October 29, 2008
Government Press Release

Following is a question by the Hon Andrew Cheng Kar-foo and a written reply by the Secretary for Transport and Housing, Ms Eva Cheng, at the Legislative Council meeting today (October 29):

Question:

I have received complaints from residents of the Central and Western District that the vent shaft of the West Hong Kong Island Line proposed to be built by the MTR Corporation Limited (MTRCL) at Hill Road will cause noise and air pollution nuisance to residents nearby. In this connection, will the Government inform this Council whether:

(a) it has found out from MTRCL the impact of the vent shaft on the local environment, including the environmental impact data in terms of air quality and noise, etc.; if not, of the reasons for that; and

(b) it has suggested to MTRCL to relocate the vent shaft to another area; if it has, of the relevant details and the relocation cost involved; if not, the reasons for that?

Reply:

President,

The West Island Line (WIL) is an extension of the existing MTR Island Line from Sheung Wan to Kennedy Town with two intermediate stations at Sai Ying Pun and the University of Hong Kong. The MTRCL is now working on the detailed design of the WIL. According to its Project Proposal, there will be a ventilation shaft at Hill Road to serve the station at the University of Hong Kong. My reply to the questions regarding this proposed ventilation shaft is as follows:

a) Ventilation shafts are an integral part of an underground railway system. It will enable air exchanges inside the stations and tunnels with the outside areas. As the trains are powered by electricity, combustion of fossil fuels is not required and hence no harmful or hazardous gases are discharged. Furthermore, the rail tracks and tunnels are washed regularly in order to maintain the cleanliness of the railway.

Apart from that, the MTRCL has conducted air quality tests by setting up a monitoring point at an existing ventilation shaft of the Central Station. The dust level obtained from the monitoring point is very close to those readings obtained from a nearby roadside air quality station set up by the Environmental Protection Department (EPD). This has demonstrated that air exhausted from the ventilation shaft dose not cause any adverse impacts on the air quality of the surrounding areas.

In accordance with the Environmental Impact Assessment (EIA) Ordinance, the MTRCL has submitted the EIA report of the WIL to the EPD, and the report has been made available for public inspection. The report has addressed the key environmental impacts during the construction and operation of the WIL, including air quality, noise, etc. According to the report, the air quality inside railway stations and train compartments during peak hours complies with the Level 1 standard of the "Practice Note for Managing Air Quality in Air-conditioned Public Transport Facilities- Railways" issued by the EPD, i.e. the hourly average of carbon dioxide concentration should be less than 2,500 parts per million (ppm). This indicates that the quality of air exhausted from the stations and the tunnels through the ventilation shaft is good.

As far as noise is concerned, the operation of ventilation shafts has to comply with the requirements stipulated in the Noise Control Ordinance. The stations and the plant rooms that house the ventilation fans of the WIL are in general far below ground with some distance away from the ventilation shaft. Moreover, given that the exhaust air speed is not high and suitable acoustic systems are installed, the noise impact to the public in the vicinity is insignificant and is in compliance with the requirements under the EIA Ordinance.

As regards visual impact, the MTRCL will strive to reduce the scale of the ventilation shaft. Its outlook appearance will be designed to blend with the surroundings so that any visual impact will be minimized.

The Transport and Housing Bureau and the MTRCL have been in close liaison with the Central and Western District Council (C&WDC) and the residents. In order to ease residents' concerns about the proposed ventilation shaft, many briefings and site visits, including visits to ventilation facilities of current stations have been arranged for the members of the C&WDC and the residents.

b) Locations of ventilation shafts are constrained by the design and alignment of the railways. As the Western District is a densely populated area, it is difficult to find suitable locations for the railway facilities. The MTRCL has studied various alternative locations near Hill Road for setting up the ventilation shaft. The results of the study are attached (see Annex).

The above studies mainly concern technical problems and the impact on the residents rather than cost increase which may incur, which is not the major factor in the consideration. After assessing the various factors, the proposed location under the flyover at Hill Road is the more preferable option. As aforesaid, the MTRCL will make every effort to enhance the ventilation shaft structure and to design its external appearance to blend with the surroundings, with a view to minimizing any visual impacts.

MTR urged to speed up South Island line project
Hong Kong Standard
Monday, December 24, 2007

South island residents yesterday urged the speedy construction of the much delayed South Island line (East) and aired fears the lengthy discussion on an extra stop at the Happy Valley racecourse could slow progress.

Critics also voiced concerns at the possible unfair financial advantage the MTR Corporation (0066) could get by way of property development rights at two sites in Aberdeen.

At RTHK's City Forum yesterday, residents from Southern District called for the speedy construction of the railway to ease traffic congestion in Island South.

The HK$7 billion, seven-kilometer- long railway will run from Admiralty, via Ocean Park, Wong Chuk Hang and Lei Tung to South Horizons in Ap Lei Chau. Work is set to begin in 2011 with the line becoming operational in 2015.

Legco transport panel chairman Andrew Cheng Kar-foo said the 2015 deadline is a far cry from the scheduled date of 2008 when the South Island line was first mooted in the Railway Development Strategy report in 2000.

A proposed Happy Valley stop was scrapped as projections indicated a population of just 19,000 in the area. Instead, the Hong Kong Jockey Club proposed a stop at the racecourse.

However, Happy Valley residents pleaded for the stop to be reconsidered as the daily traffic jams during peak hours extended their journeys to nearby Wan Chai to around 50 minutes.

Southern district councillor Lam Kai-fai feared the debate over whether to build a stop at Happy Valley for residents or at the racecourse would further delay the project.

In reply, MTRC external affairs and government relations manager Maggie So Man-Kit said that, while the railway understood the needs of residents, the initial planning and design works would take at least three years.

Meanwhile, critics feared the land premium to be paid by the company to the government would be far less than what the site's value would be after the line was operational.

Cheng said the government should be careful in the funding of such projects, especially as the MTRC is a listed company. The government is expected to grant the MTRC property development rights to land in Wong Chuk Hang and Ocean Park, which is estimated at more than HK$30 billion.

The MTRC said that, after paying the land premium, the property sales profits would be split with developers and injected back into railway development.
Going back over the thread and having regard to the economic downturn, it would seem to be both politically and economically smart to bring forward the construction timeline to say mid 2009 rather than 2011. Especially given that this line has been previously delayed.

Designs have been ongoing since 2005 and detailed designs are surely quite advance by now even if some major issues such as the Happy Valley station (looking unlikely) or the location of a ventilation shaft are yet to be finalised.

港島線棄跑馬地站
經濟效益不高 工程時間緊迫


2009年1月14日




【明報專訊】南區居民望眼欲穿的南港島線東段即將完成設計，政府消息人士表示，由於經濟效益不高，加上工程時間緊迫，決定放棄興建跑馬地站。早前政府和港鐵均表示，希望馬會承擔跑馬地站的費用，但消息人士指放棄興建和「傾唔掂數」無關。灣仔區議會和馬會對此表示失望，有區議員更狠批政府漠視議會訴求。

指4方案均有大缺點

政府消息指出，建跑馬地站會令南港島線東段的竣工時間延遲10至31個月，成本增加約20億元，亦只能服務1.9萬人，認為跑馬地站4個方案都有缺點：在鳳輝台設站，離市中心太遠；馬會入口和跑馬地電車總站需要複雜改道；而在馬場內設站，除了與民居有距離外，更會影響賽事。消息人士說︰「建了鐵路，南區出中區的車流亦會減少，間接已幫到該區交通。」政府將會興建行人隧道，連接跑馬地及銅鑼灣，以疏導人流。

灣仔區會轟政府漠視訴求

灣仔區議會副主席吳錦津批評，區議會一直支持建站，但政府一意孤行，漠視議會意見。他又認為馬場內設站是可行方案，「馬會自己都無反對，點解政府反而怕賽事受影響？」他指區內常住人口較少，但流動人口達60萬，「有好多學校、醫院，更有馬場比賽人流」。

政府消息又說，南港島線今年要刊憲，刊憲前港鐵要完成詳細設計，如通風口等設施設在何處，若仍未決定路線，這些工作無法開始。如港鐵今年中完成設計工作，然後刊憲，便可在2011年動工，2014年落成，當局將爭取提前動工。

南港島線的造價約70億元，港鐵可在黃竹坑及海洋公園站上蓋興建物業支付，政府毋須補貼，但消息人士指出，由於近年社會對發展高度與密度要求較高，物業不可能「起得太盡」，因此可能存在變數。

馬會發言人對決定表示失望，馬會理解政府的決定，但認為興建跑馬地站對社區發展、交通、競爭力都有好處。港鐵發言人就表示，去年曾應政府要求做研究，發現興建跑馬地站的各種方案都有大缺點，服務人次亦少。

Happy Valley MTR station scheme derailed
Hong Kong Standard
Wednesday, January 14, 2009

The government has decided not to build a station in Happy Valley on its HK$7 billion MTR South Island Line, sources said.

The decision, to be gazetted in mid-2009, was made after thoroughly considering economic efficiency, construction time, nuisance to residents and interruption to traffic.

There were several options for the Happy Valley station - proposed for the section between Admiralty and Ocean Park - such as near Fung Fai Terrace, at the Happy Valley Tram Terminus, at the racecourse or adjacent to the Hong Kong Jockey Club grandstand.

However, the sources say, not only would these options create a nuisance to residents during the construction, the expense could not be justified as the station would only serve 19,000 residents living in Happy Valley.

The sources estimated building a Happy Valley station would cost an extra HK$1.6 billion to HK$2.8 billion for the construction of an additional tunnel of between 1.5 kilometers and 2.5km - which is 50 to 80 percent longer than called for in the original plan. This would lengthen construction time by 10 to 31 months.

Under the original plan, the travel time between Admiralty and Ocean Park would have been only nine minutes. An additional stop in Happy Valley would have added two to four minutes to the trip.

Sources said it is important to start the construction work without delay to provide 3,000 jobs.

The government is eager to start work no later than 2011, as originally scheduled, in order to inaugurate service on the line by 2015.

Meanwhile, sources also said a feasibility study showed a rail link between Shenzhen and Hong Kong airports is a viable option. The next step is to study the logistics between the two airports and the economic efficiency of building a rail link.

"The logistics include the flow of passengers and their luggage as well the arrangement of customs and immigration counters," one source said.

"Also, the government must consider whether there will be enough passengers to justify the project."

The sources did not rule out the possibility of building a stop in Hong Kong, probably at Hung Shui Kiu in Yuen Long.

They also said the government will push to speed up the launch of the Hong Kong- Zhuhai-Macau Bridge project, by streamlining some technical procedures and inviting tenders, while waiting for funding approval by the Legislative Council.

3,000 jobs on track with Western line
Hong Kong Standard
Friday, January 16, 2009

Construction of the new West Island Line is expected to create 3,000 jobs, with MTR Corp hoping to break ground in the middle of this year.

The three-kilometer extension is forecast to cost HK$8.9 billion with a HK$6 billion cash injection from the government.

To be completed by 2013 or 2014, the line will serve 90 percent of those living in Western, adding 100,000 more passengers to the network from the district's 200,000 population.

Full access thoroughfares and dedicated entrance lifts will be the hallmarks of the West Island Line's three new stations.

Project design manager Stephen Hamill yesterday said the innovations would match the entrance layouts with the district's steep topography.

With entrances at low-lying, middle and higher main roads such as Des Voeux Road, Queen's Road West, Bonham and Pok Fu Lam roads, planners will introduce high capacity lifts at entrances to bring passengers down to street and concourse levels rapidly, he said.

With lower areas served by conventional escalator entrances, Hamill said the public would be free to traverse concourses and exits without entering paid areas.

"The public will be able to make full use of the station concourses and exits during the middle of summer and climb the district's hills in the air-conditioned comfort of the MTR stations without paying," he said.

High capacity lifts for 25 to 28 people will take passengers to and from concourse levels in under 20 seconds.

With four dedicated high-capacity lifts serving the Bonham Road and Second Street exits, the station will also have exits at the Sai Woo Lane playground, Des Voeux Road West, Centre Street Cooked Food Center and Ki Ling Lane. The University Station will have exits on Belcher's Street, Hill Road, Queen's Road West, Pok Fu Lam Road and Hong Kong University.

What do you think of the decision not to build a station at Happy Valley?

Updated on Jan 16, 2009
South China Morning Post

To conclude that there should be no station in Happy Valley for the MTR demonstrates that the evaluation of the cost and benefit of adding MTR stations is flawed.

Yes, based on patronage alone, Happy Valley does not generate direct financial benefits to justify the cost of building an MTR station there - even when taking into account the patronage during race meetings and the increasing number of public events at the Jockey Club.

However, aligning the South Island Line and adding a Happy Valley station at this stage of the process is the lowest-cost opportunity we have ever had to build a station there.

Once the South Island Line is in place, that option has been forfeited.

All major road junctions north, east and west of Happy Valley are heavily congested and traffic is only going to increase. This is not only because of an increase in wealth and relaxation of controls on cross-border traffic, but because of new traffic generators in Wan Chai (the Hopewell II, formally known as Mega Tower, and urban renewal projects), the south side (Ocean Park hotels, Wong Chuk Hang "upzoning", Aberdeen Fisherman's Wharf, Wong Chuk Hang Estate redevelopment) and Causeway Bay (various developments).

And there will be more traffic given the reluctance to frustrate private redevelopment rights.

There are no opportunities to increase vehicular road capacity.

The land is simply not available to further widen roads and junctions.

There is in fact a need to improve the quality of life at street level with the widening of pavements, improving pedestrian movement and squeezing the space for cars.

Any suggestion that a rationalisation of tunnel fares or the Central-Wan Chai bypass will bring relief are misplaced.

Therefore, in calculating the benefit of a station, a high value must be placed on the ability of Happy Valley residents to use the MTR as an alternative mode of transport given the increased risk of gridlock due to an accident, event or other incident.

Given the future risk of gridlock without any reasonable relief measure at hand, an even higher value must be assigned to every single reduction in vehicular movement that an MTR station in Happy Valley can generate.

Unfortunately, that is not how our Transport Department and officials responsible for the government's finances calculate things.

Nor will it be their problem, but one for future generations to resolve.

Paul Zimmerman, founding member, Designing Hong Kong

Copyright © 2009 South China Morning Post Publishers Ltd. All right reserved

No station for Happy Valley in MTR plans
South Island rail draft due out soon
Anita Lam
Updated on Jan 14, 2009
South China Morning Post

Happy Valley has lost the latest round of its battle to convince the government to give it a station on the MTR's South Island line.

Draft plans for the line, which will be published by mid-year, would not include a Happy Valley stop, a senior government source said yesterday.

Several Wan Chai district councillors have been lobbying for such a stop, saying it would shorten peak-hour travelling times between Happy Valley and Admiralty and Aberdeen.

But the government source said the station would add between HK$1.6 billion and HK2.8 billion to the HK$7 billion cost of building the line and extend the time needed for construction by between 10 months and 31 months. It would also lengthen journey times between South Horizons and Admiralty from 9 minutes to as long as 13 minutes.

"In fact, I doubt how many residents of Happy Valley would actually prefer to travel one stop to Admiralty," the source said.

Even without building a station there, congestion in Happy Valley should ease because some people currently travelling through the area by road would take the train, the source claimed.

The Transport and Housing Bureau would consider other options to connect Happy Valley to Causeway Bay by way of pedestrianisation or building a tunnel for pedestrians.

Meanwhile, the source confirmed that the first draft of plans for the new Sha Tin-Central rail line would include a station serving the Hin Keng Estate in Sha Tin, since the station would not cost too much to build and the area had a sufficient population to justify an MTR stop.

"Tai Wai is the point at which this Sha Tin to Central link will meet the MTR's Ma On Shan line and East Rail. We expect the area's population to multiply in the future. An extra station in the area can help share the burden of Tai Wai station," the source said.

The draft plans for both lines will be subject to public consultation.

Work on building the lines is expected to begin in 2010 and 2011 and to provide work for 14,000 people.

The government is under pressure to speed up infrastructure projects to provide work amid the downturn.

Work on building the MTR's West Island line and the Guangzhou-Shenzhen-Hong Kong high-speed rail link, and surveying work for the Hong Kong-Macau-Zhuhai bridge, will begin this year.

The government has also finished a feasibility study for a rail line linking the Shenzhen and Hong Kong airports and is studying how to give travellers between the airports the feeling they are transferring between terminals of the same airport.

A different government source had earlier indicated the line could include a station in Yuen Long.

However, the source who spoke yesterday said the government was still studying whether Yuen Long had a population sufficient to justify building a station that would serve as a border control point. If a station were built, it would be at the end of a spur line from the airport link to Hung Shiu Kiu and serve as an interchange with the MTR's West Rail line. That should boost usage of the airport link, the source added.

Copyright © 2009 South China Morning Post Publishers Ltd. All right reserved

南港島線載利弊


2009年2月11日




【明報專訊】香港經濟有走下坡的象，政府表示會加快10項工程上馬，改善就業。這十大基建中，沙田至中環線、屯門西繞道及屯門至赤角連接路、港深廣高速鐵路香港段、港珠澳大橋與港鐵南港島線等均屬交通基建。

當中，港鐵南港島線東段即將完成設計，並在2009年刊憲，預計2011年動工。究竟南港島線工程揭示了什麼議題？工程本身又衍生了什麼環境問題？

南港島線的出現

2004年，地鐵公司(現為港鐵)提議興建西南兩港島線以解決交通擠塞問題。有指如不興建鐵路，只有加建公路(四號幹線)，這樣公帑支出更大，估計逾110億元，環保代價也更高，恐怕會破壞西區海岸線。

2007年12月，行政會議正式批准港鐵就南港島線(東段)項目展開初步的規劃及設計工作。政府認為這是以鐵路為骨幹發展的有效運輸系統策略中重要一環，將為來往金鐘至海怡半島，包括香港仔、黃竹坑和鴨洲等地區提供快捷、方便及可靠的公共運輸，並為社會帶來重大的運輸、經濟及環境效益。

綜合政府及港鐵的資料，興建新鐵路有以下幾個原因﹕

◆有助減少路面的交通，特別是紓緩香港仔隧道在繁忙時間的擠塞情。在一般工作日，香港仔隧道早上繁忙時間北行車輛為每小時約2900架次，已非常接近3000架次的飽和流量，至2012年海洋公園擴建工程完成，車流量估計增至每小時3700架次。當2016年香港仔漁人碼頭及黃竹坑商貿發展完成，估計車流量會增至每小時4300架次

◆為進出南區的市民提供另一交通選擇

◆縮短交通時間，乘客往來海怡半島與金鐘只需9分鐘，較現時繁忙時間乘搭路面交通工具需25至45分鐘快捷得多，而由金鐘前往海洋公園只需4分鐘

◆隨海洋公園發展計劃及香港仔港灣兩旁計劃發展的旅遊項目展開，南區的交通流量預計會增加，南港島線可紓緩壓力。預計到2016年，南區4個車站的500米服務範圍內，人口將達12.1萬，相對就業人口約4.6萬

◆有助提升黃竹坑的發展潛力，包括發展新酒店、商業及寫字樓樓面

◆路面交通改善後，環境和空氣質素亦獲提升

南港島線基本資料

南港島線(東段)全長約7公里，採用架空路軌及深層隧道混合設計，由香港仔隧道收費廣場經海洋公園、黃竹坑到接近利東一段鐵路為架空路軌，其餘路段皆為隧道。鐵路造價逾70億港元，以海怡半島為起點，途經利東、黃竹坑、海洋公園至金鐘站，連接現有的港鐵網絡。工程預計於2011年動工、2015年竣工。

經濟效益低 棄建跑馬地站

運輸及房屋局委託港鐵於08年2月展開調查，研究加建跑馬地站是否可行，曾推出在鳳輝台、電車總站、馬場內及馬場看台公眾入口旁設站的4個方案。政府消息人士表示，由於經濟效益不高，加上工程時間緊迫，決定放棄興建跑馬地站。港鐵於08年9月中就修訂後的南港島線方案諮詢南區區議會。09年1月政府消息指出，若港鐵於09年中完成設計工作，如通風口等設施的位置等，當局將爭取提前動工。

Railway warned over air shafts
16 March 2009
South China Morning Post

A group of Western district residents say they will hold the MTR Corporation responsible if their homes suffer during construction of a proposed ventilation shaft in Hill Road.

The residents fear emissions from the shaft - a necessary facility for the MTR's planned West Island Line - could pollute the air in their neighbourhood and that the extensive use of explosives during building of the underground railway could harm the structural safety of their blocks.

About 50 residents voiced strong opposition to the proposed works at a residents' meeting yesterday, in which they also accused the MTR Corp of ignoring them despite repeated protests.

The West Island Line Concern Group said the firm had kept them in the dark about its plans. A spokesman said: "The ventilation shaft will be very close to a number of residential buildings and will operate 19 hours a day. The emissions will pose health hazards to residents, not to mention the noise problems."

The ventilation shaft will be about the size of a two-storey building.

"The company will also use explosives to dig the tunnel. Some of our aged blocks could become dangerous buildings," he said.

The group said residents would demand full compensation if blocks were damaged during construction.

Parents of children at Bonham Road Government Primary School are also fighting a plan to site a shaft next to the school. They said it would expose pupils to harmful fumes.

An MTR Corp spokeswoman dismissed such fears, saying emissions from the ventilation shaft were natural air. "There will not be toxic gas because our trains run on electricity."

Such shafts were a necessary part of an underground railway system to provide sufficient air flow for tunnels and stations, the spokeswoman said.

She added it was common practice in the city to use explosives in construction. "We shall comply with all regulations and will also do condition surveys before using explosives."

Work on the HK$8.9 billion rail line is expected to start this year.

Railway warned over air shafts
An MTR Corp spokeswoman dismissed such fears, saying emissions from the ventilation shaft were natural air. "There will not be toxic gas because our trains run on electricity."


Indeed! If such people really fear natural air, I suggest they don't breathe at all!

^^ Obviously, this group didn't think about the regional impact of putting more cars on the road in terms of congestion and pollution if the MTR were not built. They only care about the clean air shaft next to their flats. Well.. but do I have to say those shafts can be noise some time.

港大反對西港島線計劃
26/03/2009
http://the-sun.on.cc/channels/img/endmarker.gif

【本報訊】連接上環至堅尼地城的港鐵西港島線計劃刊憲後，當局收到廿七份反對意見，當中包括不滿收地、車站出入口選扯、

車站出風口及工地範圍等反對意見，並曾就香港大學及共建維港委員會的不滿作出讓步，包括縮減對收回港大主要車輛通道地

役權及保留堅尼地城舊屠房兩個碼頭。

運輸及房屋局向立法會提交的文件指出，全長三公里的西港島線，需收回三十二公頃土地，當中九公頃為私人土地，共有六百

二十七個私人地段受收地或收回地底役權影響。按計劃如果一切順利，西港島線可望在今年中動工，不遲於二○一四年完工。西

港島線計劃刊憲後，政府收到廿七份反對意見中，當中包括港大及共建維港會在內。

^^ 27 objected responses in a week. That's a lot.
2014? We may want to rethink about it.

Well... people who agree with the plans wouldn't send in their positive responses as eagerly as those who had complaints though

Government gazette: http://www.gld.gov.hk/cgi-bin/gld/egazette/gazettefiles.cgi?lang=e&year=2009&month=3&day=27&vol=13&no=13&gn=1835&header=1&part=0&df=1&nt=gn&newfile=1&acurrentpage=12&agree=1&gaz_type=mg

And there are some engineering plans at:
http://www.hyd.gov.hk/eng/major/road/rail/wil/gazettal/scheme/index.htm

港島西樓市一線牽
28/03/2009
東方日報

港 島 西 區 居 民 苦 候 多 年 的 港 鐵 西 港 島 線 ， 工 程 最 快 可 於 今 年 內 動 工 ， 預 計 於 二 ○ 一三 至 二 ○ 一 四 年 通 車 。 西 區 樓 市 因 有 大 量 中 環 上 班 族 支 撐 ， 租 值 一 向 硬 淨 ， 加 上 追捧 名 校 網 的 家 長 客 ， 港 鐵 西 港 島 線 動 工 勢 再 推 高 物 業 租 值 ， 長 線 投 資 者 相 信 已 經 磨拳 擦 掌 。

港 鐵 西 港 島 線 早 前 獲 立 法 會 通 過 興 建 ， 今 年 內 可 動 工 ， 預 計 於 二 ○ 一 三 至 二 ○ 一 四 年 通 車 。

新 線 設 三 站 年 內 動 工
西 港 島 線 設 有 3 個 車 站 ， 由 港 島 線 的 上 環 站 開始 ， 經 西 營 盤 站 、 大 學 站 到 達 堅 尼 地 城 終 站 ， 由 堅 尼 地 城 往 上 環 或 尖 沙 咀 ， 車 程 分別 只 需 8 分 鐘 及 14 分 鐘 ， 其 中 西 營 盤 站 及 大 學 站 深 入 地 底 ， 共 設 有 20 部 「 高 速 」 直 達 車 站 大 堂 ， 車 站 亦 有 地 底 行 人 網 絡 ， 方 便 居 民 上 落 西 區 半 山 。 另 港 鐵 發 言 人指 出 ， 3 個 車 站 共 有 14 個 出 入 口 ， 方 便 居 民 使 用 。 而 預 計 西 港 島 線 於 今 年 內 動 工。

港 島 西 區 即 將 成 東 區 以 外 ， 港 島 區 另 一 個 有 鐵 路 貫 通 的 住 宅 區 ， 勢 成樓 市 新 貴 。 事 實 上 ， 縱 使 該 區 交 通 一 向 不 及 港 島 東 方 便 ， 但 仍 受 長 線 投 資 者 追 捧 ，緣 於 主 要 租 客 客 源 質 素 較 高 ， 包 括 有 中 環 上 班 族 以 至 香 港 大 學 的 職 員 及 瑪 麗 醫 院 的 醫 護 人 員 。

租 客 質 優 投 資 價 值 高
另 方 面 ， 該 區 亦 有 追 捧 名 校 網 的 家 長 客 ， 各 類租 客 由 於 收 入 穩 定 ， 而 且 普 遍 租 住 物 業 的 租 期 亦 較 長 ， 流 動 性 偏 低 ， 對 業 主 而 言 既可 有 穩 定 的 租 金 收 入 ， 回 報 率 普 遍 亦 超 過 4 厘 ， 於 投 資 角 度 而 言 確 為 理 想 之 選 。 而且 區 內 新 盤 供 應 稀 少 ， 物 業 類 型 亦 涵 蓋 上 車 盤 、 新 盤 以 至 豪 宅 ， 適 合 不 同 人 士 ， 故可 吸 收 不 同 客 源 ， 令 西 區 物 業 的 投 資 價 值 不 俗 。

HK Govt To More Than Double Funding For MTR's New Rail Proj
26 May 2009

HONG KONG (Dow Jones)--The Hong Kong government said Tuesday it will more than double its funding support for the construction of MTR Corp.'s (0066.HK) new rail project.

The government will increase its funding to up to HK$12.7 billion from the HK$6 billion originally planned in 2006, it said in a statement.

The increase is 'a reflection mainly of price escalation and increase in the scope of the works,' the government said.

Construction of the West Island Line, the extension of the MTR network to the Western District of Hong Kong Island, will start as soon as legislature approves the plan, the statement said.

The project will create 3,000 jobs during the construction period up to 2014, and another 2,500 jobs during its operation, it said.

西港島線 接通港大新校園
2 June 2009
香港經濟日報

港鐵西港島線大學站將有兩個出入口接通香港大學，其中寶翠園出入口接通港大新建的百周年校園，市民可由車站直接前往對外開放的百周年花園，及3幢活化歷史建築；至於接駁港大黃克競樓的出入口，亦會24小時接通薄扶林道，方便師生出入。

工程費逾30億元的港大百周年校園計劃2012年落成，而造價達154億元的西港島線料於2014年通車。西港島線全長3公里及有3個車站，包括西營盤、大學及堅尼地城。

往百周年校園 僅2分鐘

港鐵項目統籌經理鄧伯洪表示，大學站共有5個出入口，其中兩個接通黃克競樓及百周年校園，全以升降機來回車站與地面，乘搭時間約20秒，並以行人天橋接通港大。

鄧又稱，黃克競樓出入口共有8部升降機，車站往校園內只須約3分鐘；而寶翠園出入口通往百周年校園有4部升降機，站內往地面約為2分鐘。

西港島線以融入社區概念興建，港大物業處高級助理處長譚景良表示，師生及市民可經車站來往大學與社區，最遠可由大學往較近海邊的卑路乍街。

譚透露，百周年校園將興建面積逾4萬平方呎的百周年花園，而新校園內3幢歷史建築，會與水務署商討把屬三級歷史建築的西區濾水廠，變身為水務博物館。

譚又指，其餘兩幢為二及三級歷史建築的舊員工宿舍，亦會活化及對外開放。港大發言人補充，正研究該兩幢建築的活化，如變為書店、康樂或展覽用途的場地。

另一方面，運輸及房屋局局長鄭汝樺昨於立法會鐵路事宜小組委員會，解釋西港島線造價由89億元升至154億元，以及政府注資由60億元增加至127億元的問題。

有議員形容，154億元是天價，質疑政府注資大增逾倍是偏袒港鐵，因港鐵投入資金反減2億元，要求當局提交財務報告。鄭表示，補助金加入退還機制，若工程費有剩餘，港鐵需在鐵路通車兩年後，連利息退還餘額，並指補助金額會於票價中反映。

I think these projects are spot on.

In fact, if there are no changes, then this map would already tell us what to expect for rail transportation in Hong Kong.

Yup the map from wikipedia:http://upload.wikimedia.org/wikipedia/commons/thumb/f/f4/FutureMTRNetworkAfterMerger.png/446px-FutureMTRNetworkAfterMerger.png

If there are no delays, then whatever we see on this map will become reality on or before year 2020.

This will serve as the structure of rail transportation in Hong Kong up to year 2020 and I must say, it does look interesting.

Enjoy :)

And yup, 2009 is the year of:
-Austin Train Station
and
-Tsuen Kwan O extension (LOHAS PARK TRAIN STATION)

:)

P.S.
Lolz

I didn't know that I could get to Stanley Ho's ferry terminal just by train (I only thought that you can only get there by road vehicle or on foot). If only I knew, then my dad wouldn't have scolded me back then for taking too much time.

Oh well the past is past........:(

^^ 2020 is a little optimistic.

Western halve of SIL, cross-harbour section of Shatin-Central line, and NIL still don't have a firm schedule.

And I think the Whampao station proposal has already been ruled out. Instead of an extension, somekind of APM will be built to the nearest Ho Man Tin station instead.

西港島線議價港府「捱打」
2009年06月05日(五)
http://the-sun.on.cc/cnt/news/20090605/00407_028.html

【本報訊】港鐵西港島線造價大幅增加七成至一百五十四億元，令港府補助金增逾一倍，但港鐵承擔的工程費不增反減。港鐵主席錢果豐昨表示，今次的出資方案已經平衡港府、港鐵及市民的利益，更指港鐵亦要冒風險，一旦造價再超出預期，港鐵便要支付差價。不過，多名立法會議員仍質疑工程費增幅不合理，炮轟港府與港鐵商討過程軟弱，被港鐵「綁住手腳」要脅。

立法會昨討論西港島線的造價問題，鄭家富批評，港鐵過去多年都是牽着港府走，「（佢哋態度係）唔資助就唔起，過去十年八載都係用呢啲手法，一係攞地一係攞錢，往往要脅住我哋。」李鳳英亦質疑港府跟港鐵商討工程的過程中過於軟弱及被動，「依家急嘅係政府，好似被人綁住手腳議價，過程當中好被動，捱打咁」。

運輸及房屋局局長鄭汝樺否認港府軟弱，指補貼是希望工程能盡快上馬及避免爭拗，強調現時方案能起監察公帑運用作用，「如果港府係軟弱嘅話，我哋就唔會得到依家我哋覺得係可行同合理嘅回報機制，實報實銷兼且連息還番畀港府，係最好嘅保障。」

錢果豐出席港鐵公司股東大會後則指，西港島線造價上升是過去三年建造成本上漲，不少港府工程造價亦上升逾九成。他說，港鐵作為上市公司，必須確保工程項目有合理回報及理財穩健，今次出資方案已顧及各方利益，並受到港府的監管。

West Island Line may beat budget, MTR says
5 June 2009
South China Morning Post

The estimated cost of the West Island Line - which rose 73 per cent from its original HK$8.9 billion budget to HK$15.4 billion - may end up lower than expected, the MTR Corporation's chairman said yesterday.

However, lawmakers continued to complain about the increased cost for the 3km, three-station rail extension, for which taxpayers must shoulder more than 80 per cent, accusing the government of being soft and yielding to whatever amount the MTR Corp asked for.

At the firm's annual general meeting, MTR Corp chairman Raymond Chien Kuo-fung said the rising costs of material and the technical complexities of the work were to blame for the increase. Dr Chien, who was re-elected to the board, stressed it would return any funds not spent to the government with interest.

"Our track record in cost control has been fairly good. We always aim at doing the work better and cheaper than the goal we set, and the West Island Line is no different from our other projects."

He said the MTR Corp could not increase its share of the costs because, as a listed company, it must manage finances in a safe and stable manner, and that in fact its share of the cost had dropped from HK$2.9 billion to HK$2.7 billion due to reduced revenue projection.

The government is supposed to bridge any funding gap between the cost of the rail link and its projected income for the next 50 years.

In a Legislative Council subcommittee panel meeting, lawmakers Andrew Cheng Kar-foo and Li Fung-ying said the government was being soft in accepting the MTR Corp's demands, but Secretary for Transport and Housing Eva Cheng said the move allowed works for the much-awaited rail link to start soon.

Meanwhile, Dr Chien said he was happy that the sale of the MTR Corp's luxury flat development Lake Silver, above Ma On Shan station, had gone well, as the property market had recovered over the past two months.

A minority shareholder at the meeting, a woman named Madam Chan, again pressed the company to make the HK$2 concessionary fare for the elderly permanent, rather than offering it just once a week.

MTR Corp general manager for marketing and stations Jeny Yeung said the concessionary offer - which would end in August - was being reviewed and a decision would be announced soon.

Asked by another shareholder what the company had done since her husband slipped down a gap between the train and the platform at University station last November, the MTR Corp said it was still testing a mechanical board and would have an answer later this year.

Fears ignite over MTR explosives
22 June 2009
The Standard

People living in Southern district are facing life alongside 800 kilograms of explosives which will be used in the construction of the South Island MTR line extension.

Stored in a temporary magazine in Chung Hom Shan, they will be used for the project which is slated for completion in 2015.

The work will involve day and night blasting, using explosives brought in daily from Lantau to be housed nearby.

Secretary for Transport and Housing Eva Cheng Yu-wah said the storage magazine site is 300 meters from the nearest homes. It will be covered by a 2.7-meter embankment, she said.

Cheng added that the level of noise from blasting will be comparable to percussion drills used in home renovation, and said the Mass Transit Railway Corporation will conduct a risk assessment of the magazine.

Relaying concerns by Southern District residents at last week's Legislative Council questions session, architecture and surveying lawmaker Patrick Lau Sau-shing said the site is too close to residential areas and narrow roads will make transporting the explosives riskier.

Rejecting suggestions by Lau that the explosives could be stored at Shek O quarry, Cheng said Chung Hom Shan is safer because moving the magazine eastward would add another 15 to 20 kilometers to the journey of explosives to the construction site.

According to a police source with knowledge of explosive disposal, a 300-meter separation between explosives and residential areas is well within international norms.

He said a blast of the most common industrial explosive, ammonium nitrate, would be well absorbed by the embankment.

District development and environment committee chairman Wong Che- ngai said the magazine is a necessary evil to ensure the extension is completed on time.

西港島線繞道工程獲批款
2009年07月04日(六)

http://orientaldaily.on.cc/img/logo_odn.png

【本報訊】立法會財務委員會昨通過港鐵西港島線及中環、灣仔繞道工程，分別涉及逾一百二十二億及二百八十億的撥款。運輸及房屋局局長鄭汝樺表示，西港島線可望於八月動工，創造三千個職位。議員批評當局對中西區缺乏社區規劃，未能令該區因鐵路而提升生活質素。

鄭汝樺表示，西港島線將於八月動工，可帶來二千四百個建造業工人及六百個專業職位；而中環、灣仔繞道亦會於未來數月動工，可帶動五千二百個建造業工人及一千一百多個專業職位。

多名議員不滿當局對中西區缺乏社區規劃，指鐵路令屋租大幅上升，居民被迫遷，要求當局盡快於西區興建公屋。

鄭汝樺說，已於西區物色興建公屋的地點，希望盡快完成有關過程。路政署署長韋志成表示，港鐵已就爆破工程提交報告，當局會於第四季向立法會及寶翠園業主交代。
十億推行樓宇更生

此外，為了應付更多破舊樓宇業主的申請，財委會通過撥款十億元以推行樓宇更生大行動，令計劃的承擔額增至十七億，及向持續進修基金注資十二億，令基金的承擔額由五十億增至六十二億。

DAB backs residents in rail extension claim
6 July 2009
The Standard

About 60 Western District residents are demanding government compensation for the impact of the MTR West Island extension project on their properties.

At a meeting held by the Democratic Alliance for the Betterment and Progress of Hong Kong, some residents were concerned construction work would affect the safety and value of their buildings.

The DAB said construction would greatly limit the redevelopment potential of more than 360 buildings.

The MTR has to purchase full underground rights to 158 buildings and partial rights to 209 buildings in order to build the tunnel, which will be seven to 20 meters underground.

The most affected area will be between Sheung Wan and Sai Ying Pun where foundations will be particularly shallow.

The government has set aside around HK$380 million in compensation based on 2007 property values.

Surveyor Tony Chan Tung-ngok estimated current prices at between HK$7,000 and HK$8,000 per square foot.

He said compensation could amount to far more than HK$380 million.

On July 3, the Legco Finance Committee approved HK$12.25 billion for the construction cost of the West Island Line.

Property owners can claim compensation if they can prove loss of property value, but must use professional surveyors to evaluate the loss of value to their properties, said Yeung Hok- ming, the DAB's senior assistant coordinator.

``We worry about small property owners who cannot afford employing professional surveyors to estimate their loss,'' Yeung said.

The party demanded the government and MTR take an active role in compensating property owners.

In January, four property owners were told West Island Line construction work could affect their building's foundations but were given reassurances over safety.

The West Island Line will extend the Island Line from Sheung Wan to Kennedy Town. Construction is due to start next month and be completed in 2014.

MTR Corp, HK Govt Sign Agreement On HK$15.4 Bln Rail Project
13 July 2009

HONG KONG (Dow Jones)--MTR Corp. (0066.HK) said Monday it signed an agreement with the Hong Kong government to build the West Island Line, the extension of the MTR network to the Western District of Hong Kong Island.

Under the agreement, the government will pay the rail operator HK$12.25 billion to help finance the line's construction, MTR said, adding the project's total estimated cost is HK$15.40 billion.

During the construction period up to 2014, the project will create about 6,600 jobs, it said.

MTR Corp, HK Govt Sign Agreement On HK$15.4 Bln Rail Project
13 July 2009

Under the agreement, the government will pay the rail operator HK$12.25 billion to help finance the line's construction, MTR said, adding the project's total estimated cost is HK$15.40 billion.
WOW! Costs seem to be growing for this long overdue ext.

South Island Line (East) Gazetted:
Railways Ordinance (Chapter 519) (Notice under section 6(4))--South Island Line (East) (http://www.gld.gov.hk/cgi-bin/gld/egazette/gazettefiles.cgi?lang=e&year=2009&month=7&day=24&vol=13&no=30&gn=4569&header=1&part=0&df=1&nt=gn&newfile=1&acurrentpage=12&agree=1&gaz_type=mg)

Additional documents of the gazette:
http://www.hyd.gov.hk/eng/major/road/rail/sil_e/index.htm

I dunno about you guys but personally IMHO, this is a benefit to Cyberport.

Not that it "drastically" needs one but it is an added bonus and will serve as another transport option to-and-from the location (aside from using private car, bus, taxi, bicycle and walking)

:)

I dunno about you guys but personally IMHO, this is a benefit to Cyberport.

Not that it "drastically" needs one but it is an added bonus and will serve as another transport option to-and-from the location (aside from using private car, bus, taxi, bicycle and walking)

:)

The "Cyberport" line has another 10 year wait, at least....... it is the South Island Line (west) which won't be considered until the opening of the South Island Lie (east) in 2015.

MTR chief eases fare rise fears
11 August 2009
The Standard

MTR commuters have been assured that fares will remain unchanged even if the HK$15.4 billion cost to build the West Island Line surges.

``Fares are independent of the final capital cost of the project,'' chief executive Chow Chung-kwong said yesterday after a ground-breaking ceremony for the line, which will be completed in 2014.

The project is a three-kilometer extension of the Island Line from Sheung Wan to Kennedy Town.

There will be three new intermediate stations at Hong Kong University, Sai Ying Pun and Kennedy Town.

According to Chief Secretary for Administration Henry Tang Ying-yen, it will take only eight minutes to get from Kennedy Town to Sheung Wan and 14 minutes to Tsim Sha Tsui.

Chow described the new line as a ``community railway'' as new pedestrian walkways, escalators and lifts will make traveling within Kennedy Town more convenient.

The railway will also make traveling to new public facilities such as the Kennedy Town swimming pool easier.

The project will generate more than 3,000 jobs and about HK$62 billion in economic benefits.

But the cost and the siting of the ventilation shafts have fueled debate.

Since the line was first approved in 2006, the estimated cost has risen by 73 percent from the original HK$8.9 billion.

Taxpayers will foot HK$12.7 billion, or 82 percent, of the cost.

``There is a clawback mechanism to ensure any government contribution left over will be fully returned,'' Chow said.

A group of six people protested outside the Kennedy Town station site over the siting of the proposed ventilation shafts at the Hong Kong University station.

The MTRC is planning two shafts in the pedestrian area on Hill Road, Kennedy Town, causing concern they will only trap and circulate bad air from a waste-collection center and from cars running on either side.

Chow said the air from the shafts will be ``as good as, if not better'' than the air in the area.

Ma Lo Yee-mei, who has lived in the area for 10 years, said the shafts will only recirculate fumes from car exhausts and spew out bad air from the center.

Do you know what kind of contracts they're using for this?

Do you know what kind of contracts they're using for this?

No idea!!! Perhaps the government gazettes can help?

Do you know what kind of contracts they're using for this?

Design, build and operate??
http://www.mtr.com.hk/eng/corporate/file_rep/PR-09-085-E.pdf

I think MTR is the prime on everything, it will do the design, and obviously, will be the operator, but sounds like it is going to contract out the construction works to someone else.

Rehab clinic rails against MTR plans
14 August 2009
The Standard

Family and friends of patients who use a rehabilitation center in Aberdeen have hit out over MTR plans to built rail tracks just meters from the complex.

Staff at the TWGHs Jockey Club Rehabilitation Complex on Welfare Road are also furious about plans for the new South Island Line (East).

They say the plans show rail tracks 30 meters above the ground _ right next to a building which sits on top of a hill.

Relatives of patients say noise and air pollution caused by the construction and operation of the new line will pose huge problems for around 260 patients.

The clinic is used by patients with autism, down's syndrome and mental retardation, as well as people with physical ailments.

``These patients have nowhere else to go,'' said the center's assistant superintendent Allan Chan Kam-cheung. ``The existence of the tracks will be a lifelong disturbance to all the patients,'' he added.

Linda Leung, 63, said her sister, a 50-year-old Down's Syndrome patient who has been living at the complex for 11 years, claws at herself when she is exposed to loud noises.

``There's no saying what is going to happen to the patients if they build the tracks. They are so unstable,'' she said.

The group said they have held meetings with the MTR, but claim that their concerns have not been reflected in the the railway's plans.

MTR Corp spokeswoman Wong Chiu-yung said.

``We understand their concerns completely ... we will try our best to accommodate their requests.''

Public consultation on the proposed line _ which will run from Admiralty to South Horizons _ ends on September 22.

南港島線靠害復康院友
2009年09月01日(二)
http://the-sun.on.cc/img/logo_tsn.png

http://the-sun.on.cc/cnt/news/20090901/photo/0901-00407-006b2.jpg

南港島線（東段）計劃於二○一一年動工，新鐵路線本是南區居民的喜訊，卻同時是黃竹坑一間復康中心內近千名院友的噩夢。因為，規劃中的新鐵路高架橋段倚着復康中心而建，最貼近的距離只有八至十米，僅相當於半個排球場的長度，對噪音及震動極為敏感的智障、自閉症院友，日後將「無日安寧」。而運輸及房屋局副局長邱誠武曾於工程七月刊憲前到中心實地視察，如今高架橋卻貼近中心而建，立法會和南區區議會均極關注事件，將召開特別會議要求修改走線，有立法會議員甘乃威表明會追究邱誠武未有如實反映中心意見的責任。
由於有明渠，南港島線高架橋要移近復康中心興建。

東華三院賽馬會復康中心坐落於黃竹坑惠福道，共有五座大樓，服務對象包括智障、肢體殘障、視障長者等人士，目前約有九百多名院友住宿，是全港最大規模的復康中心。該中心副院長何錦昌指，政府於○七年批准港鐵就南港島線（東段）展開初步規劃及設計，去年公眾諮詢，期間一直沒有透露鐵路高架橋的高度、與該中心的距離等資料，直至走線刊憲才知道真相。

他說，黃竹坑高架橋段沿香葉道明渠而建，到復康中心附近「愈走愈埋」，其中最貼近中心A座的位置，估計只有八至十米距離，成年人走十多步便到達。而高架橋達廿四米高，連同列車及電纜等，更高達三十二米，將復康中心二樓以下的房間全部遮擋。
院友恐失控自殘

何錦昌表示，A座是二百六十多名智障及自閉症人士居住及活動的房間，院友早睡早起，對聲響非常敏感，日後列車每日十多小時不停穿梭運作，產生「隆隆聲」及震動，會令院友情緒波動，可能做出自殘或拍打他人的行為。中心亦須定時打開窗戶保持空氣流通，不過列車產生的塵埃吹入室內，將影響空氣質素。

運輸及房屋局發言人謂，港鐵在進行詳細設計時需考慮復康中心院友及職員的關注，包括將高架橋盡量遠離該中心、降低鐵路走線的水平及加設密封式的上蓋三方面的可行性。港鐵發言人回應指，理解復康中心及家長的訴求，目前的走線僅屬初步建議，七月剛展開詳細設計，會考慮他們的建議及進行環評，盡量減低影響。

南港島線（東段）全長七公里，採用隧道及架空橋形式建造，通車後由金鐘至海怡半島只需九分鐘，南區共設四個車站，分別位於海洋公園、黃竹坑、利東及海怡半島，而金鐘則為中轉站，預計於二○一一年動工，二○一五年落成啟用。政府七月把工程刊憲，而根據《鐵路條例》，在本月二十二日前，市民可就工程提出反對意見。

There is got to be a better way to built the elevated section above the nullah, so the rail doesn't need to be that close to the rehab, the temple next door, and doesn't need to cut through the Nam Long Shan Food Market.

They should throw the rehab people somewhere else... they can be treated anywhere, but a rail line cannot be moved anywhere without significant cost...

What about a half-submerged, shark-shaped light rail?
... lol just kidding!!

What's the planned alignment of this Kai Tak runway, err... run (in map format, naturally)? :nuts:

What's the planned alignment of this Kai Tak runway, err... run (in map format, naturally)? :nuts:

huh???
It is the SIL in Aberdeen.

You can check out the alignment with the gazette documents:
http://www.hyd.gov.hk/eng/major/road/rail/sil_e/gazettal/scheme/doc/gn4569/gl.htm

huh???
It is the SIL in Aberdeen.

You can check out the alignment with the gazette documents:
http://www.hyd.gov.hk/eng/major/road/rail/sil_e/gazettal/scheme/doc/gn4569/gl.htm

Guh. The flu has obviously gotten into my brain. :ohno: I saw "nullah" and thought of Kai Tak... didn't click even though the Chinese article had "南港島". :nuts:

Residents rail at South Island Line Push to have entire link built underground
7 September 2009
South China Morning Post

Residents of Shouson Hill and Sham Wan Towers will start a campaign this week to persuade their Southern District neighbourhood to back them on a proposal that would put the entire South Island Line underground.

Designing Hong Kong, a group that has been helping the residents, filed an objection with the government against the MTR Corporation's design under which a section of the link between Nam Fung Road and Ap Lei Chau would be built as a viaduct.

A residents' group plans to send petition letters to every household in the district's major estates including South Horizons, Aberdeen Centre and Lei Tung Estate this week, urging them to also file complaints before the objection period ends on September 22.

Nelson Yeung, convenor of the residents' group, said that building the seven-kilometre extension that links South Horizons to Admiralty above-ground would not only spoil the district's scenery - especially the nearby nullah that is home to hundreds of egrets - but also bring noise and nuisance to the many who live near the rail line. That includes a hostel that caters for autistic and mentally ill people.

The arguments were put to MTR Corp and the government two years ago when the project was first approved by the Executive Council. Most of the residents and their respective district councillors had already given up hope after the MTR Corp said that changes would delay completion - scheduled for 2015 - by three years and add another HK$2 billion to the budget.

Moving the rail section underground would also mean closure of up to two-thirds of the Aberdeen Channel - an important passage for fishermen and a shelter for cruise boats - for three years. It would also require much larger-scale excavation in Wong Chuk Hang and push the new Wong Chuk Hang and Ocean Park stations deep underground.

But Yeung said the pain would be temporary. "There may be much nuisance during the construction period but, building it above ground, the nuisance will be permanent."

Paul Zimmerman, of Designing Hong Kong, said an above-ground Wong Chuk Hang station meant it was likely that the planned western part of the South Island Line would also have to be on a viaduct.

Their views, however, were backed by only two of the 21 Southern District councillors in a special meeting last Thursday.

Lam Kai-fai, a Southern District councillor whose constituency includes Lei Tung Estate, said he would be surprised if the new campaign changed anything.

"The people they are trying to persuade are those who actually travel to work by MTR. Three years of delay means a lot of inconvenience, but I bet many residents in Shouson Hill and Sham Wan Towers drive to work," he said.

^^ Sham Wan Towers have already ruined the scenery, those people have no say at first, IMO. The viaduct and bridge above the Aberdeen Typhoon Shelter will parallel and be similar to the existing two bridges. The new bridge won't change a thing for the Sham Wan Towers; and half of the flats face Wong Chuk Hang that don't even see the bridge. Why are they arguing?

If they try to push MTR to build the rail underground, why don't they just push MTR not to build something crazy for the channel crossing, but something as simple as the simply supported bridge. It is even more practical.

For those who lives in Shouson Hill, if they don't drive to work and anywhere everyday, and we can reduce the congestion at Aberdeen Tunnel. They are one of those contribute the traffic problem.


A residents' group plans to send petition letters to every household in the district's major estates including South Horizons, Aberdeen Centre and Lei Tung Estate this week, urging them to also file complaints before the objection period ends on September 22.


And please, save the paper and be green. This is just pointless.

^^ Sham Wan Towers have already ruined the scenery, those people have no say at first, IMO. The viaduct and bridge above the Aberdeen Typhoon Shelter will parallel and be similar to the existing two bridges. The new bridge won't change a thing for the Sham Wan Towers; and half of the flats face Wong Chuk Hang that don't even see the bridge. Why are they arguing?


If they want the lines to be underground maybe Sham Wan Towers should have been built underground ;)

Holy men join growing row over MTR viaduct
Seminary and temple lament intrusion into their retreats
21 September 2009
South China Morning Post

Priests, seminarians, temple keepers and incense burners have joined autistic children and the mentally disabled in wanting a viaduct on the MTR's planned South Island Line moved away from their homes.

The section above a nullah between Nam Fung Road and the Aberdeen Channel will not only pass in front of a hostel for the mentally disabled but take land from the Holy Spirit Seminary - home to retired Cardinal Joseph Zen Ze-kiun and Bishop John Tong Hon - and put a column outside the entrance of a temple, which the keeper considers bad fung shui.

Church leaders have not objected officially but have conveyed their noise fears to the MTR. Many people at the seminary support their neighbours' call to get the line away from their homes.

The seminary's rector, Father Benedict Lam Cho-ming, said a tranquil environment was important for the residents, who included students preparing for ordination.

"Noise will be a major problem, although the MTR has promised to minimise train noise by putting them in an enclosed viaduct," Lam said. "But the tranquillity could still be affected by construction work."

The line's gazetted plan shows the government will have to claim two small lots at the back of the institute.

The seven-kilometre extension, between Admiralty and South Horizons, will run almost parallel to the seminary and its basketball court, where Tong plays every week.

He loves the seminary so much he refused to move to church headquarters in Caine Road when he succeeded Zen as head of the diocese earlier this year. But he said there was nothing he could do about the onslaught of urban development.

"Ap Lei Chau used to be the countryside and now it has so many high-rises," he said. "But one cannot always care for oneself without considering the greater public interest."

Zen, the retired cardinal who also lives at the seminary now, also expressed helplessness over the new development, especially since the neighbouring Little Sisters of the Poor St Mary's Home for the Aged, where his sister lives, will also be affected during construction.

"At least the greens and the soccer pitch will still be there," he said.

The seminary - a 78-year-old building in the Chinese Renaissance style set on a green hilltop amid hundreds of roosting egrets - has nurtured many religious leaders.

Members of the neighbouring Tai Wong Yeh temple are also frustrated. "The viaduct's foundation column will be right opposite the entrance, which is bad fung shui," temple keeper Paul Cheung said.

The Highways Department had said a space between the temple and the nullah, which the temple uses for rituals, would be resumed for public works, he said. "Many of our worshippers are elderly. Where will they be able to perch when there are rituals and celebrations?" Cheung said. Putting a pillar outside a building's entrance would bring sickness and bad luck, he said.

The temple is named as one of the eight attractions of the Southern District. Every July on the Lunar calendar, hundreds of worshippers and tourists go there for Taoist rituals and performances to cleanse the traditional fishermen's village of hungry ghosts and spirits.

"Unless the MTR moves the pillars into the nullah, we will have to oppose the plan," Cheung said.

The MTR Corp told lawmakers on Thursday it was still refining the design and would like to put the pillars in the nullah but this would probably involve cutting into the slope.

To make the task even more complicated, a transport official said they hoped to raise the level of the viaduct near the seminary to minimise the amount of reclaimed land, while further up the nullah the viaduct would have to be pushed as low as possible to minimise its impact on residents at the Jockey Club hostel for the mentally handicapped.

Residents from Shouson Hill and Sham Wan Towers collected signatures yesterday demanding the viaduct be replaced by a tunnel, which the government has already dismissed as not feasible.

Priests. They should really withdraw from such earthly matters.

As a catholic myself, I somehow feel ashamed that many "priests" dabble in politics and all that kind of thing.

10,000 oppose MTR line's path
23 September 2009
South China Morning Post

More than 10,000 signatures opposing the South Island Line's alignment had been submitted to the government when a two-month objection period on the link ended yesterday.

The Transport and Housing Bureau was still working last night to identify the groups or individuals who had filed objections.

Their grievances will have to be considered before the project can move on to the next stage.

While district residents support construction of the link, many are unhappy about a viaduct section above the nullah between Nam Fung Road and Ap Lei Chau, which will damage the area's beautiful scenery and pass several noise-sensitive institutions - a seminary, a temple, a home for the elderly and a hostel for the mentally disabled.

Tai Wong Yeh, a temple at the mouth of the nullah near Wong Chuk Hang, also filed an objection over the viaduct design yesterday.

Temple keeper Paul Cheung Kin-hung said the government was going to take over a small piece of land between the temple and the nullah. The temple has used the land for rituals for 20 years.

Cheung said the land was being claimed to make way for a viaduct foundation column, which would be built right outside the temple's entrance.

The MTR has already agreed to enclose the viaduct to lessen the noise but engineers are still studying ways to move the viaduct away from the complainants.

Suggestions may be made in two weeks.

Meanwhile, complaints against taxi drivers overcharging jumped about 58 per cent to 313 cases during the first half of this year over the same period last year.

The increase followed changes to the fare system last year that saw fares rise for short trips and fall for longer journeys. The changes came before the Transport Department officially altered all taxi metres.

Other complaints against taxi drivers have declined.

ujlbPshJ2OU

Driving school fears invasion of trucks from building of railway
23 December 2009
SCMP

A motoring school fears learner drivers' safety will be put at risk when a loading dock for trucks carrying construction waste is opened near its office.

The Hong Kong School of Motoring is also worried that demand for its services will fall when more than 100 trucks a day compete for road space with the learners when work begins in 2011.

The trucks will be going to a barge bay near the motoring school to be loaded with waste from work on the South Island Line.

The move is another blow to the school's Hong Kong Island branch in Ap Lei Chau, which has seen enrolments drop 18 per cent to 8,400 last year since it left its more accessible Wong Chuk Hang site in 2006 to make way for the MTR extension between South Horizon and Admiralty.

The school's chief executive, Taurus Leung Ying-kwan, said it was not just a business issue.

"Small-size learner vehicles and motorbikes do not travel alongside big trucks under international protocols because, given the trucks' size, drivers are not always aware of our existence and there will be safety concerns," he said.

The school agreed to move to Ap Lei Chau three years ago, which was the only available site at the time. But space for learning and testing, at 2km of road, is inadequate. The site is also split into two areas.

The Ap Lei Chau school's market share on Hong Kong Island fell from 80 per cent in 2006 to 70 per cent last year, although its passing rate remained above 70 per cent.

"The government said three years ago it would find a new site for us soon; now three years has passed and it hasn't even come close to have some suggestions," Leung said.

The school has been eyeing seven sites in Chai Wan. Most of them are now used as temporary car parks, but the Transport and Housing Bureau has said those sites are already reserved for other uses.

A bureau spokesman said the number of trucks that will travel on Lee Nam Road will be minimised because a conveyor belt would be built in a tube to transfer material directly from the rail link's worksites to the dumping ground.

The bureau promised to continue to look for alternative locations to house the driving school. It said contingency measures would be introduced to help reduce the effect of the trucks on the school, indicating chances were slim that the school would be able to move out of Ap Lei Chau when work on the link begins in 2011. The long-awaited seven-kilometre extension, designed to ease Southern District's peak-hour traffic, is expected to be finished in 2015.

Pok Fu Lam anger over route for trucks moving MTR waste
30 January 2010
South China Morning Post

Parents and other residents of Pok Fu Lam will protest today against the relocation of a barge-loading site that will handle soil and rock excavated for construction of the MTR's South Island Line. The work will mean up to 300 dumper trucks a day plying the area's roads.

The MTR Corporation plans to move the loading site from Kellett Bay, near the Wah Kwai Estate, to Telegraph Bay, near Cyberport and several luxury residential estates including Residence Bel-Air and Baguio Villa. The barging point will handle part of the 1.5 million cubic metres of soil and rock.

About 100 residents will gather at the barging point today demanding it be moved elsewhere.

They say the new point is farther away from the construction site than the original location, which means the trucks will have to travel farther.

Ronald Chan Ngok-pang, the area's district councillor, said: "The trucks will have to travel two kilometres farther every day to the construction site, and that creates more pollution and safety issues." He will lead two more protests outside the Legislative Council next week.

The parent-teacher association of the Independent Schools Foundation Academy - one of four private schools in the neighbourhood - said a sudden increase in the number of trucks would pose a danger to pupils who walk, jog or cycle along the roads. "Our youngest pupil is just five years old," Edna Wong of the association said. "The roads are narrow and windy, and the trucks always move at high speed."

David Kidd, the chairman of the board of Kellett School, a British international school, said it was strongly opposed to the proposal.

Not only would the trucks worsen the traffic congestion, the air and noise pollution they caused would affect teaching, and use of the playgrounds.

A traffic bottleneck at the intersection of Pok Fu Lam Road and Victoria Road, in front of Kellett Primary School, would heighten the impact of these problems, he said.

More than 9,000 residents in the area have signed a petition demanding that the MTR Corporation move the barging point elsewhere.

The residents say the barging point at Telegraph Bay is already being used by the Drainage Services Department for a flood-prevention project. More than 100 trucks pass through the area every day.

The MTR Corp says it will only use the site after the department finishes its work early next year. Up to 300 trucks will be deployed at peak hours, but the average will be about 200.

"We believe this site is better than Kellett Bay, as it affects fewer households and the connecting roads are also less busy," a spokeswoman said.

The only road connecting the Kellett Bay barging point to the construction site is the dual-lane Tin Wan Praya Road, which is already busy with buses and trucks from a concrete plant and a sewage treatment plant. The trucks will now carry their loads to Wong Chuk Hang via Sha Wan Drive, Victoria Road and Shek Pai Wan Road.

Some residents suggested trucks should use separate routes to and from the barging point. They said departing trucks should use Cyberport Road, passing Bel-Air on the Peak before turning into Victoria Road. However, residents of Bel-Air on the Peak are not expected to support that.

The MTR said it would consider all proposals and would widen the affected roads and junctions.

Has the MTR finalised all of the routing/alignment, design issues and residents objections for the South Island line yet?

Has the MTR finalised all of the routing/alignment, design issues and residents objections for the South Island line yet?

The Government has just gazetted the revised information on the alignment issue last week, and it is under consultant at this point.
The documents are available at http://www.hyd.gov.hk/eng/major/road/rail/sil_e/gazettal/scheme/index.htm

Work to start at Sheung Wan MTR
The Standard
Friday, August 27, 2010

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Construction work is due to start tomorrow at Sheung Wan MTR station as it prepares to become part of the planned West Island Line.

In an HK$80 million upgrade, the station will be converted from a terminus to an intermediate station upon the 2014 completion of the extended line, which will connect Sheung Wan to Kennedy Town.

Passengers are warned to expect inconvenience with the closure of most of the eastern concourse and the switching of services between platforms during construction, which is due for completion in the fourth quarter of 2012.

The works will include a series of new and upgraded facilities for passengers. The station's eastern concourse will be enlarged and relaid to create more space and wider corridors will facilitate passenger flow.

On the operational front, new tracks, overhead lines and signaling will be installed.

For the comfort of passengers, toilets will be built and two new passenger lifts installed.

The new customer service center, of an open design, will be located at a more central location on the concourse.

The directional flow of escalators will also be changed to match the new route.

The station's other concourse, which is used by the bulk of passengers, will not be affected by the works.

Choi Tak-tsan, head of operations at MTR Corp, assured passengers that they will still get to their destinations on time.

While construction is taking place, dust and noise will be kept to a minimum, Choi said.

南港島鐵路　百億蝕本線造價升 55%　回報低


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黃竹坑站

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【本報訊】由於通脹及建材價格上升，鴨脷洲海怡半島通往金鐘的南港島線東段新鐵路，建造成本將大幅增加 5成，由原本估計的 70億元增至逾 100億元。港鐵發言人表示，造價提高不會影響票價，民間監管公共事業聯委會則擔心，工程超支可能令南港島線變成蝕本線，服務質素會下降。記者：麥志榮



港鐵南港島線設計經理梁民發表示，明年動工的南港島線東段， 06年估算造價為 70億元，但由於通脹及建築材料價格上升，近年整體建築工程入標價已上升了 55%，若以標價推算，工程估計將增至逾 100億元，港鐵會在今年底定出最新造價。


高架鐵路橋躉將採用減肥瘦身設計，減少佔用路面。

新支線由港鐵自行出資興建，港府則以撥出黃竹坑邨及海洋公園附近兩幅地皮，供港鐵發展上蓋物業的方式補貼建造費。港鐵須為地皮補地價，再與私人發展商瓜分上蓋物業收益；港鐵將因工程造價提高而減少收益。地鐵發言人解釋，工程費用即使提高，不會影響通車後的票價。民間監管公共事業聯委會發言人蔡耀昌表示，工程令港鐵財政支出增加、收益減少，長遠有可能影響港鐵整體票價。南港島線變成回報低的蝕本線，港鐵為平衡收支，日後或會盡量減少南港島線行車班次，影響服務質素。民主黨立法會議員黃成智批評港鐵又一次失去誠信。他指由高鐵到現時的南港島線，造價都比港鐵原先估算高出很多，顯示港鐵計算極不專業。南港島線東段全長 7公里，大部份為地底鐵路，其中海洋公園至黃竹坑約兩公里一段，以路面高架鐵路設計。梁民發表示，諮詢居民意見後，高架路軌將會採用「減肥瘦身」設計，減輕影響附近環境。


高架路軌有 7成路段設隔音屏障，阻擋列車噪音。隔音屏障外觀會用全新設計，屏障本身由鋁合金建造，承托屏障的橋邊護土牆物料亦由混凝土改為鋁合金，使高架路軌更美觀。架空電纜設計亦會修改，盡量收納在屏障內，令南港島線的隔音屏障整體高度降至 6米，比西鐵及馬鐵的隔音屏障低 2至 3米。而高架橋安裝路軌的空間也會縮小，令高架橋的橋躉體積比西鐵及馬鐵的橋躉細。整條高架橋的體積將會較纖瘦，不但對景觀的影響減低，佔用路面的空間也減少。南港島線東段沿途共設 4個新車站，包括海洋公園、黃竹坑、利東及海怡半島，預計 2015年通車。

黃竹坑建寵物公園
【本報訊】港鐵興建南港島線東段，亦會同時美化黃竹坑區，包括改善黃竹坑明渠的環境，加建行人天橋，並在海旁設立南區首個寵物公園，公園佔地 2,000平方米，設有專為寵物而設的休憩設施。

港鐵南港島線設計經理梁民發表示，港鐵計劃覆蓋黃竹坑明渠下游約 600米，開闢 12,000平方米的空間，除了興建黃竹坑車站，還會增加不少綠化地帶。至於現時在明渠一帶出沒的鷺鳥，港鐵調查發現，鷺鳥主要在上游一帶棲息，往下游只是為了覓食，所以工程不會影響牠們的生態。他又表示，港鐵又計劃將現時鴨脷洲大橋橋底一片荒地開闢為寵物公園，交由康文署管理。公園佔地 2,000平方米，設有專為寵物而設的休憩設施，主人及寵物可以在海旁景色下遊玩。為方便市民前往寵物公園，港鐵會建造一條橫跨黃竹坑明渠的行人橋，全長 45米，連接香港仔海濱至寵物公園。港鐵又會修建及整理區內行人通道，日後市民可以由寵物公園一路步行至海洋公園，沿途會大量植樹及綠化。

MTR trumpets muffled blasts
The Standard
Wednesday, September 29, 2010

MTR Corp has adopted a new method to suppress noise and vibrations during tunnelling work for the West Island Line.

Instead of using sandbags and tires to cover the explosives, the 60-meter shaft is filled with water to 1.5 meters deep to contain the blasting shocks.

The shaft is in the King George V Memorial Park above the future station at Sai Ying Pun.

"It is the first time for Hong Kong to have water as the blast ballast in a vertical construction shaft," senior construction engineer Walter Lam Wai-tak said.

"This new technology can significantly reduce noise and vibration caused by the blasting in the densely populated district."

Lam said it costs about the same as the conventional means for constructing the four- stop West Island Line, which extends the existing Island Line from Sheung Wan to Kennedy Town.

"We usually measure the disturbance of vibration caused by blasting in terms of particle velocity," said Yang Jun, an earthquake geotechnical engineering assistant professor at the University of Hong Kong.

"The corporation must have adopted a stringent standard on controlling noise and vibration levels at a site that is surrounded by residential blocks."

The underground blasting in the park began in early August and is expected to finish next month.

Explosions are expected two or three times a week.

To further reduce the nuisance to the district, Lam said the whole process is carried out inside a HK$10 million enclosure that can reduce noise by 30 decibels.

A resident surnamed Lee, who lives in Ko Nga Court next to the site, said the two- second blasting is hardly noticeable.

"I only feel a minor vibration when it takes place early in the morning," she said.

MTRC construction engineer Anson Cheung Chun-hoo said the corporation studied examples in Britain and South Africa, and may apply the same method to other work if it needs to vertically blast through solid rock such as granite.

Last year the Executive Council approved HK$15.4 billion for the Island Line extension, which is due to be completed in 2014.

南港島鐵路　百億蝕本線造價升 55%　回報低



Yeh, of course, for shareholders of the MTRC it doesn't sound too great... but the whole point is to reduce traffic congestion and as a result, air and noise pollution and traffic journey times - i.e. for the benefit of the society.

Yeh, of course, for shareholders of the MTRC it doesn't sound too great... but the whole point is to reduce traffic congestion and as a result, air and noise pollution and traffic journey times - i.e. for the benefit of the society.

Only if you live in the Southern District, otherwise who cares!
Don't put "my" profit and/or tax money to subsidize the private monopoly!

Too bad that's how most people view private public service in HK.

Only if you live in the Southern District, otherwise who cares!
Don't put "my" profit and/or tax money to subsidize the private monopoly!

Too bad that's how most people view private public service in HK.

I wouldn't mind having a more convenient way of travelling to Ocean Park for one thing ;)

Executive Council authorises South Island Line (East) Scheme
Government Press Release
Tuesday, November 30, 2010

The Chief Executive in Council today ( November 30) authorised the South Island Line (SIL) (East) under the Railways Ordinance.

The SIL (East) is a seven-kilometre long railway that will provide domestic passenger services between Admiralty and South Horizons, with three intermediate stations near Ocean Park, and at Wong Chuk Hang and Lei Tung Estate. Passengers will be able to interchange at Admiralty for the existing MTR Island Line, Tsuen Wan Line and the future Shatin to Central Link. The SIL (East) will run in tunnels and viaducts according to topography.

"The SIL (East) will help reduce road traffic in the Southern District, particularly the Aberdeen Tunnel. With the SIL (East), passengers will be able to travel from South Horizons to Admiralty in about 10 minutes, as compared with 25 to 45 minutes by using road-based transport during rush hours," a government spokesman said.

"The SIL (East) will enhance the railway network on Hong Kong Island. It will not only save travelling time for residents of Southern District, facilitating tourism and commercial developments in the district, but also help improve connectivity of the commercial and industrial area in Wong Chuk Hang, thus revitalising and bringing along business opportunities to the area," he added.

"The Government and the MTR Corporation Limited (MTRCL) have proactively engaged the local community, including the Southern District Council, extensively in the last few years in formulating the railway scheme of the SIL (East). It has been the common desire of the local residents for the early implementation of this project,"the spokesman said.

The SIL (East) railway scheme was first gazetted on July 24, 2009 and amendments to the scheme were gazetted on June 4, 2010. Following receipt of objections, the Government and the MTRCL carefully studied the grounds of objections, met the objectors to explain the railway scheme and addressed their concerns. Changes to the SIL (East) scheme have been made as far as practicable in response to public views and some of the objections. Hearing sessions were conducted by non-official members of Railway Objections Hearing Panel on those objections not withdrawn. All unwithdrawn objections were submitted to the Executive Council for consideration.

"To continue effective communication with the community, the MTRCL, in the course of implementing the SIL (East), will establish community liaison groups comprising representatives of the concerned and affected parties, including owners' corporations, owners' committees, management offices, local committees and schools in the affected areas. The MTRCL will also have to comply with the conditions to be set out in the Environmental Permit by the Director of Environmental Protection to keep the disturbance to the environment to acceptable levels," he added.

The SIL is one of the major infrastructure projects the Chief Executive announced in his Policy Address in October 2007. Implementation of the SIL (East) will create 2,500 jobs during construction in the next few years and another 2,100 jobs during the operation stage.

"The SIL (East) will be implemented as an MTRCL project under the ownership approach. The cost estimate of the SIL (East) in 2006 prices was over $7 billion and the project was not considered as financially viable. Construction prices have escalated by about 55% from 2006 to 2009 due to the surge in construction material prices. Apart from this, refinement of the project details and amendments in the detailed design in response to public views and technical needs also account for the cost increase. According to the MTRCL's recent assessment in 2009 prices, the estimated construction cost of SIL (East) ranges from $12.3 billion to $12.6 billion.

"The MTRCL is finalising the detailed design of the rail project, which may entail final technical fine-tuning. This may have a minor impact on the project cost. We expect the final cost to be available in the first quarter of 2011. The Administration will continue close monitoring of the project expenditure and ensure MTRCL will exercise due diligence in budget control. We have also engaged an independent consultant to conduct an assessment of the project cost estimate and the funding gap," the spokesman added.

A site at the ex-Wong Chuk Hang Estate has been reserved for rail plus property development for the SIL (East). The proposed development requires rezoning of the ex-Wong Chuk Hang Estate site to "Comprehensive Development Area", which is being processed under the Town Planning Ordinance. The spokesman said that the Administration will carefully consider and scrutinise the MTRCL's development proposal and has engaged an independent consultant for assistance.

"We will give due consideration to ensure that the funding support is fair and reasonable, without affecting the prudent commercial principle in railway operation," the spokesman said.

Construction work for the SIL (East) is expected to commence in mid-2011 for completion in 2015. 　

KONE Press Release
KONE wins an order for Hong Kong metro extension
22/12/2010

KONE has won an order to supply 37 elevators, 41 escalators and five autowalks on the West Island Line railway extension in Hong Kong.

"We are very proud that MTR Corporation has chosen KONE for this key extension to the world-class Hong Kong transport system. KONE has worked with MTR for many years and we are happy to further extend our partnership based on mutual trust and shared values regarding safety, quality, service and environmental awareness," says Noud Veeger, EVP and Area Director of KONE Asia Pacific.

The West Island Line (WIL) is a three-kilometer-long railway extension of the existing MTR Island line encompassing three underground stations on Hong Kong Island. KONE will install the solutions at the WIL stations from 2012 to 2014. KONE currently maintains 900 elevators and escalators in the existing MTR network.

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South Island Line (East) and Kwun Tong Line Extension to commence works soon
Wednesday, May 18, 2011
Government Press Release

The Government today (May 18) announced that the necessary statutory, administrative and funding application procedures for the South Island Line (East) (SIL(E)) and Kwun Tong Line Extension (KTE) had been completed. Construction works of the two projects will be commenced as soon as possible with an aim to completing them by 2015.

A spokesman for the Transport and Housing Bureau said that the MTR Corporation Limited (MTRCL) would be responsible for the funding arrangement, design, construction, operation and maintenance of the two railway projects. These railway projects will provide convenient and rapid service to the Southern District on the Hong Kong Island, Hung Hom and Whampoa District, which are presently not connected to the railway network.

The capital costs of the SIL(E) and KTE are $12.4 billion and $5.3 billion respectively, the spokesman said. The Government has commissioned an independent consultant to check the estimated cost and revenue for the railway projects prepared by the MTRCL and confirmed that both projects are not financially viable. The funding gaps of SIL(E) and KTE are about $9.9 billion and $3.3 billion respectively. The Government needs to provide funding support to the MTRCL.

The Executive Council (ExCo) approved to grant the MTRCL with the property development rights of ex-Wong Chuk Hang Estate site (Wong Chuk Hang site) and ex-Valley Road Estate Phase 1 site (Valley Road Estate site) as a form of financial assistance to the MTRCL to implement the SIL(E) and the KTE projects on May 17.

Based on the independent consultant's estimation, the funding assistance to be generated from the property developments may just be barely able to cover the estimated funding gap due to increases in the construction cost and the latest planning parameters.

The spokesman said, "the Government has been adopting Rail-plus-property funding model for development of new railway projects. We have examined carefully how the sites should be used to ensure that the funding support provided by the Government for the projects is reasonable and fair. To achieve this, we have adopted two measures. Firstly, when considering how the MTRCL should be allowed to develop the site, we have taken into account relevant planning considerations to ensure that any development should be compatible with the surrounding land uses and public expectation. Secondly, an independent consultant is commissioned to conduct an estimation of the profit of the development. Two independent surveying firms have also been engaged to provide property valuation for the development so as to ensure that the lands to be granted to the MTRCL should not be more than what is required to bridge the funding gap."

Under the Rail-plus-property model, the MTRCL will pay full market premium (on a green field basis) of the sites and bear all development costs for the property developments.

The spokesman explained, "with the granting of the property development rights to the MTRCL, the MTRCL will bear all associated risks from financing for the railways and properties, property market and rail operation. The Government does not have to bear the responsibility.

"As the two railway projects are to commence very soon, the MTRCL needs to arrange funding on its own immediately to support the construction costs. However, given property developments can only start upon completion of the railways in 2015, it is expected that all property units will be sold after around 13 years. Therefore, the MTRCL has to bear all long term risks from the market as the holder of property development rights of the railway projects. In terms of rail operation, the MTRCL has to bear the operation, maintenance and management responsibilities of the two railways for 50 years."

The spokesman added, "in considering the planning parameters of the Wong Chuk Hang site and Valley Road Estate site, the Government has taken fully into account the use of land adjacent to the district and expectations of the residents. When the ExCo decided to proceed with the further planning of the SIL(E) project in 2007, besides reserving the Wong Chuk Hang site, the site to the north of the Ocean Park Station (Ocean Park Site) had also been reserved for property developments. However, after considering the use of land near the Ocean Park Site, the government decided to concentrate property developments at the Wong Chuk Hang site, so as to free up the Ocean Park Site for other purposes which are in more harmony with the district.

"The proposed comprehensive development in the Wong Chuk Hang site will include a rail station and depot, public transport interchange, shopping mall, social enterprises, social welfare facilities, etc., and this planning concept was supported by the Southern District Council and approved by the Town Planning Board.

"The majority of the proposed property development will be small to medium-sized units having an average size of 76 square metres. In addition, about 20% of the flats will be of about 50 square metres in size to help meet the housing needs of the population in districts nearby."

With regard to the planning of the Valley Road Estate site, the spokesman stated that although the maximum allowable plot ratio for the site is 9, the government has asked the MTRCL to adopt a maximum domestic plot ratio of 5 for the planning and design of the site, and the buildings will be only twenties-storey to address public concerns on possible "wall effect" development. The development will provide flats of sizes ranging from 40 to 200 square metres catering for different demands in the market.

The spokesman added, "the granting of property development right at the Wong Chuk Hang site and the Valley Road Estate site is considered an appropriate way to support the implementation of the SIL(E) and the KTE. It enables public resources to be used properly, so that the construction of the two railway projects, long awaited by the public, can be commenced shortly. Without undermining the prudent commercial principles for rail operation, the MTRCL not only receives the funding support from the Government, but also has to bear long term risks from funding arrangement, operation and market fluctuations in rail and property developments."

SIL(E) is a new rail corridor extending from South to North of Hong Kong Island, starting from South Horizons on Ap Lei Chau to Admiralty via Lei Tung, Wong Chuk Hang and Ocean Park. With the SIL(E), passengers from the Southern District will be able to reach Admiralty in about 10 minutes. KTE is the extension of the existing MTR Kwun Tong Line, running from Yau Ma Tei Station to Whampoa, with two new stations at Ho Man Tin and Whampoa. With the KTE, a journey from Whampoa to Mong Kok, normally taking about 25 minutes on road during peak hours, will be much reduced to about 5 minutes.

Implementation of these two projects will create 3 500 jobs during the construction period and another 2 260 jobs during the operation stage.

Property Development - Wong Chuk Hang : http://gia.info.gov.hk/general/201105/18/P201105180326_0326_79036.pdf
Property Development - Valley Road : http://gia.info.gov.hk/general/201105/18/P201105180326_0326_79037.pdf

MTR given two mega plots
The Standard
Thursday, May 19, 2011

Wong Chuk Hang
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Ho Man Tin
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The MTR Corp has been given two plots of land to help offset the HK$17.7 billion cost of two new rail projects - the South Island Line and the Kwun Tong Extension.

Transport Secretary Eva Cheng said the Executive Council had yesterday decided to hand over the sites - seven hectares in Wong Chuk Hang and a 2.6 hectares in the former Valley Road Estate in Ho Man Tin - to compensate the MTRC for having to shoulder the cost of designing, building and running the two lines.

The estimated construction cost for the South Island Line is HK$12.4 billion while the Kwun Tong Extension could reach HK$5.3 billion.

Under the rail plus property model, the MTRC will pay the full market premium (on a green field basis) on the sites and bear all development costs for the property developments. It has also to bear the operation, maintenance and management responsibilities for 50 years.

Both sites will have a lower plot ratio to limit the size and height of the development.

Cheng said it is expected that the MTRC will build 4,700 mostly small- and medium-sized flats in Wong Chuk Hang.

Cheng also said the environmental impact assessments of both sites are "valid and legal."

But since work on the property developments cannot begin until the completion of the railways, the new homes will not be ready until 13 years from now.

Democratic Party lawmaker Lee Wing-tat said the government will be disappointed if it expects affordable flats as the MTRC may build luxury apartments inst
ead.

He suggested the government separate the accounts of railway and property developments to increase transparency.

Lawmaker Andrew Cheng Kar-foo, chairman of the Legislative Council's transport panel, said the MTRC is likely to have a substantial financial gain.

In fact, the two plots could fetch as much as HK$7.88 billion if sold in a public land auction today, Centaline Surveyors director James Cheung King-tat said.

He said the Wong Chuk Hang plot could be worth HK$6.2 billion and Ho Man Tin HK$1.68 billion, both at an accommodative value of HK$12,000 per square foot.

Last June, Sun Hung Kai Properties (0016) bought a site near Ho Man Tin for HK$10.9 billion, or HK$12,500 psf.

The developer said flats on the plot will be sold for at least HK$20,000 psf.

A 600-square-foot flat near the Wong Chuk Hang site is now selling for HK$7,000 to HK$10,000 psf.

The construction of the railways is expected to be completed in 2015.

The seven-kilometer South Island line will run from South Horizons, with Lei Tung, Wong Chuk Hang and Ocean Park stops before connecting to Admiralty.

The time for a commute from South Horizons to Central - now just by road - will be cut from the current 25-45 minutes to 10 minutes and will benefit 350,000 people.

The 2.6-kilometer Kwun Tong Line Extension will connect Yau Ma Tei and Whampoa via Ho Man Tin before connecting to other routes at Mong Kok. This will benefit about 180,000 people.

MTRC chief executive Chow Chung-kwong said the agreements with the government are a key milestone for the two rail projects.

The MTRC expects the two projects will create about 3,500 jobs during construction and 2,260 jobs after the railways start operating.

@hkskyline

When will Cyberport train station open?

:)

@hkskyline

When will Cyberport train station open?

:)

The South Island Line won't go to Cyberport.

The South Island Line won't go to Cyberport.

Well according to wiki (yeah, not the most reliable site), it is:

http://en.wikipedia.org/wiki/Cyberport_Station

Well according to wiki (yeah, not the most reliable site), it is:

http://en.wikipedia.org/wiki/Cyberport_Station

The current South Island Line that is being built won't include the Western portion that goes via Cyberport. Only from Admiralty to South Horizons.

Nothing is firm yet for SIL(W), but there will be a sort of Y-shaped thing spanning out at Wong Chuk Hang station that would enable future works.

海怡半島居民入稟阻建西南港島線

【明報專訊】繼港珠澳大橋環評報告遭司法覆核推翻，工程被叫停後，有海怡半島居民前日入稟法院，要求法庭頒令叫停港鐵西港島線及南港島線（東段）發展，指工程對環境造成影響，有關路線亦無需要，而且諮詢不足，繼續動工只會造成更大傷害。

港鐵：多年諮詢獲共識

運輸及房屋局發言人表示事件已展開法律程序，現階段不宜評論，但指南港島線（東段）將為港島南區提供便捷服務，乘客從南區出發，約10分鐘可抵金鐘；施工期間將採適當措施減少對環境影響。

港鐵發言人表示，兩線發展乃經過多年諮詢，在地區上得到共識，認為可有效改善交通及幫助地區發展而決定。至於入稟方面，港鐵需進一步詳細研究。

原訴人黃福添（譯音）自行撰寫20頁入稟狀，要求法庭聲明，3名答辯人即特區政府、運輸及房屋局長、財經事務及庫務局長在批建鐵路時，未有適當保護環境及本港市民財產，亦未有監察好港鐵進行其業務，因此有關工程的批文應該註銷，有關工程應該停止。

指污染環境 車站多餘

入稟狀指出，南港島線（東段）由金鐘伸延至黃福添所住的海怡半島，他直接受工程影響。根據港鐵網頁，工程預計2011年動工，2015年竣工。至於另一條由上環駁至堅尼地城的西港島線，已於2009年7月動工，預計2014年完成。

黃福添指去年7月得悉兩項工程，他基於8大理由反對，包括工程影響環境、噪音及沙塵造成滋擾、對區內市民安全造成風險等。他又指近年大量興建鐵路令資金流入相關人士身上，影響社會經濟。

他指本地交通已足夠應付有餘，建鐵路實屬無需要，該幾個擬建的車站根本不合理甚至可說是多餘，在工程諮詢不足下，工程有必要停止以免造成更大損害。

早前，66歲老婦朱綺華入稟高院申請司法覆核，質疑港珠澳大橋的環境影響評估報告沒有列出沒有工程時的空氣質素指標，要求推翻批出環境許可證的決定。高等法院判朱綺華勝訴，工程至今無法動工。

【入稟編號：HCA1008/11】

MTR errs on side of caution over Sheung Wan closure
The Standard
Friday, July 22, 2011

http://the-sun.on.cc/cnt/news/20110722/photo/0722-00407-045b1.jpg

Giant posters are going up and videos being shown in an attempt to minimize the likelihood of any commuter chaos ahead of a 54-hour total shutdown of the Sheung Wan MTR station early next month.

Between 40,000 and 50,000 passengers are expected to be affected each day when the station is closed between 11.30pm on August 5 and 6.05am on August 8 to allow work to proceed on the construction of the West Island Line extension.

The posters will be going up in Admiralty, Sheung Wan and Central, while a short video will be replayed, starting from today, to remind commuters of the changes they have to make to their customary transport arrangements to facilitate the construction work.

Passengers will need an extra 10 to 15 minutes to travel between Sheung Wan station and Admiralty station during the closure, said Choi Tak-tsan, head of operations at MTR Corp.

"We planned for the works to take place on a weekend to minimize the inconvenience to students and office workers," Choi said.

During the closure, westbound Island Line passengers wanting to get to Central will have to switch over to the Tsuen Wan train at Admiralty.

Service frequency for the Tsuen Wan line will be increased to three minutes from four during normal hours.

Free shuttle bus services will also be provided between Admiralty and Sheung Wan, with stops for the former near exit C1 at Queensway Plaza and for the latter near exit E4 at Infinitus Plaza.

^^ I guess Walder, the new CEO, can at least bring his New York experience on this closure matter that happens somewhere in New York every weekend.

So which station(s) are affected by the three-day full closure? Just Sheung Wan train station?

If so, then it's not a big deal. Remember, there are always other forms of transport available. You have:
-bus (I heard MTR is even generous to offer free shuttle buses services between the affected station or stations)
-taxi (from a personal case, we always use taxi when traveling from Park Lane Hotel in CWB to Shun Tak ferry terminal @ Sheung Wan..........because it's more convenient than using MTR in this case)

-walk (there is a reason why God gave us limbs :P)

So yeah. Remember the MTR is not the one and only way to travel when in Hong Kong. In short, if one is not available, there are always other options available :)

-walk (there is a reason why God gave us limbs :P)


Walking is only about 6 minutes (http://maps.google.com.hk/maps?saddr=Wing+Lok+St&daddr=Des+Voeux+Rd%2FDes+Voeux+Rd+C&hl=en&sll=22.28437,114.154295&sspn=0.008151,0.016512&geocode=FRUPVAEdXdLNBg%3BFTQDVAEd0uXNBg&mra=dme&mrsp=1&sz=17&dirflg=w&brcurrent=3,0x3404007e811b3f95:0x47c863b8fcf83784,0,0x3403ff80eb6f67b1:0x46c3c89b39011247&z=17)

So which station(s) are affected by the three-day full closure? Just Sheung Wan train station?

If so, then it's not a big deal. Remember, there are always other forms of transport available. You have:
-bus (I heard MTR is even generous to offer free shuttle buses services between the affected station or stations)
-taxi (from a personal case, we always use taxi when traveling from Park Lane Hotel in CWB to Shun Tak ferry terminal @ Sheung Wan..........because it's more convenient than using MTR in this case)

-walk (there is a reason why God gave us limbs :P)

So yeah. Remember the MTR is not the one and only way to travel when in Hong Kong. In short, if one is not available, there are always other options available :)

Full closure at Sheung Wan and Central for the Island Line. Trains will run between Admiralty and Chai Wan during that 54 hours period. But Island Line passengers can transfer to the Tsuen Line at Admiralty to reach Central, and vice versa. Service to and from Sheung Wan will be substituted by free shuttle.

That's Hong Kong, we expect no disruption in service even tough we have many other choices: buses, trams, minibus, taxi, and walking other than the MTR.

Walking is only about 6 minutes (http://maps.google.com.hk/maps?saddr=Wing+Lok+St&daddr=Des+Voeux+Rd%2FDes+Voeux+Rd+C&hl=en&sll=22.28437,114.154295&sspn=0.008151,0.016512&geocode=FRUPVAEdXdLNBg%3BFTQDVAEd0uXNBg&mra=dme&mrsp=1&sz=17&dirflg=w&brcurrent=3,0x3404007e811b3f95:0x47c863b8fcf83784,0,0x3403ff80eb6f67b1:0x46c3c89b39011247&z=17)

It says 8 minutes!! But this is pure division between distance and average walking speed, it doesn't factor in the wait time to cross the number of streets along the route. The walking time can easily be doubled, and what if the destination is Macau Ferry, nor Des Veoux Road Central?

walking around 100m/min is possible for most people so I guess just slow that down for urban walking

it doesn't factor in the wait time to cross the number of streets along the route. The walking time can easily be doubled, and what if the destination is Macau Ferry, nor Des Veoux Road Central?

there is a skybridge from IFC to Macau Ferry

there is a skybridge from IFC to Macau Ferry

I know there is a pedestrian overpass (aka overhead pedestrian walkway) BUT wow, I didn't know that it connects all the way up to Shun Tak Ferry Terminal...

That's news to me.......

I know there is a pedestrian overpass (aka overhead pedestrian walkway) BUT wow, I didn't know that it connects all the way up to Shun Tak Ferry Terminal...

That's news to me.......

It has been there for... at least 25 years... one of the first east-west footbridge connection. You can pretty much walk overhead from Macau Ferry all the way to Pacific Place without crossing once.

It has been there for... at least 25 years... one of the first east-west footbridge connection. You can pretty much walk overhead from Macau Ferry all the way to Pacific Place without crossing once.

Wow, I never knew that it already reached up to there. Heh you learn something new everyday :)

MTR pulls out stops for extension work
The Standard
Friday, August 05, 2011

The Sheung Wan MTR station will be closed for more than 50 hours - from 11.30 tonight to 6.05am on Monday.

It's to give way to the reconstruction of the Island West extension. Admiralty will be the last station on the Island Line.

Those who plan to go to Central will have to use the Tsuen Wan Line.

Free shuttle services will also be provided near exit C1 at Queensway Plaza, Admiralty station, and at Infinitus Plaza near exit E4 at Sheung Wan station.

封上環站第二日 乘客轟指示不清
2011年08月07日(日)
http://the-sun.on.cc/img/v2/logo_tsn.png

http://the-sun.on.cc/cnt/news/20110807/photo/0807-00407-045b1.jpg

【本報訊】為配合西港島線路軌接駁工程的進行，港鐵需臨時封閉整個上環站。有關封站措施昨迎接首個上、下班繁忙時間。

由於封站期間港島線列車以金鐘站為終點站，港鐵早安排免費穿梭巴士接載受影響乘客來往金鐘至上環，昨日所見整體運作大致暢順。不過仍有部分乘客批評港鐵指示不清晰，以及抱怨穿梭巴士不停中環站。港鐵最遲今晚十時公布上環站能否如期在明日清晨重開。

港鐵由前晚十一時半開始至明日清晨封閉整個上環站，歷時五十四小時，期間港島線中、上環兩站之間列車服務暫停，市民要前往上環站可於金鐘站轉乘港鐵安排的穿梭巴士，令車程由平常僅五分鐘增至約十七分鐘。市民普遍提早出門應對，港鐵則出動八百名職員協助乘客，秩序大致良好。

「又上又落」如被耍

不過，部分港鐵職員或不了解金鐘站設計，未能第一時間指示輪椅使用者乘搭電梯，由中環到將軍澳的乘客鍾先生不滿職員指示不清楚，令他在兩個月台「又上又落」，浪費時間。另外，由於擁有低地台設計的穿梭巴士數量不多，欲到尖沙咀覆診的輪椅使用者關伯伯在上環等了約十分鐘才可登上穿梭巴士。

Rail riders just hope for the best
The Standard
Monday, August 08, 2011

Sheung Wan, the station at one end of the MTR's busy Island Line, was set to be back to business as usual today after a 54-hour closure.

There were fears last night that work on reconfiguration to open the way for the West Island Line, including installation of a crossing and other track-related jobs, would not be completed in time for today's rush hour.

But the MTR Corp said that by 10pm work had gone smoothly and tests on the new track, power and signaling systems were under way.

"If all goes well, Sheung Wan Station is expected to reopen at 5.55am as scheduled," an MTR spokesman said, adding that there would be a public announcement immediately if anything unexpected occurred.

Passengers are advised to listen to radio and TV news broadcasts before leaving their homes. They can also call the MTR hotline (2881-8888).

"We would like to thank passengers for their patience and understanding during the 54-hour closure of Sheung Wan Station to facilitate important track reconfiguration work for the West Island Line project," MTRC head of operations Choi Tak-tsan said. "This will allow us to extend the rail service to Kennedy Town by 2014."

The station was closed at 11.30pm on Friday. By 8pm last night more than 68,000 people had been on 2,300 runs of free shuttle buses operating at two-to-four-minute intervals between Admiralty and Sheung Wan stations.

Directions were displayed in Central Station to help passengers who preferred to walk to Sheung Wan, with MTR "ambassadors" offering guidance.

The West Island Line is to be a three-kilometer extension linking Sheung Wan to Kennedy Town stations. There will be stops at Sai Ying Pun and University. Work began after HK$12.2 billion in funding was approved by by the Legislative Council in 2009.

South Island Line (East) and Kwun Tong Line Extension to commence works soon
Wednesday, May 18, 2011Government Press Release

The Government today (May 18) announced that the necessary statutory, administrative and funding application procedures for the South Island Line (East) (SIL(E)) and Kwun Tong Line Extension (KTE) had been completed. Construction works of the two projects will be commenced as soon as possible with an aim to completing them by 2015.
Any closer to a start on the SIL?

SIL(E) is actually under construction.

SIL(E) is actually under construction.
Ok thanks for the confirmation. Where exactly has construction started?

Ok thanks for the confirmation. Where exactly has construction started?

I've seen work on the SIL underway at Admiralty, Ocean Park, & over the water between One Island South and the Aberdeen Marina Club

I've seen work on the SIL underway at Admiralty, Ocean Park, & over the water between One Island South and the Aberdeen Marina Club

On top of that you can see the site formation just beside Aberdeen Tunnel. Pile caps for parts of the viaduct over the toll plaza have been cast.

SIL(E) Construction Progress in Ap Lei Chau 07-12-2011 and 12-12-2011
http://i491.photobucket.com/albums/rr280/ericishim/MTR%20SIL-E%20Construction/2011-12-07001.jpg
http://i491.photobucket.com/albums/rr280/ericishim/MTR%20SIL-E%20Construction/2011-12-07002.jpg
http://i491.photobucket.com/albums/rr280/ericishim/MTR%20SIL-E%20Construction/2011-12-07003.jpg
http://i491.photobucket.com/albums/rr280/ericishim/MTR%20SIL-E%20Construction/2011-12-07004.jpg
http://i491.photobucket.com/albums/rr280/ericishim/MTR%20SIL-E%20Construction/2011-12-12001.jpg