annex Summary of commentS and reSponSeS · Annex B Summary of Comments and Responses 22 Comments /...

annex B

Summary of commentS and reSponSeS

Annex B Summary of Comments and Responses

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CONTENTS

1. GENERAL COMMENTS 19

1.1 Study Objectives 19

1.2 Study Approach 19

2. AREA IMPROVEMENT PLANNING FRAMEWORK 22

2.1 Pedestrian Linkages and Circulation 22

(a) General 22

(b) Crossing Facilities 29

(i) At-Grade Pedestrian Crossings 29 (ii) Subways 29 (iii) Footbridges 30

(c) Enhancement of Major Roads 31 (i) Salisbury Road 31 (ii) Austin Road 34 (iii) Kowloon Park Drive 35 (iv) Canton Road 36

2.2 Access for the Disabled /Elderly 37

2.3 Pedestrian Priority Area 40

(a) General 40

(b) Major Proposals 45 (i) Pedestrianisation Scheme 45 (ii) Footpath Widening 52 (iii) Traffic Calming 54

2.4 Pedestrian Area and Traffic Management 54

(a) Management and Maintenance of Pedestrian Areas 54

(b) Enforcement of Traffic Management Measures 56

2.5 Nathan Road Corridor 56

(a) Possible Pedestrianisation of the Southern Section 56

(i) General 56 (ii) Management of the Proposed Civic Square 59 (iii) Traffic Impacts 59

(b) Footpath Widening and Streetscape Enhancement 62

(c) Traffic Management Measures 65


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2.6 Vehicular Traffic Aspects 67

(a) Encouraging Use of Public/ Water Transport 67

(b) Restricting Vehicular Access to TST 68

(c) Parking Facilities 69

(d) Coach Facilities 69

2.7 Urban / Landscape / Streetscape Design 70

(a) Urban Design 70

(b) Landscape/Streetscape Design 71

(c) Signage 76

(d) Use of Public Arts 77

(e) TST East 78

(f) Kowloon Park 80

2.8 Interface with the Future West Kowloon Cultural District 82

3. PRIORITY PROJECTS 83

3.1 General 83

3.2 MTR TST Station Entrance Enhancement 84

3.3 Hart Avenue Enhancement 86

3.4 Granville Road Enhancement 87

4. IMPLEMENTATION 88

4.1 General 88

4.2 Private Sector Contribution 90

5. PUBLIC PARTICIPATION 91

6. RELOCATION OF STAR FERRY PIER PUBLIC TRANSPORT INTERCHANGE 92


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Comments / Suggestions Raised By Responses

1. GENERAL COMMENTS 1.1 Study Objectives 1.1.1 Support in principle the study

objectives to improve the pedestrian environment, urban design, streetscape and landscape of the district.

A. Forrester, WPDL, HKPRI, HKIA, HKIP, PPSL, Lau, Lui, Law & Ng,

FHKHO, P. Wong, J. K. Chan, P. Zimmerman, R. Dunn, P. Y. Wong, Miramar, EOC, W. C. Law, J. Tung, K. Y. Chan, YTMSAC

Noted with thanks.

1.2 Study Approach 1.2.1 Support the improvement of

the pedestrian environment. The pedestrian environment must be designed upon the basis of a balanced benefit of users and stake-holders (pedestrians vs car-users, local residents vs visitors).

HKIA, W. Y. Chan

Thanks for the support. We will strive to strike a balance between the interests/needs of road users, property/business owners and pedestrians in formulating the Area Improvement Plan (AIP).

1.2.2 The Government should have

a comprehensive and holistic plan to create a better and more pedestrian friendly urban space.

CA, S. Govoda

Agreed. Therefore we have commissioned the study which aims at formulating a planning framework to improve the urban design and pedestrian environment of Tsim Sha Tsui (TST) in a comprehensive manner.


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1.2.3 Support the proposed

improvement measures but concern the possible traffic impact.

TAC Thanks for support. A broad brush Traffic Impact Assessment (TIA) has been conducted and has confirmed no adverse traffic impacts resulted from the proposed improvement ideas in the Planning Framework.

1.2.4 The AIP has proposed no

traffic demand control measures and will limit the rights of access for the pedestrians on the ground level.

CA Since vehicular access is vital to the operation of the existing businesses in TST, traffic demand control measure is not recommended. Nevertheless, the Study will propose pedestrian schemes and traffic claming measures to improve the pedestrian environment so as to help keep pedestrians on ground level.

1.2.5 For area improvement, health

and safety should be the first priority.

K. P. Kam Agreed. The improvement proposals for the pedestrian environment to be identified in the Study are intended to promote the safety and well-being of the pedestrians.

1.2.6 Although TST is an important

tourist area, the Study should not emphasize the interests of tourist at the expense of less able local groups, like elderly residents.

HKIA The improvement proposals for the pedestrian environment will not only cater for the needs of tourists. One of the Study’s tasks is to propose the provision of barrier-free access for the disabled and elderly.

1.2.7 The Study should cover

microclimate issues given that the air quality in Hong Kong was deteriorating.

LBAC/PSC The improvement proposals to be identified in the Study such as pedestrianisation schemes, provision of greening, etc. will help improve the microclimate; though the scope of the Study does not include an impact assessment in this aspect.


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1.2.8 The AIP has tended to focus

on the older established tourist areas of TST and has not really recognized the potential of the northern part of TST including Knutsford Terrace, Kowloon Park, the Miramar developments, St Andrew’s Church, the former Kowloon British School and Hong Kong Observatory.

Miramar The Study has recognized the potential of the northern part of TST however area improvement has focused more on areas requiring more critical attention.

1.2.9 Local character of each

district should be considered in formulating the improvement schemes.

P. Lau Agreed. We will adopt such approach in formulating the improvement schemes for TST.

1.2.10 The AIP only helps the

ground floor business sectors; but not caters for the need of the local residents. It doesn’t take into account the existing and future pedestrian flows in the district.

Member of Public 2

The Study’s proposals will include those to improve the safety, comfort and amenity of the footpaths; so that all pedestrians including local residents should benefit from the proposals. In formulating these improvement proposals, we have reviewed the existing pedestrian flows and forecast the future flow patterns.

1.2.11 TST lacks east-west

thoroughfares, which has caused traffic congestion in the area. Suggest the AIP should take the design of the road network system into account.

YTMDC Agreed and we will take into account the design of the existing road network in formulating the Study’s proposals.


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2. AREA IMPROVEMENT

PLANNING FRAMEWORK

2.1 Pedestrian Linkages and

Circulation

(a) General 2.1.1 Should establish better

pedestrian linkages amongst different parts of TST, e.g. TST East, TST core area, Canton Road area and the harbour.

TPB, HKIP

Agreed. One of the Study’s objectives is to enhance the pedestrian linkages amongst different parts of TST.

2.1.2 Improving TST for

pedestrians will mean greater pedestrian traffic, improve through-put and better business.

HAAG Agreed.

2.1.3 High pedestrian flow with

narrow footpath are common perceived problem in TST. Segregation between pedestrian and vehicular traffic is considered to be the best design in TST.

Lau, Lui, Law & Ng,

Chan, Lau & Chiang

Agreed. To tackle the congested footpath problems, the Study will explore different measures including footpath widening, pedestrianisation schemes and traffic calming. Separation of pedestrian and vehicular traffic will be proposed where circumstances allow.

2.1.4 Both footbridges and

subways draw pedestrians away from the ground level so that ground-level street activities are reduced.

HKPRI Agreed. The Study will encourage at-grade crossings as far as possible. However, at-grade crossings may not be possible at some major roads where it is necessary to maintain a smooth vehicular traffic flow. In the circumstances, footbridges and subways will be considered.

2.1.5 In Germany, many roads are

designed to allow people walking at grade and vehicles going underneath at the conflict point.

H. Ho This idea may not be applicable to TST in the foreseeable future since it would involve a complete re-design of the road network in this old urban area, which will in turn cause serious disruption to the community.


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2.1.6 Small connectors and

shortcuts could have a more important role in the pedestrian network. Suggestions are:

T. H. Kwong

• improve the connector

between Minden Avenue and Middle Road;

Due to the site constraint, widening of this alley between Minden Avenue and Middle Road is not possible. However, the Study will explore opportunities to provide better street lighting and furniture for this alley.

• enhance the Former

Marine Police Headquarters (FMPH) to serve as important linkage between Star Ferry and core TST urban area;

The proposed redevelopment of the FMPH will help improve the pedestrian linkages between Canton Road area including the Star Ferry Pier and the older central part of TST. It is understood that footpaths will be provided along the western and eastern sides of the site, i.e. at Canton Road and Kowloon Park Drive respectively. An at-grade passageway running across the site will also be provided to connect the above two roads under the FMPH project.

• open Observatory Road,

which is currently closed to the public, to link Chatham Road South and Nathan Road; and

Noted. However, this suggestion may not be viable in view of, particularly, the likely significant disturbance to the operation of the Observatory.

• provide other short cut

through alleys. Noted. Opportunities to improve

the alleys for a better pedestrian network will be explored in the Study where appropriate. For example, the alley near the dead end of Hau Fook Street will be used as a short cut to connect Cameron Road near the Golden Dragon Centre to Granville Road near the Christian Ecumenical Building.


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2.1.7 Should identify better

pedestrian connections between activity nodes and within different parts of TST. Some of the street blocks within TST (e.g. between Carnarvon Road and Chatham Road) are quite long, and cross-streets are required to break up these street blocks to facilitate pedestrian movements.

TPB Noted. This Study will examine how to enhance and strengthen the pedestrian linkages amongst activity nodes. One of the areas to be explored is the possible use of alleys to provide short cuts for pedestrians where appropriate. See response in 2.1.6.

2.1.8 Parklane with a wide

pavement should be the focus of the district. Hence, the footpath of the side streets should be widened to facilitate a smooth pedestrian flow to Parklane. This planning principle can be applied to Canton Road and Salisbury Road.

K. H. Lau The Study will explore the possibility to widen the footpaths of the local streets in order to enhance the east-west pedestrian linkage amongst Canton Road, Nathan Road and Chatham Road corridors.

2.1.9 Should change the public

meeting point from the TST MTR Station entrance to other places in order to reduce the pedestrian and vehicular conflict.

Lam Noted. However, the TST MTR Station entrance is a popular meeting point in TST because it has the advantages of being a major transport node and in a prominent and convenient location.

2.1.10 The pedestrian environment

in TST has been adversely affected by the narrow pavements between Nathan Road to TST East, the lack of desirable crossing facilities across Salisbury Road, and the vehicle/pedestrian conflicts at the car park entrances/exits along Canton Road.

TAC

Noted. The Study will explore various measures to tackle all these problems. For example, the proposed Pedestrian Priority Area (PPA) between Nathan Road and TST East will improve the pedestrian linkages amongst these two places. Improvement to the crossing facilities on Salisbury Road will be proposed (see responses in 2.1.29 and 2.1.33). Measures will also be explored to minimize vehicle/ pedestrian conflicts at the car park entrances/exit along Canton Road.


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2.1.11 Convenient pedestrian

access to public transport should not be neglected.

KMB Agree that convenient pedestrian access to public transport should be promoted.

2.1.12 With improvement to

pedestrian mobility, the number of bus and taxi stops should be reduced to improve the traffic flows.

P. Zimmerman Noted. One of the Study’s tasks is to explore the possibility of re-arranging public transport services along major roads, in particular Nathan Road.

2.1.13 Pedestrian network should

help people to see and appreciate the heritage sites in TST. Smaller relics e.g. old street name plates, railings, corner stones, walls, etc should be preserved amidst modern streetscape improvements.

T. H. Kwong Noted. Heritage sites and heritage elements will be taken into account in formulating the streetscape enhancement proposals.

2.1.14 The conflicts between

pedestrian and vehicular traffic in junction of (J/O) Kimberley Road, Nathan Road and Cameron Road should be resolved immediately.

YTMDC The Study will propose measures to improve the pedestrian safety at the existing traffic accident black spots, including the J/O Nathan Road, Kimberley Road and Cameron Road. One of the proposals is to signalise the pedestrian crossing on Kimberley Road at its junction with Nathan Road. More improvement proposals will be explored.

2.1.15 Suggest the following

measures to improve the east–west pedestrian circulation on Middle Road and the vehicular traffic flow in the southern TST:

AEPSL


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• ban westbound vehicles

from turning left from Middle Road to Kowloon Park Drive and convert section of Hankow Road south of Middle Road to one-way southbound. As such, part of the westbound traffic will be diverted away from Middle Road thereby allowing scope for footpath widening;

The suggestion of converting section of Hankow Road to one-way southbound is not viable since currently it is the only access to allow traffic from Kowloon Park Drive/Salisbury Road to ingress to the area surrounding Middle Road without the need to pass through the busy J/O Nathan Road / Salisbury Road. Should this section of Hankow Road be converted to one-way southbound, traffic to this local area can only ingress from the northbound carriageway of Nathan Road which is undesirable from overall traffic accessibility point of view. Banning vehicles from turning left from Middle Road to Kowloon Park Drive will have significant impact on dissipation of local traffic as this is the only egress junction for local traffic along Middle Road, Lock Road and Hankow Road (section south of Peking Road) to dissipate to either Kowloon Park Drive (for districts in Kowloon West or Central, or via Salisbury Road (for districts in Kowloon Central or East). Hence, the suggestion is considered undesirable from overall traffic dissipation point of view.


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• widen footpaths of Middle

Road and raise the kerb at its junction with Hankow Road for traffic calming purpose;

The existing footpath of Middle Road is wide enough to accommodate the pedestrian traffic and widening is not necessary. Besides, traffic queues are commonly observed at J/O Middle Road/Kowloon Park Drive during the peak hours and occasionally extended along Middle Road up to its junction with Hankow Road. Any footpath widening proposals will reduce the number of traffic lanes of Middle Road and hence aggravate the existing traffic congestion problem.

• widen the western footpath

of Kowloon Park Drive; Noted and it is understood that in

the redevelopment of the FMPH site, the western footpath of Kowloon Park Drive along the site will be widened.

• provide a new at–grade

crossing at J/O Kowloon Park Drive/ Middle Road;

This suggestion is not desirable since the proposed at-grade crossing would interrupt traffic flows along Kowloon Park Drive and Middle Road, causing traffic queues to develop longer. According to site observations, any further delay to this junction (e.g. introduction of pedestrian crossing) will extend the existing traffic queue along Kowloon Park Drive and Middle Road. As the major egress point of Peking Road area, traffic jams along Middle Road would seriously hinder the operation of its upstream junctions and the accessibility to this area. Moreover, further delay to Kowloon Park Drive northbound traffic would cause tailback problems that affect the operation of Kowloon Park Drive/ Salisbury Road junction.


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• extend KCR Middle Road

subway to connect the two existing subways at Kowloon Park Drive and Salisbury Road;

It is understood that KCRC is considering this proposal under the proposed Kowloon Southern Link (KSL).

• convert section of Middle

Road east of Nathan Road to one-way eastbound to divert some of the southbound traffic on Nathan Road from the J/O Salisbury Road; and

This suggestion is not desirable for the reasons as follows. If this section of road is changed to eastbound only, all the vehicular traffic could only join the busy Salisbury Road eastbound. As a result, those vehicles heading for the western part of TST would need to detour a long distance; and hence increase the traffic flow on Salisbury Road. Further, vehicles could not use the Salisbury Road Underpass to the eastern part of the area. As such, they would have to use the at-grade lanes and hence would increase the traffic burden at the J/O Salisbury Road/ Chatham Road South.

2.1.16 Should install a pedestrian

crossing with measure of green time count down at J/O Nathan Road/Humphrey Avenue, which is a traffic accident black spot

Member of Public 2

There is an existing signalised pedestrian crossing at J/O Nathan Road/Humphreys Avenue and the suggestion to install a green time count down facility has been conveyed to the Transport Department (TD) for consideration. The Study will propose an additional at-grade crossing on Nathan Road near Humphrey Avenue such that this junction will be provided with signalised pedestrian crossing at every arm. We will also explore full-time pedestrianisation of Humphreys Avenue in the longer term to improve the pedestrian environment.


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(b) Crossing Facilities (i) At-Grade Pedestrian

Crossings

2.1.17 Provide as many at-grade

crossings as possible because footbridges or subways are unfavourable to pedestrians.

CA, P. Y. Wong, PPSL

Agree that at-grade crossing is preferable to footbridge and subway and we are working in this direction. Therefore, at-grade crossings would be provided to the locations where the traffic condition allows. However, sometimes the provision of at-grade crossings are constrained by the need to maintain a smooth vehicular traffic flow along major distributor roads.

2.1.18 At-grade crossings, if

managed properly, would offer safe and comfortable route for pedestrians and would not cause excessive traffic jams.

HKIA

Noted. The Study will propose at-grade crossings in locations where the traffic condition allows.

2.1.19 Enquire whether some of the

existing at-grade crossings on major roads would be replaced by footbridges.

LBAC/PSC The Study does not propose the replacement of any existing at-grade crossings by grade-separated facilities. Instead, consideration would be given to improving the existing at-grade crossings or providing new ones where traffic condition allows.

(ii) Subways 2.1.20 Subways are not user-

friendly, unless in the form of a shopping precinct.

HKPRI, HKIA

Noted. Provision of retail facilities is one of the possible ways to enhance the attractiveness of subways.

2.1.21 Should improve the signage

for subways system. S. Govoda Agreed and to be examined in the

Study.


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2.1.22 In spite of attempts to enliven

subways with color and pattern, subways remain generally unpleasant spaces.

R. Dunn Noted but sometimes subways are provided having regard to factors such as traffic impacts of at-grade crossings, visual impact of footbridges, limited land available for footbridge landings, etc.

2.1.23 Suggest to enhance the

pedestrian circulation between Canton Road and the Hong Kong Cultural Centre (HKCC) by connecting two existing subways: the one connecting Sun Arcade and J/O Kowloon Park Drive/ Peking Road and another one near YMCA linking to the HKCC.

Chan, Lau & Chiang

Noted. It is understood that under the proposed KSL project, KCRC is examining the feasibility to extend the KCR East TST Station subway system along Middle Road to connect with these two existing subways.

2.1.24 The subways built by the

KCRC, MTRC, and Highways Department (HyD) are not interconnected, which are hard to navigate and extremely confusing.

P. Zimmerman Agree that a clear signage system for subway users is important. As regards the connections amongst subway systems, the KCR East TST Station subway system is already connected with the subways of the MTR TST Station. Further, KCRC is examining the feasibility of linking up the two existing subway systems across Kowloon Park Drive. Please see response in 2.1.23.

(iii) Footbridges 2.1.25 Footbridges without

escalators are unpopular, particularly to the old or handicapped. Also, provision should be made in the design of footbridges to permit luxurious planting to camouflage them, as it has been done in Singapore for instance.

HKPRI Agree that escalators and planting can enhance the convenience and outlook of footbridges.


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2.1.26 The best alternatives to at-

grade crossings will be air-conditioned footbridges amongst commercial buildings. The Government should identify such desire and actively incentivize commercial building owners instead of waiting or even placing obstacles to developers’ initiatives

HKIA

Noted. However, the issue of providing incentives to footbridge connections amongst private buildings is a matter beyond the scope of the Study.

2.1.27 Should provide more

footbridges to facilitate pedestrian movements between buildings on two sides of major roads.

TPB Noted. However, the feasibility of providing footbridges between commercial buildings depends very much on the initiatives of the property owners and is always constrained by the design of the existing buildings.

2.1.28 TST lacks an integrated

mezzanine walkway system. P. Zimmerman Noted. However, the design of

many existing buildings in TST has not allowed for the provision of an elevated walkway system.

(c) Enhancement of Major

Roads

(i) Salisbury Road 2.1.29 Should enhance the

pedestrian linkages to the waterfront and overcome the barrier created by Salisbury Road.

HKIP, TSG, HEC/HPR

Sub-com

Agreed and proposals to be formulated at the next stage of the Study.

2.1.30 Should not remove all at-

grade pedestrian crossings from Salisbury Road.

P. Zimmerman, CA, HKIA, K. Kan

The Study does not propose removal of any existing at-grade crossings on Salisbury Road.


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2.1.31 Suggest reinstating the at-

grade pedestrian crossing near the Peninsula Hotel.

M. Mulvihill, H. Schindlbeck, HKIP, CA, HKIA, FHKHO, K. Kan

Noted. However, we considered that this suggestion is not viable at the present stage because it will interrupt the existing free flow lane along Salisbury Road westbound. Consequently, the capacity of the J/O Salisbury Road/ Nathan Road will be seriously affected; thus causing traffic congestion. The Government will continue to monitor the traffic condition and pedestrian flows along Salisbury Road and review the junction arrangement regularly; to consider if any improvement works are necessary.

2.1.32 Linking Nathan Road to the

waterfront by a footbridge is undesirable. Ground-level connections should be explored as far as possible. There should be an integrated and coordinated approach to tackle both physical and visual connectivity to the waterfront.

HEC/HPR Sub-com

Providing new at-grade crossings on Salisbury Road is not viable in view of the need to maintain a smooth vehicular traffic on this major distributor road. On the other hand, we recognize that conventional footbridge is not desirable; and hence raise the idea of an innovative landscaped bridge across Salisbury Road. The purpose is to arouse public discussion on the possible measures to improve the physical, and also the visual, connectivity to the waterfront.

2.1.33 Should allow pedestrians to

cross Salisbury Road at grade.

LBAC/PSC, A. Forrester, H. Ho

See response in 2.1.32.

2.1.34 Suggest a combination of

generous at-grade pedestrian crossings and footbridges with escalators to connect areas around New World Centre and the new Public Transport Interchange (PTI).

R. Dunn As part of the proposed new PTI at Wing On Plaza Garden, a footbridge with escalators across Salisbury Road will be provided to connect the interchange and the waterfront near New World Centre. For the issue of at-grade pedestrian crossings on Salisbury Road, see response in 2.1.32.


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2.1.35 Strongly support the

proposed “Innovative Landscape Bridge / Retail Subway” across the Salisbury Road. Such a scheme should be design-driven instead of administration driven.

HKIA Noted with thanks.

2.1.36 Suggest a garden bridge

linking the second or podium level of the FMPH development to the first level deck of the HKCC.

AEPSL Noted. The Study welcomes any suggestions from the private sector as to how to enhance the pedestrian environment. However, this suggestion may not be viable since it would require redesign of the proposed development on the FMPH site and the consent of the private developer.

2.1.37 Suggest an underground

pedestrian shopping/cultural arcade under Salisbury Road to link up the KCR East TST Station with the proposed Star Ferry Pier Plaza.

AEPSL This suggestion involving an extensive underground structure under Salisbury Road should be a very long-term one and beyond the scope of this Study.

2.1.38 Concern the proposed

footbridge at the J/O Salisbury Road/ Nathan Road since it will downgrade and block the vista of the cultural and artistic precinct of TST East. Prefer to provide a retail subway than an “innovative landscaped” bridge.

K. Kan Noted for consideration at the next stage of the Study. The idea of an innovative landscape bridge/a retail subway is put forward in order to collect the public views and arouse community discussion on the possible measures to improve connectivity to the waterfront.

2.1.39 Not support the proposal to

add further shopping facilities at pedestrian subways linking Nathan Road and the waterfront. A landscaped bridge would further block the view.

M. Mulvihill See response in 2.1.38.


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(ii) Austin Road 2.1.40 It is difficult to cross Austin

Road near Kowloon Park entrance as there are few traffic lights on Austin Road and traffic speed is relatively high.

T. H. Kwong To enhance the crossing facility on Austin Road near Kowloon Park entrance, the Study will examine the feasibility to signalize the existing cautionary pedestrian crossing on Austin Road near Woosung Street and to improve the existing crossing near Parkes Street.

2.1.41 Suggest providing a new

crossing at the J/O Pilkem Street and to widen the footpath outside the BP International House at Austin Road.

Y. S. Chao This suggestion is not supported because the suggested new crossing near Pilkem Street will be close to the Nathan Road junction and hence will adversely affect the traffic flow on the already congested Austin Road. To enhance the pedestrian safety, the Study will propose upgrading the existing pedestrian crossings near Woosung and Parkes Streets. See response in 2.1.40. Footpath widening at Austin Road outside the BP International House will require the removal of the existing kerbside taxi stand. However, this will cause disruption to the existing users of the taxi stand and suitable reprovisioning site may not be available nearby. Therefore, footpath widening at this section of Austin Road is not feasible.

2.1.42 Should improve the J/O

Austin Road/ Chatham Road South. There is a vast opportunity to integrate the landscaped paths on Gun Club Hill, with the Hong Kong Polytechnic University, the museums and Austin Avenue.

HKIA Noted. It is understood that TD has a long-term proposal to improve the J/O Austin Road/ Chatham Road South. For the integration of landscape paths, it is outside the scope of the Study.


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2.1.43 To enhance the pedestrian

linkage between Kowloon Park and Jordon Road/ Temple Street, should add a new signalized crossing on Austin Road near Kowloon Park entrance, widen the footpath at Woosung Street and add a new signalized crossing on Jordon Road near Woosung Street.

Chan, Lau & Chiang

Agree that there is a need to enhance the crossing facilities on Austin Road near Kowloon Park. However, to maintain a smooth traffic flow, the Study will explore signalising the existing cautionary pedestrian crossing near Woosung Street, instead of providing a new one. See response in 2.1.40. The Study will also explore the possibility of footpath widening and provision of junction build-outs at Woosung Street to enhance the pedestrian linkage between Austin Road and southern side of Jordan Road. However, the suggestion to install a new signalised crossing on Jordan Road near Woosung Street is not viable because it will be too close to the existing ones near Parkes and Shanghai Streets and would adversely affect the traffic flow on Jordan Road.

(iii) Kowloon Park Drive 2.1.44 Suggest reinstating the at-

grade crossing near Peking Road.

HKIA, HKIP, CA

Noted. However, the suggestion to provide an at-grade pedestrian crossing on Kowloon Park Drive at Peking Road junction is not viable as this would adversely affect the northbound traffic flow on Kowloon Park Drive. As a result, traffic queues would be developed and extended beyond the Middle Road junction. Since Peking and Middle Road junctions are the main ingress/egress points to Peking Road area, the traffic queues will seriously hinder the accessibility to the area.


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(iv) Canton Road 2.1.45 Suggestions to help relieve

traffic congestions along Canton Road:

• implement double yellow

lines along Canton Road; Haiphong Road, Peking Road (particularly sections near Canton Road) where appropriate;

HCEL

Noted and your suggestion will be considered in the Study. However, imposing non-stopping restriction should also consider the demand of loading/unloading activities along Canton Road.

• extend restriction hours of

single yellow line along Canton Road up to 9 pm.;

Ditto.

• early implementation of

the proposed additional vehicular lane at the southern end of Canton Road.

Noted. It is understood that the proposed additional vehicular lane at the southern end of Canton Road, which will be provided under the FMPH redevelopment project, will be implemented after the completion of the project.

2.1.46 Oppose to any proposals to

remove all street-level pedestrian crossings from Canton Road.

P. Zimmerman, CA

The Study does not propose deletion of any at-grade pedestrian crossings along Canton Road. Instead, it would explore the possibility to enhance the existing at-grade crossings.

2.1.47 Should improve the serious

pedestrian / vehicle conflicts along the western side of Canton Road. The example of improvement to Orchard Road in Singapore could be a useful reference, where vehicular/ pedestrian conflicts were resolved by changing the vehicular ingress/egress points along the road through a gradual and systematic process.

HKIP The problem of pedestrian / vehicle conflicts along the western side of Canton Road will be addressed in this Study.


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2.1.48 With the imminent

construction of the KCR KSL whereby Canton Road would be narrowed down to a two-lane thoroughfare (one lane would be hoarded off for railway works), any increase in vehicular traffic would be detrimental.

HCEL Noted. The implementation program of any improvement proposals for Canton Road and its adjoining streets should co-ordinate with the program of KSL construction works.

2.1.49 Should address the problem

of narrow pavement at the eastern side of Canton Road along the FMPH site.

HKIP, TAC

Noted. It is understood that a proper footpath will be provided at the eastern side of Canton Road under the redevelopment project of FMPH.

2.1.50 Suggest a bridge connecting

the second floor of Lane Crawford to the second-level shops at the FMPH development.

AEPSL See response in 2.1.36.

2.2 Access for the Disabled

/Elderly

2.2.1 Support the provision of

barrier-free access. HKCSS, REHA, C. H. Cheng

Agreed. This is one of the key Study’s tasks.

2.2.2 Should cater for the needs of

the disabled by providing facilities like dropped kerb, tactile warning slips, ramp, sufficient lighting for signage, signage with high contrast, benches etc. Materials used and the design of the facilities should suit the needs of the disabled.

HKCSS, EOC, REHA

Agreed. The needs of the disabled and elderly will be duly considered in formulating the pedestrian improvement proposals. The types and details of the facilities catering for the needs of the disabled would be considered at the detailed design stage.

2.2.3 Need to review the PTI

facilities to enable the disabled to enjoy a barrier-free environment.

HKCSS Agreed. A barrier-free environment is one of the design considerations in this Study.


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2.2.4 In the proposed PPA and

part-time pedestrianised streets, the visually impaired may not be aware that vehicular traffic can still be on street in a specific period of time. Therefore, appropriate measures should be introduced to alert drivers at the entries of the PPA and also alert the pedestrians about the location of the carriageways and the vehicular direction.

HKCSS Agree that drivers should be alerted at the entries of the pedestrianised/ traffic calming streets. Possible measures to achieve this include narrowing the carriageway at intervals, change in paving pattern / colour, etc.

2.2.5 Concern that disabled will

need to travel a longer distance from the place where they get off the vehicles to the pedestrian areas.

REHA The design and coverage of the pedestrian areas would be carefully considered such that vehicular accessibility would be maintained at the periphery and the disabled could comfortably negotiate along the vehicle-free corridor.

2.2.6 Concern the access for the

disabled to the ground floor shops. Currently the single step in front of the shop entrance will make them difficulty to enter into the shop.

REHA Agree that barrier-free access should be promoted as far as possible. However, the design of the shop entrance is up to the shop owners, which is a matter beyond the scope of the Study.

2.2.7 In planning the disabled

facilities, the Government should consider point-to-point access and safety issues. The design of the existing paving has a potential danger to the elderly and disabled. The Government should formulate appropriate planning guidelines and standards for the disabled.

C. H. Cheng Agree that the needs of the disabled and elderly should be catered for in designing the pedestrian facilities. In this regard, the Transport Planning and Design Manual has already provided some guidelines for promotion of a barrier-free access.


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2.2.8 In Canton Road or other

streets in TST, vehicles entering/leaving hotels may need to cross the pavements but no warning signs, warning lights or reflective mirrors are provided. This will bring potential danger to hearing impaired and other pedestrians. If the areas are pedestrianised, pedestrian awareness will be even lower and the danger will be much greater.

HKSD The Study will explore measures to improve the pedestrian safety at vehicular access points especially on Canton Road.

2.2.9 It is difficult for wheelchairs to

use the subway across Salisbury Road in view of the steep drop of the subway.

H. Schindlbeck Noted. Due to the site constraints, the scope to improve the existing subway is very limited. However, it is understood that KCRC will explore to extend its subway system in Middle Road to connect with this subway and the one at Peking Road in the future. This can help facilitate the wheelchair users to cross Salisbury Road.

2.2.10 Should improve and consider

the parking and loading/ unloading requirements for disabled and elderly with reference to overseas examples like London.

K. Y. Chan There are sufficient off-street car parking spaces in TST for the public including the disabled and elderly. The Study will propose provision of adequate on-street loading/unloading facilities to meet the demand.

2.2.11 Should provide family-friendly

facilities to embrace the needs of people with different family status.

EOC Agreed. We would try to adopt universal design for pedestrian facilities as far as practicable.


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2.3 Pedestrian Priority Area (a) General 2.3.1 Support the pedestrian

priority concept for TST. PPSL, J. K. Chan, A. Forrester, BWDL, S. M. Cheng, V. Ng, R. Tang

Noted with thanks.

2.3.2 Support the plan to develop

south of Nathan Road and its side streets into pedestrian area, which could reduce air and noise pollutions and will be welcomed by visitors and residents.

Imperial Hotel Noted with thanks.

2.3.3 It is believed that air quality in

the pedestrian areas will be much more better and rental values of shop premise will also be increased.

YTMDC Noted.

2.3.4 Should turn the pedestrian

areas into a hot spots to attract visitors. This will improve the local economics and create more job opportunities.

W. Y. Chan Noted.

2.3.5 Pedestrian schemes should

make reference to other popular cities in US/Europe as well as the pedestrianised streets developed in Macau, Guangzhou and Beijing.

WPDL Agree that experiences in other cities are useful for the formulation of pedestrianisation proposals.

2.3.6 Support the proposed PPA

but need to pay attention to the possible impacts like those on traffic circulation.

V. Ng, P. T. Choi

Thanks for the support. The feasibility of the PPA proposals will be subject to a detailed TIA to ensure that no significant traffic impact will be resulted.


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2.3.7 Object to the proposed PPA

as it will cause negative effect to the business of building owners and occupiers.

HPML, Lam

Noted. We have tried to balance the needs of different sectors of the community in formulating the proposals within PPA and to keep the impacts on the local community as minimum as possible. Vehicular traffic will continue to be accessible to most part of the proposed PPA. On the other hand, the proposed pedestrian schemes will bring improvements to the general street environment in respect of better pedestrian circulation and streetscape. This should help attract more visitors to TST, which is beneficial to the retail and other business in the area.

2.3.8 Object to banning vehicular

traffic to TST area.

Wu, Lam, Member of Public 2

There is no proposal to convert the entire TST into pedestrianised streets. Even within the proposed PPA, most of the streets will still be accessible by vehicles.

2.3.9 Proposed schemes of

footpath widening and traffic calming should be the most effective means of improving the pedestrian environment.

HKIA Noted and such proposals will be included in the AIP.

2.3.10 Need to conduct TIA

regarding the pedestrianisation proposals; bearing in mind the need to provide access for tourist coaches to hotels in the area.

TSG Agree that accessibility of coaches to hotels should be maintained. A detailed TIA will be carried out to ascertain the feasibility of the pedestrian proposals to be formulated in the Study.

2.3.11 Some side streets of TST can

be developed into pedestrian areas e.g, areas with a lot of on-street car parking spaces or bar areas.

M. Li Noted. The location and extent of pedestrian areas as shown on the Planning Framework have been carefully considered. The needs of the existing businesses for vehicular access and loading/unloading facilities will be examined in the Study.


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2.3.12 TST streets have a lot of

history and cultural characteristics. They should be developed into pedestrian areas to attract more tourists.

W. Y. Chan Noted and historical and cultural context of the area will be taken into account in formulating the pedestrian and streetscape enhancement proposals.

2.3.13 Should consider the

loading/unloading and parking requirements and traffic circulation issues when planning the pedestrian areas.

YTMDC, J. Tung, R. Tang

In formulating the pedestrianisation schemes, we will ensure that adequate on-street loading/ unloading facilities and off-street parking facilities will be proposed in the Study to meet the demand. In addition, the feasibility of any full-time or part-time pedestrianisation and footpath widening proposals will be subject to a detailed TIA to ensure that the proposals will not cause serious impacts to the traffic circulation in the area.

2.3.14 Because the improvement

projects are aimed to reduce the number of vehicles entering into TST area, the Government should consider provision of suitable infrastructure facilities to cater for the change, e.g. providing more car parks at the adjoining areas of TST so that drivers can park their cars before entering the area.

YTMDC We have assessed the supply and demand of parking facilities in TST. In general, there will be adequate parking spaces to meet the demand. Therefore, there is no need to consider provision of more car parking spaces at the peripheral areas of TST.

2.3.15 Loading/unloading and

vehicular access requirements are not easy to meet in pedestrianisation schemes in the old urban districts, given their narrow road, intensive development and lack of rear accesses to buildings.

HKPRI Noted. Detailed assessments in these two aspects will be undertaken to ascertain the feasibility of the pedestrianisation proposals in the Study.


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2.3.16 Loading/ unloading

arrangements have to be provided but most visitors are on foot and this should be respected and further encouraged.

PPSL Agreed. It is our intention to strike a balance between the needs of pedestrians and requirements for loading/unloading activities in formulating the pedestrianisation proposals.

2.3.17 Should consider providing

more parking and loading/unloading spaces in TST before implementing the pedestrianisation schemes, e.g. to allow the hotels’ customers to use the parking spaces in the HKCC, or to use those unused public spaces for parking purpose.

FHKHO We will ensure that there will be sufficient car parking and loading/unloading spaces to meet the demand in formulating the AIP. Most of the existing coach parking spaces will be retained and we will explore to provide more. However, as advised by Leisure and Cultural Services Department (LCSD), the parking spaces at HKCC are for their operational use and there is no spare capacity to accommodate outside request for car parking. Hence, it is not feasible to open the area of HKCC for car parking.

2.3.18 The improvement schemes

just involve closure of roads and deletion of parking spaces. It does not have an overall transport planning for the area and has no provision for car parking facilities like coach parking.

Lam Only two small sections of roads are proposed for full-time pedestrianisation in the PPA. On-street car parking spaces will only be proposed for deletion for the purpose of improving the pedestrian environment. On the other hand, we will explore more parking spaces for coaches in the area to meet the demand. In formulating the AIP, we will ensure that no significant adverse impacts on the traffic flow and loading/unloading activities will be resulted.


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2.3.19 The northern boundary of the

proposed PPA should be extended to include the road between TST District Kaifong Welfare Association and Miramar Shopping Centre, Knutsford Steps, Knutsford Terrace and Kimberley Road.

Miramar As there is no significant pedestrian congestion problem in the area to the north of Kimberley Road, the Study has not proposed including it into the PPA. However, we would welcome the private sector to propose and explore other pedestrianisation schemes to improve the general area.

2.3.20 Should make reference to the

experience gained from the pedestrianisation schemes in Sai Yeung Choi Street of Mong Kok in striking a balance between the needs of different stakeholders, e.g. the loading/unloading requirements of the shop owners.

W. C. Law Noted. We will strive to strike a balance between the needs of pedestrians and the requirements for vehicle accessibility and loading/unloading facilities in formulating the pedestrian improvement proposals.

2.3.21 If vehicles cannot reach the

hotels directly, the hotel customers will have to use the MTR and this will discourage the customers to use the hotels in TST.

M. Li In the proposed PPA, most of the streets will still be accessible by vehicles and no existing vehicular access of hotels will be affected.


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(b) Major Proposals (i) Pedestrianisation Scheme Haiphong Road 2.3.22 The proposed

pedestrianisation of Haiphong Road is a good idea provided that the issues like access of disabled persons, vehicles and delivery vans can be addressed. It demands comprehensive planning of the overall environment like hiding of the refuse collection point, the integration of the Kowloon Park, the adaptive re-use of the historical buildings, the conservation of the nearby shrine, and the cleaning of the market food stalls.

HKIA Thanks for the support and agree that comprehensive landscape and streetscape planning is required in streetscape enhancement.

2.3.23 Object to the proposed part-

time pedestrianisation of Haiphong Road in view of the significant implications on the vehicular traffic on Canton Road. It is because vehicles coming from the north of Canton Road could not exit it via Haiphong Road, thus increasing the southbound traffic of Canton Road. Furthermore, public light buses serving Haiphong Road would also have to be re-diverted. Other suggestions for improvement of Haiphong Road are as follows:

HCEL Noted. However, the proposed pedestrianisation scheme is only on part-time basis. Hence the possible traffic impacts can be kept to a minimum through adjusting the time of road closure. Furthermore, a TIA will be conducted to ascertain the technical feasibility of any pedestrian proposals put forward.


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• widen the northern

walkway; In accordance with the

requirement of the Fire Services Department, an emergency vehicle access (EVA) of not less than 6.0m wide is required. Since the width of the existing carriageway of Haiphong Road is only 6.75m, scope of further footpath widening is very limited.

• enhance pedestrian safety

and utilization of the northern walkway at night, by improving illumination and enhancing streetscape with greening and better paving;

The streetscape enhancement proposal to be formulated for Haiphong Road will include the provision of better paving. However, the provision of new street planting is constrained by the width of the northern pavement of Haiphong Road, which will only be marginally adequate to accommodate the future pedestrian flow according to our forecast. The northern walkway appears to be under-lit because of the lack of shop frontage and the appearance of the historical retaining wall along Kowloon Park boundary. The problem can be addressed by the use of recessive floor lighting or bollard lighting, which will be reviewed in the Study.

• introduce advertising

signages or lightboxes to brighten up walkway;

Noted for consideration in the Study.

• remove or reduce the

loading / unloading bays near the J/O Canton Road for footpath widening. The loading/unloading bays can be re-provided in the proposed redevelopment of the temporary Cooked Food Bazaar; and

The Study has assessed the demand for on-street loading/unloading activities; and revealed that the current provision of on-street loading bays are just sufficient to meet the demand. Therefore, removal of any on-street loading/unloading bays along Haiphong Road is not supported.


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Further, there is no plan or

program to redevelop the existing Temporary Cooked Food Bazaar. The possible use of this site for loading/unloading purpose can only be a very long-term idea.

• introduce new or improve

the existing crossings across Haiphong Road.

The Study will propose pedestrian crossings which allow the pedestrians walking in all direction will be proposed at J/O Haiphong Road/ Hankow Road to facilitate the pedestrian movement across Haiphong Road.

2.3.24 Suggest pedestrianising the

whole Haiphong Road during afternoon of Saturday and Sunday; and redevelop or move away the market at Haiphong Road.

Y. S. Chao The Study will explore the feasibility of part-time pedestrianisation of Haiphong Road. Suggestion to be considered in formulating the detailed scheme. There is no definite plan or program to redevelop the existing Temporary Cooked Food Bazaar.

Humphreys Avenue

2.3.25 Oppose to the full-time

pedestrianisation of Humphreys Avenue

K. H. Lau, Wu, Member of Public 2

Noted for consideration in the Study. If the full-time scheme is pursued, a TIA will be conducted to ascertain the technical feasibility and further public consultation will be carried out to collect the public views before implementation.

2.3.26 Concern the impacts to the

east-west vehicular traffic including Granville Road, Kimberley Road and Cameron Road.

YTMDC A TIA will be carried out to ascertain the technical feasibility. If the full-time scheme is pursued, suitable traffic rerouting arrangement at Kimberley Road, Granville Road and Cameron Road will be developed and implemented to maintain a smooth traffic circulation in the area.


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Ashley Road

2.3.27 If Ashley Road was converted

into pedestrianised street, the number of motor-cycle parking facilities will be reduced. It will lead to an increase in illegal parking in the area.

YTMDC Noted. The affected motor-cycle parking facilities will be re-provided in close vicinity to the existing location.

Granville Circuit / Cameron Road / Hau Fook Street

2.3.28 Should develop the Granville

Circuit into a small landscaped piazza.

K. H. Lau It is understood that Park Hotel will rearrange their main vehicular entrance to the Granville Circuit in the near future. In order to maintain the vehicular access for Park Hotel, the idea to pedestrianize Granville Circuit is dropped and only footpath widening work will be proposed. However, streetscape improvement proposals for Granville Circuit will be formulated in the Study.

2.3.29 Suggest to close Granville

Circuit after 5:00pm. It can embrace the on-street activities for Granville Circuit.

Julia See response in 2.3.28.

2.3.30 Object to the proposed part-

time pedestrianisation of Granville Circuit and Cameron Road as the proposals will bring inconvenience to the hotel customers as well as hotel daily operations.

Park Hotel See response in 2.3.28 for Granville Circuit. The proposed pedestrianisation scheme of Cameron Road is only on part-time basis and the timing of road closure can be adjusted to keep the impacts as minimum as possible. Concern can be addressed in detailed investigation of the proposal.


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2.3.31 Concern about the impacts of

the proposed pedestrianisation of part of Cameron Road on traffic circulation and loading/unloading activities in the area.

M. Mulvihill, Julia

Before taking forward the part-time pedestrianisation proposal, an area-wide traffic management scheme to divert through traffic from using this road will be introduced to ensure the smooth traffic circulation in the area. On-street servicing activities are not prohibited entirely in the proposed part-time pedestrianised streets and can take place outside the road closure period. The timing of road closure will be carefully considered at the detailed investigation of the proposal in order to minimize the impacts and suit the operational needs of the businesses as far as possible.

2.3.32 Pedestrianisation of Hau

Fook Street and Granville Circuit would allow for open air dining and youth activities. However, please ensure that local residents are not disturbed at night.

M. Mulvihill See response in 2.3.28 for Granville Circuit. For pedestrianisation of Hau Fook Street, we will explore measures to minimize the disturbance to the local residents if the part-time proposal is pursued.

2.3.33 Vehicles should be allowed to

enter both Granville Circuit and Cameron Road in the morning in order to facilitate deliveries to the local shops and restaurants.

M. Mulvihill See response in 2.3.28 for Granville Circuit. In the part-time pedestrianised streets in other districts, vehicular access and loading/unloading activities are usually allowed in the morning and afternoon to suit the operational needs of the shops and other commercial activities. For the subject proposal for Cameron Road, timing of road closure will be considered at the detailed investigation stage. See response in 2.3.31.


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Other Suggestions

2.3.34 Suggest full-time or part-time

pedestrianisation of Peking Road, Lock Road, Hankow Road, Granville Road, Ashley Road, Ichang Street, Haiphong Road, Cameron Road, Kimberley Road, etc. This arrangements not only can attract more visitors and local residents to TST area, but also improve pedestrian safely and enhance Hong Kong as “Shopping Paradise”

WPDL The Study will further investigate the proposed part-time pedestrianisation of parts of Haiphong Road and Cameron Road; as well as full-time pedestrianisation of the northern end of Ashley Road. However, pedestrianisation of Peking Road, Lock Road, Hankow Road, Granville Road, Ichang Street and Kimberley Road is not proposed because of the need to maintain a smooth traffic circulation in the area and to balance the needs of the local businesses/activities for vehicular access and loading/unloading spaces. Whilst pedestrianisation of certain streets may not be proposed, footpath widening, traffic calming measures and streetscape enhancement are recommended in the Planning Framework to improve the pedestrian environment of such streets where appropriate.

2.3.35 Suggest pedestrianising

Minden Avenue, Minden Row, Hanoi Road, Hart Avenue, Observatory Road, Austin Avenue, Kimberley Street, Shun Yee Street, etc. In other major roads like Cameron Road, Mody Road, Kimberley Road, etc, one of the footpaths can be deleted and the space should be used for vehicular traffic or coach parking.

Lau, Lui, Law & Ng

The Planning Framework has already proposed part-time pedestrianisation of Minden Avenue and part of Hart Avenue. For the reasons for not proposing pedestrianisation of Minden Row, Hanoi Road, Observatory Road, Austin Avenue, Kimberley Street and Shun Yee Street, relevant response in 2.3.34 is also applicable.


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The suggestion to delete one of

the footpaths of Cameron Road, Mody Road and Kimberley Road is not desirable as this would reduce the space for pedestrian circulation and be in conflict with the Study’s objective to enhance the pedestrian environment in TST, which is well-received by the public. Rather, consideration will be given to deleting some on-street metered car parks to provide additional vehicular lane or loading/ unloading bays.

2.3.36 Suggest pedestrianising

streets with historic values into a piazza mixed with history, cultural and entertainment to attract visitors, e.g. Observatory Road where a lot of historical buildings can be found, section of Granville Road near Hong Kong Science Museum, etc. The Government should allow the public to organize outdoor cafe, sell cultural products with local character and carry out on-street performances in the pedestrian areas.

W. Y. Chan The Study does not propose pedestrianisation of Observatory Road because this will adversely affect the existing vehicular access to the area and disrupt the normal operation of the existing uses there including the Observatory. However, we would welcome any private sector’s initiative to explore with the stakeholders to further pursue this idea for the purpose of upgrading the environment. Also see response in 2.7.12. However, the suggestion to pedestrianize part of Granville Road, even on part-time basis, is not viable because this is the only vehicular access to the Hong Kong Science Museum and closure of it would inevitably affect the normal operation of the museum.


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2.3.37 Consider that

pedestrianisation is unnecessary. Lan Kwai Fong style area can be applied to Knutsford Terrace, upper part of Observatory Road and its associated side streets. The dead end of Hillwood Road and Minden Avenue can also be changed into pedestrianised streets

K. H. Lau Noted. However, in some cases pedestrianisation is the only measure to provide solution space to achieve a safer and better pedestrian environment. For Knutsford Terrace, it is a stepped street free from vehicular traffic; and already a well-established dining area. As to Observatory Road, please see response in 2.3.36. Closure of the existing cul-de-sac of Hillwood Road is not viable as it would hinder the manoeuvring of vehicles to leave this road. On the other hand, the Planning Framework has already proposed part-time pedestrianisation of Minden Avenue.

2.3.38 Suggest developing Lock

Road or other side streets like Ashley Road into full-time or part-time pedestrianised streets; and Hau Fook Street and Prat Avenue into part-time pedestrianised streets.

FHKHO The Planning Framework has already proposed full-time pedestrianisation of the northern end of Ashley Road and part-time pedestrianisation of Hau Fook Street. For the reasons for not proposing pedestrianisation of Lock Road and Prat Avenue, relevant response in 2.3.34 is also applicable.

(ii) Footpath Widening 2.3.39 Support footpath widening

since in many parts of TST pedestrians are still forced to walk on the carriageway at busy times.

A. Forrester Thanks for the support.

2.3.40 Should the widen the footpath

of the section of Granville Road near Chatham Road.

K. H. Lau Agreed and your suggestion will be further explored at the next stage of the Study.

2.3.41 To widen footpaths on

Haiphong Road. E. Yu See response in 2.3.23.


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2.3.42 Suggest improving Kimberley

Road by : Miramar

• widen footpath with street

trees planting;

Agreed and footpath widening of Kimberley Road already proposed in the Planning Framework. Scope for roadside tree planting will be investigated in formulating the streetscape enhancement proposals.

• restrict traffic flow to

eastbound one-way;

The Study will propose to convert the section of Kimberley Road between Nathan Road and Carnarvon Road into one-way eastbound direction.

• raise the carriageway

between Nathan Road and Carnarvon Road to the level of the footpaths;

In view of the presence of the vehicular traffic, kerb height should be maintained in this section of Kimberley Road for pedestrian safety.

• setback the entrance of

Miramar Hotel; The Study will propose

modification of the vehicular ingress/egress point of Miramar Hotel; but not setback. Should the hotel owner intend to set back the entrance, this will help enhance the pedestrian environment and is in line with the Study’ objective.

• repave the entire road

reserve with granite; and The types of paving used in

streetscape enhancement works will be examined at the next stage of the Study.

• have a more transparent

footbridge linking Miramar Shopping Centre and Miramar Hotel to enhance visual permeability of the road.

Noted. However, this should be a private proposal beyond the scope of this Study. The private developer can pursue this proposal with the concerned departments separately.


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(iii) Traffic Calming 2.3.43 General reduction in traffic

speed is necessary. The exact traffic calming measures to be adopted should be appropriate and effective.

T. H. Kwong Agreed.

2.3.44 Vehicles use Kimberley Road

as a short cut to get to Chatham Road South via Chatham Court and Austin Avenue. This area could be improved by preventing through traffic from using Austin Avenue and Chatham Court and by implementing more traffic calming measures on Kimberley Road.

A. Forrester Agreed. In the Study, traffic calming measures including local junction build-out and footpath widening are being considered at Kimberley Road to discourage through traffic from using this road.

2.4 Pedestrian Area and Traffic

Management

(a) Management and

Maintenance of Pedestrian Areas

2.4.1 Should step up effective

management and enforcement actions against commercial promotion activities in pedestrian areas, obstruction of pavement by hawkers or goods from retail shops, unhygienic practices, etc.

M. Mulvihill, FHKHO, P. S. Cheong, Member of Public 1,

W. L. Lam, K. H. Lau

Agree that effective management of streets and enforcement of traffic control measures are essential factors in improving the general environment. In this regard, the concerned Government departments including Food and Environmental Hygiene Department and the Police will continue to work together to manage on-street promotion activities. Nevertheless, a better street environment also requires concerted effort of the community, private sector and the Government.


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2.4.2 Some members of the public

are concerned that the pedestrian areas will be occupied by commercial promotion activities and bring prostitution problem. Such problems should be surmountable with proper management.

YTMDC Agree that proper enforcement and management measures are essential for achieving the intended results of the pedestrian areas. Also see response in 2.4.1.

2.4.3 Should pay attention to the

cleaning and maintenance of the street furniture.

ACL, Tse 1

Agreed.

2.4.4 Cleaning and maintenance

work for the existing floor tiles and railings on Haiphong Road, Ashley Road, Hankow Road, and Lock Road are insufficient.

ACL Comments forwarded to the concerned Government departments for consideration.

2.4.5 Should resolve the street

management issue before introducing more pedestrian zones.

KMB, W. C. Law

Agree that effective management is essential for improving the pedestrian environment. In this regard, concerned Government departments will work together to address the street management problems.

2.4.6 Suggest having a department

to handle street management of the pedestrian areas. It can avoid chaos and can help overall development.

P. Lau Noted but this suggestion involving the reorganization of the Government departments is beyond the scope of the Study.

2.4.7 Should consider to have a

common utility tunnel to contain all the underground public utilities; thereby saving the need for road closure for utility works.

Member of Public 3

Noted but this issue is beyond the scope of this Study. However, the HyD has undertaken a study to investigate the feasibility of using utility tunnel.

2.4.8 Support relocating all the

existing licensed hawkers to the pedestrianised streets.

BWDL Noted. However, the public is generally concerned about hawking activities in pedestrian areas which would adversely affect the general environment.


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(b) Enforcement of Traffic

Management Measures

2.4.9 Should take enforcement

actions against illegal parking A. Forrester, FHKHO, M. Mulvihill

Agree that effective control of illegal parking is important to maintain the smooth traffic circulation in the area.

2.4.10 Should take traffic

management measures to solve traffic problems, e.g. to control the timing of goods delivery, road construction/maintenance and garbage collection activities.

TPB, A. Forrester

Agreed. The Study will propose traffic management measures to control where and when loading/unloading activities of goods vehicles are allowed. In addition, TD will continue to monitor the traffic condition in the area and consider other traffic management measures when necessary.

2.5 Nathan Road Corridor (a) Possible Pedestrianisation

of the Southern Section

(i) General 2.5.1 Support the closing of the

southern part of Nathan Road for creating a small civic square, which could enhance the pedestrian environment, strengthen the attractiveness and vibrancy of the area, provide a venue for activity organization and become a major attraction for locals and tourists.

A. Forrester, YTRGL, T. H. Kwong, BWDL, P. Y. Wong, PPSL

Noted with thanks. The main purpose of the idea is to upgrade the general environment, enhance the vibrancy and consolidate the attractiveness of the area. It also represents an opportunity to provide a landmark in Hong Kong. Nevertheless, as the possible pedestrianisation of Nathan Road is a long term idea with substantial and far-reaching implications, we consider it important to arouse early public discussion before considering whether and how to take the idea forward. Therefore, the idea has been included in the consultation exercise.


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The outcome of the public

consultation exercise reveals that the community is still far from reaching a consensus on this idea. As such, it is premature to draw a conclusion and the Government is still open to the idea. The Government is prepared to raise this idea with the community again when opportunity arises. Public views received in this consultation exercise will provide a useful reference to the Government.

2.5.2 Should further pedestrianise

Nathan Road northward up to Austin Road

HKPRI, A. Forrester

The public views on the possible pedestrianisation of the southern section of Nathan Road are already diverse. Further pedestrianisation of Nathan Road northward will involve more substantial rearrangement of the traffic flow pattern in the whole area and hence greater disruption to the community; and would be even more controversial. The idea will not be pursued in the context of this Study.

2.5.3 Object to closing the southern

part of Nathan Road. ACL, Anonymous 1, K. Y. Li, Vincent, Lam, K. S. Lau, Y. S. Chao, W. L. Lam Y. W. Tai

We understand that this is a long-term idea with substantial implications which will attract keen public interest. Therefore, before making any decision, this idea is put forward in the public consultation exercise to facilitate early public discussion. In view of the diverse public views, the Government considers it premature at this stage to draw any conclusion. Please see response in 2.5.1.


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2.5.4 Question whether the

southern end of Nathan Road is a suitable location for a civic square for various reasons, e.g. its small size, being surrounded by tall but unattractive buildings, poor air quality, incompatibility with the retail shops, humid and hot climate.

TPB, M. Li, KMB, ACL, WPDL, Tse 2, Y. W. Tai, W. L. Lam, TAC, HKIA

Since this section of Nathan Road occupies a prominent location and is the most vibrant area of TST with a large number of tourist/visitors, it is considered as the most suitable location for the proposed civic square. If a civic square, even not a large one, can be provided there, it could substantially upgrade the general environment of the whole southern TST. The idea can also help relieve the cramped built environment created by the tall buildings nearby. With the removal of vehicular traffic in this section of road, both the air quality and microclimate should be improved to a certain extent. As revealed from the experiences in Causeway Bay and Mong Kok, many local people and tourists enjoy outdoor walk, particularly in the evenings notwithstanding the hot and humid climate.

2.5.5 Part-time pedestrianisation,

particularly at weekends and holidays can provide a more flexible improvement.

PPSL Agreed and it is a possible option if the idea is taken forward in future.

2.5.6 The closure of Nathan Road

may be implemented in phases. Interim measures such as closure of some lanes for widening of pavements could be explored.

HKIP Agreed and it is a possible option if the idea is taken forward in future. In fact, some footpath widening works are already under active planning/ being implemented.


possibility of closing a section of Canton Road.

HKIP, J. Tung

The idea to close a section of Canton Road is not supported in view of the possible disturbance to the access to major public car parks along the road.


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2.5.8 Suggest the Government to

work with the owner of Hyatt Regency Hotel (HRH) to create a public area along Nathan Road rather than closing part of Nathan Road as HRH is scheduled to be redeveloped into a commercial and office building in 2006.

ACL When compared to the idea of closing part of Nathan Road, the suggested public area at Nathan Road will be much reduced in scale and hence bring less benefits.

(ii) Management of the

Proposed Civic Square

2.5.9 Concern that without proper

management and enforcement, the pedestrian area will attract illegal hawkers, unauthorized promotional activities, protesters, overseas workers to gather on holidays, prostitution activities, crimes, etc.

YTRGL, ACL, WPDL, TPB, K.S. Lau, W. L. Lam

Agree that effective street management and enforcement is important to achieve the intended results of the proposed civic square.

(iii) Traffic Impacts 2.5.10 Concern about the traffic

impacts and the traffic congestion problems due to the closure of Nathan Road, a strategic route for vehicular traffic particularly buses.

TPB, KMB, M. Li, Y. S. Chao, K. Y. Li, W. Y. Chan, WPDL, ACL, Lam

In terms of traffic considerations, with the relocation of the existing Star Ferry Pier PTI to Wing On Plaza Garden and operation of the KSL in the longer term, vehicular traffic particularly buses along the Nathan Road corridor is expected to reduce. This offers an opportunity to explore pedestrianisation of a section of the road.


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In this Study, a broadbrush

assessment has ascertained the preliminary feasibility of the idea. However, if the idea is pursued in future, further technical feasibility assessments will be conducted upon the traffic pattern in the area stabilizes after the relocation of the PTI and commencement of KSL. The assessments will ensure that there will be no adverse traffic impacts resulted.

2.5.11 Should properly address

issues like loading/ unloading, traffic circulation, vehicular access to existing development, daily goods delivery, refuse collection and public transport rearrangement since Nathan Road is a major distributor.

YTRGL, K. S. Lau, N. Dawani, ACL, HKIP

If the idea is pursued in future, all these issues will be properly addressed in conducting further technical assessments.

2.5.12 Closing the southern section

of Nathan Road will reduce vehicular or bus accessibility to the area and hence discourage hotel customers, shoppers and visitors.

K. Y. Li, Lam

Vehicular traffic will continue to be accessible to most buildings in the area even if the southern section of Nathan Road is pedestrianised.

2.5.13 Before the opening of the

KSL, it is difficult to assess the traffic impact on the area due to the closure of this section of Nathan Road. In case all the buses are to be re-routed to other roads, visitors to TST will have less choice of public transport. Also, taking double-decker buses to see Nathan Road is the tourists’ one of the favourite activities.

K. Y. Li Noted. As we explained in the consultation exercise, it is our intention to put forward the idea to arouse early community discussion only. Even if it is decided to pursue this idea, detailed technical assessments can only be conducted upon the traffic flow pattern in the area stabilizes after the relocation of the PTI and the opening of the KSL in longer term. Concerns on the bus re-routing are noted. However, the Government has not decided to pursue this idea now. See response in 2.5.1.


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2.5.14 It may not be feasible to re-

route bus services for the creation of a civic square on the southern part of Nathan Road.

Tse 2 A broadbrush assessment, covering the possible bus re-routing arrangement, has been carried out in the Study to confirm the preliminary feasibility of this idea.

2.5.15 There is a lack of information

regarding bus routes, relocations of bus stops and traffic arrangement after the closure of part of Nathan Road.

ACL The idea of closing part of Nathan Road is put forward primarily for arousing public consultation. Whilst a broadbrush assessment has been conducted to ascertain the preliminary feasibility, further technical feasibility assessments and consultations will be required if the idea is pursued in future. As such, it is premature to discuss such detailed technical issues as traffic arrangement, bus re-routing, etc. at this stage.

2.5.16 The loading/ unloading

facilities on Peking Road, Hankow Road, Lock Road and Haiphong Road are already inadequate. Closure of part of Nathan Road will further reduce the loading/ unloading areas on Peking Road and of the vicinity.

ACL Adequate on-street loading/unloading spaces will be provided to meet the demand in the vicinity of Nathan Road.

2.5.17 Suggest maintaining one

traffic lane and allow the loading/ unloading activities to be carried out in a specific period of time.

BWDL Noted but retaining a traffic lane will substantially reduce the attractiveness of the proposed civic square when compared to the idea of removing vehicular traffic from this location.

2.5.18 Suggest retaining part of

Nathan Road for vehicular traffic so as not to adversely affect business operation.

LBAC/PSC, YTMSAC


2.5.19 Should ensure the provision

of EVA. YTRGL, K. Y. Li, ACL, BWDL

Noted. If the idea is pursued in future, the design of the proposed civic square will take into account the need for EVA.


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(b) Footpath Widening and

Streetscape Enhancement

2.5.20 Should widen the footpaths of

Nathan Road. LBAC/PSC, PPSL, W. Y. Chan

Agreed. This will be explored at the next stage of the Study.

2.5.21 Upon the operation of the

KSL, the traffic volume on Nathan Road (mainly private cars for shopping in TST area) may be reduced. It is therefore possible to widen the footpaths of Nathan Road by closing a traffic lane of each bound. By widening the footpaths, surfaces can be repaved and enhanced with roadside trees.

K. Y. Li Noted. This is one of the possible approaches to enhance the pedestrian environment of Nathan Road.

2.5.22 For the section of Nathan

Road between Haiphong Road and Sheraton Hotel, the traffic lanes can be reduced from 3 to 2. By beautifying the footpaths, Nathan Road can be developed into a high class shopping street.

Y. W. Tai Agreed. TD has already carried out footpath widening works in the southern section of Nathan Road which will reduce the traffic lanes from 3 to 2. Streetscape enhancement proposals for Nathan Road will be further explored at the next stage of the Study.

2.5.23 Suggest widening the

footpaths on each side of Nathan Road by 3 metres before the proposed pedestrianisation, by making Nathan Road a public transport corridor excluding private vehicles from 0800 to 2200. Nathan Road south can then be pedestrianised when all rail projects are completed in 2012.

P. Y. Wong Agreed. For footpath widening at the southern part of Nathan Road, please see response in 2.5.22. The number of traffic lanes of Nathan Road from Mody Road and Middle Road has been reduced from 3 to 2. TD will explore further opportunities of footpath widening of the other parts of Nathan Road. In exploring footpath widening at Nathan Road, the Government will ensure that no adverse traffic impact will be resulted.


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However, as TST is a popular

area with shopping, dining, entertainment and cultural facilities, restriction of private vehicles accessing to TST is not recommended. It is necessary to balance the needs of different activities for vehicular access during different periods of the day for loading/ unloading, taxi services, tourist coach services, goods delivery, etc. As regards the possible pedestrianisation of the southern part of Nathan Road, it is just a long-term idea put forward for public discussion. The Government has not make any decision on it. Please see response in 2.5.1.

2.5.24 Upon the completion of all the

railway works in Nathan Road, Government can restore the number of traffic lanes of Nathan Road back to the original. If the traffic lanes are reduced to two, it will cause traffic congestion problems.

YTMDC TD has already carried out footpath widening works at the southern part of Nathan Road. However, in proposing any footpath widening of Nathan Road, the Government will ensure that no adverse traffic impact will be resulted.

2.5.25 Suggest improving the

streetscape of Nathan Road (between Granville Road and Austin Road) by the following proposals:

Miramar

• repave the eastern

footpath with granite and clay tiles;

General paving design for the whole Nathan Road corridor in TST area will be considered in the next stage of the Study.


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• provide street trees; According to the Greening Master

Plan for TST (GMP) undertaken by Civil Engineering and Development Department (CEDD), there are opportunities for street tree planting at the eastern footpath of Nathan Road between Kimberley Road and Granville Road.

• install low-level street

lighting; Noted and details of streetscape

enhancement would be considered upon project implementation.

• replace the bus stop

structure in front of St Andrew’s Church by a lighter and less spatially demanding structure;

Noted. However, the design of bus stop structure is carried out by the bus company and a matter beyond the scope of this Study.

• provide information board /

signage adjacent to the perimeter wall of St Andrew’s Church.

Noted.

• provide a feature

footbridge connecting Miramar Shopping Centre and Kowloon Park across Nathan Road; and

Nathan Road, with rows of Ficus Champion Trees alongside, is the key view corridor in the district of both historical and landscape significance. Whilst appreciating the need for better pedestrian linkages across this road, the suggested elevated structure will likely be controversial because it would unavoidably create significant visual impacts and affect the existing Champion trees. In light of the above, the suggestion is not supported.

• plant trees along the

central divider of Nathan Road.

According to the GMP for TST undertaken by CEDD, there are opportunities for tree planting at the central median.


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(c) Traffic Management

Measures

2.5.26 Suggest exploring an

extensive gyratory traffic system in the TST area.

TAC An extensive gyratory system would help to relieve traffic congestion along the heavily trafficked main traffic corridors at the periphery of TST, provide opportunity for footpath widening and enhance pedestrian safety. On the other hand, in view of its substantial changes to the overall traffic pattern in TST, it would have the disadvantage in inducing significant traffic detour (i.e. increase traveling time and distance), causing confusion to drivers as well as the displacement of traffic flows onto local streets and result in undesirable traffic impact. Hence, a further detailed feasibility study and extensive consultations would be required to carefully balance the above pros and cons of the idea.

2.5.27 Should restrict some types of

vehicles entering into the southern part of Nathan Road.

W. Y. Chan Even though this suggestion only affects certain types of vehicles and covers the southern part of Nathan Road, it will still require extensive traffic rearrangement and cause severe disruption to the existing activities in the area. Therefore, it is not viable in the short term.


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On the other hand, the Study has

included a long-term idea of closing the southern part of Nathan Road in the public consultation exercise to arouse community discussion. The public views received are diverse. See response in 2.5.1. In view of the above, it is expected that any restriction on the types of vehicles using Nathan Road will be similarly controversial and should not be proposed at this stage.

2.5.28 Should restrict the speed and

time periods of the buses, tourist buses and taxis to use Nathan Road.

WPDL Nathan Road is the major distributor serving the whole TST and providing vehicular access to the local streets. This suggestion to impose a time restriction for buses, tourist buses and taxis to use the road will cause severe disruption to the community, including the local businesses, hoteliers, visitors and tourists, transport trades, etc. Concerning the speed limit on Nathan Road, the existing speed control (i.e. 50km/hr) for all vehicles on Nathan Road is considered appropriate and has balanced the considerations of traffic circulation and road safety. Hence further restriction of speed along Nathan Road is considered not necessary.

2.5.29 Suggest to reduce the road-

side car parking spaces and vehicular traffic on Nathan Road to improve the air quality.

S. M. Cheng Currently there are no on-street car parking spaces along Nathan Road. With the operation of the KSL in the longer term, we expect that the vehicular traffic flow on Nathan Road may be reduced as some of the commuters may choose to take rail rather than vehicles.


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2.5.30 Reduction in traffic of Nathan

Road is a higher priority. Landscaping and softening of the environment would go along way to making Nathan Road feel less “commercial”.

PPSL Noted for consideration in the Study.

2.5.31 In view of the existing traffic

congestion problem, it would be necessary to keep the major thoroughfares of Kowloon Park Drive, Nathan Road, Chatham Road South and Salisbury Road for vehicular traffic.

TPB Agreed. The Study recommends to retain vehicular traffic on these major roads. As regards Nathan Road, the long-term idea of closing its southern part is just put forward for arousing public discussion. There is no decision to pursue this idea at this stage.

2.6 Vehicular Traffic Aspects (a) Encouraging Use of Public/

Water Transport


operational needs of franchised bus such as provision of termini and en-route bus stops

KMB Agree that the operational needs of public transport services should be taken into account in formulating the AIP.

2.6.2 Should encourage the use of

public transport to TST. WPDL , S.M. Cheng

Agreed. The pedestrian proposals to be formulated in the Study can help encourage the use of public transport by providing a more convenient, safe and comfortable walking environment.

2.6.3 Should consider an east-west

monorail between Hung Hom and the western Kowloon.

P. Zimmerman, CA, HKPRI

Noted. However, this issue is related to the planning for major transport infrastructure and falls outside the scope of the Study.

2.6.4 Should consider circular/hop-

on ferry services to help solve traffic problems

P. Zimmerman, CA, Ko

Noted. However, it is beyond the scope of the Study.

2.6.5 Support the use of more

water transport to TST. S. Govoda Noted.


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(b) Restricting Vehicular

Access to TST

2.6.6 Suggest restrict vehicular

traffic except public buses and taxi. Traffic of delivery vehicles will only be allowed after midnight. Others will be on emergency only.

CA

This suggestion will seriously disrupt the loading/ unloading and picking up/ dropping-off activities in TST; thus affecting the convenience of the residents and tourists as well as the normal operation of the businesses. Further, restricting access of private vehicles to the area will also deprive the right of the owners of those buildings with parking or loading/unloading facilities. In view of the significant impacts to the community, this suggestion will be very controversial and is not suitable to be put forward at this stage. Notwithstanding the above, with the opening of the KCR East TST Station and in the longer term, the operation of the KSL, we believe that the vehicular traffic in TST may be reduced as some commuters may choose to use rail rather than vehicles.

2.6.7 Should restrict access of

private car and taxi and reduce bus routes as TST is served by MTR

Tourist For restriction on access of private cars, see response in 2.6.6. For taxi, it is one of the major transportation serving TST. Restricting its access to TST will cause inconvenience to both the visitors to and residents in the area. Also, strong objection from the trade can be expected. The Study will examine the scope of rationalizing the public buses services along Nathan Road. Nevertheless, there is little scope to reduce the bus services in other parts of TST.


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2.6.8 Should restrict access of

some types of vehicles to TST in certain periods of time.

S. M. Cheng, A. Forrester

Apart from rearrangement of the public bus services on Nathan Road, there is little scope to restrict vehicular access to TST. See responses in 2.6.6 and 2.6.7

2.6.9 Should restrict the time

allowed for loading/unloading activities.

P. Zimmerman, CA

The Study will propose restrictions on the timing of and identify suitable locations for loading/unloading activities.

2.6.10 Should consider electronic

road pricing. P. Zimmerman, CA, P. Y. Wong, A. Forrester

Electronic road pricing is a major policy issue outside the scope of the Study.

2.6.11 Should consider restricting

vehicular access by closure of roads to prevent through traffic.

A. Forrester Pedestrianisation propoals are already included in the Planning Framework for further study. The formulation of these pedestrianisation proposals have balanced the needs for vehicular access of the local community and businesses. Therefore, further pedestrianisation proposals are not recommended.

(c) Parking Facilities 2.6.12 Suggest providing more

parking space for motor cycles in the TST area and there is no parking spaces in or at China Hong Kong City.

R. Tandetzki The need for motorcycle parking space in TST area will be kept under review by the Government. However, for the provision of motorcycle parking facility in China Hong Kong City, it should be provided by the owner / management office and is outside the scope of the Study.

(d) Coach Facilities 2.6.13 Should provide adequate

loading/ unloading facilities for tourist buses.

YTMDC, FHKHO, J. Tung

Agreed. The Study will explore more parking spaces for coaches in the area to meet the demand.


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2.6.14 Picking-up and dropping-off

activities of the tourist coaches often obstruct the traffic and the franchised bus operations. Thus, there is an imminent need for proper design and management of the roadside activities of tourist coaches.

KMB As TST is a popular tourist area, it is important to ensure the provision of adequate picking-up/ dropping-off facilities for coaches to meet the demand. This will be examined at the next stage of the Study.

2.7 Urban / Landscape /

Streetscape Design

(a) Urban Design 2.7.1 There is a need to achieve

better urban design for the urban components including the developments around the southern end of Canton Road, the existing Star Ferry Pier PTI, the FMPH and the HKCC/Space Museum/Museum of Art complex.

HKPRI Noted. As proposed by the Tourism Commission (TC), the existing Star Ferry Pier PTI site will be redeveloped into an open plaza. The proposed plaza together with the development at FMPH and the HKCC would provide an opportunity for integrated urban design solution for the whole area.

2.7.2 Designers should try to

create wind corridor to encourage air movement, so that any heat released from trapped radiation can be dissipated.

R. Giridharan & J. Tai

Noted. However, provision of wind corridor is beyond the scope of the Study.

2.7.3 Suggest improving the Star

Ferry Pier PTI area by the following ideas:

• transparent covered

walkways to activity nodes nearby;

• turnabout for vehicles;

• waterfront broad walk for

pleasure crafts, fishing, walking and viewing;

AEPSL The design of the open plaza has yet to be developed. Your suggestions have been forwarded to TC for consideration.


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• relocation of the existing

Star Ferry Pier structure to open up the spectacular view of the Hong Kong Island; and

• a central pedestrian node

serving as the entrance of an underground cross harbour pedestrian tunnel.

(b) Landscape / Streetscape

Design

2.7.4 As the crowded nature of the

district does not permit too much space for landscaping, the landscape enhancement proposals appear to be sensible and practical.

PPSL Noted with thanks.

2.7.5 Many pavements in many

urban districts are covered by gray and grayish-pink bricks laid in the same monotonous patterns. This should be improved.

HKPRI Agree that variety of paving treatment will create visual interest in streetscape design. Your suggestion would be considered upon project implementation.

2.7.6 Streets should be beautified

to have more special characters.

Y. W. Tai, V. Ng

Agreed. The Study will formulate streetscape enhancement proposals which aim to, amongst others, reinforce the local characters of the areas.

2.7.7 Urban/ landscape/

streetscape design should incorporate the character of Chinese and Hong Kong traditional culture.

WPDL Agreed. Responding to the local context, historical, social and architectural references will be one of the major considerations in formulating the streetscape enhancement proposals.

2.7.8 Generally support natural,

simple design in streetscape T. H. Kwong Agreed with thanks.


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2.7.9 Both soft and hard

landscapes are critical elements in urban design, and should be carefully selected, designed and maintained to ameliorate the current urban heat island effect in this tropical city.

HKIA Agreed. The Study would formulate streetscape enhancement proposals which cover both soft and hard landscapes.

2.7.10 The part of Nathan Road in

front of Kowloon Park and St Andrews Church is beloved due to its old fig trees, giving shelter in the manner of South China style. Tall and thin palm trees offering colonial style signature should be used more carefully.

HKIA Agreed. The strong theme established by the existing fig trees along this section of Nathan Road is well recognized and hence the GMP for TST by CEDD recommends the use of Ficus species whenever possible in order to strengthen this well-established planting theme in the area.

2.7.11 Improvements around

Bowring Street should be accompanied with comprehensive street cleaning. The street should be integrated with the KG IV Park and Kwun Chung Market.

HKIA Agree that proper cleansing is important to achieve the intended results of area improvement proposals. Improvement to Bowring Street will be explored to ensure that the streetscape design will fit into the local context including the KG IV Park and Kwun Chung Market.


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2.7.12 Suggest improve the

streetscape of Observatory Road (between Hong Kong Observatory and Nathan Road) by landscaping and repaving and convert it into a plaza, which can be used as a periodic tourist market. The Miramar’s frontage on this road can be enhanced to provide pedestrian connection to Knutsford Terrace.

Miramar This suggestion is generally in line with the objective of the Study to improve the streetscape in TST. However, this section of Observatory Road is currently used by the TST Kai Fong Welfare Association and Hong Kong Observatory as their vehicular access. This suggestion will therefore involve issues such as the impacts to the access arrangement for the above uses, future management and maintenance of the proposed plaza, etc. Consent from the above parties should be required before the suggestion can be proceeded with. In view of the above, the Study has not put forward any such proposal. Notwithstanding, we welcome any private sector initiative to liaise with the concerned parties to further pursue this suggestion.

2.7.13 Suggest opening up the Hong

Kong Observatory grounds for the public and converting the former Kowloon British School in whole or in part to a history gallery cum dining and bar venue.

Miramar Noted. However, this suggestion will affect the existing occupiers of the premise concerned and require their consent. In view of this, the Study has not put forward any such proposals. However, we welcome any private sector initiative to liaise with the concerned parties to explore suggestions which can help improve the streetscape in TST.

2.7.14 Agree to the provision of

greening and the introduction of street tree planting.

BWDL Noted with thanks.


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2.7.15 Trees are the symbol for TST

and have been there for more than 100 years. If more palm trees are planted in the area, the special landscape character of TST will be affected. Suitable planting species like Bauhinia blackeana, Ginkgo biloba and Lagerstroemia Speciosa should be considered in the area.

K. Y. Li Noted. The GMP for TST undertaken by CEDD will provide tree species selection reference for TST. Furthermore, in selecting the suitable planting species, consideration would also be given to the characteristics of the species and the environmental conditions of the area.

2.7.16 In beautifying the

environment, different trees and planting for different seasons should be used. Consideration could be given to allowing private organizations to plant trees for memorial.

S. M. Cheng The GMP for TST undertaken by CEDD will provide reference for tree species selection in the area. Private sector involvement in greening works in public area could be considered and in fact there are such cases in TST, e.g. the existing pot plantings along Canton Road provided by the private developer.

2.7.17 Streets in TST are lack of

landscaping and do not have much greening. If street tree planting is constrained by congested underground utilities, movable planters can be used to beautify areas. Large palm trees should be planted in the existing central median of Salisbury Road near Peninsula Hotel.

Y. W. Tai Agreed. To address the problem, the Study will formulate landscape enhancement proposals to identify additional greening opportunities and explore scope of additional space for greening works through pedestrianisation schemes or footpath widening. In order to maintain the existing traffic capacity of Salisbury Road, it is not feasible to expand the existing central median for large tree planting. However, to improve the streetscape of Salisbury Road, other greening measures such as street trees or portable planters would be recommended along the footpaths.


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2.7.18 Suggest establishing a theme

for beautifying Nathan Road with a target greening amount. Some open space could be added where appropriate.

Lam Agreed. Streetscape enhancement proposals for Nathan Road would be formulated in the Study at later stage. However, it may not be realistic to set a target for greening.

2.7.19 The opportunity of urban

climate improvement may not have been adequately discussed. In addition to having an aesthetic effect on the environment, landscaping elements should be designed to offer environmental benefits.

R. Giridharan & J. Tai

The improvement proposals to be identified in the Study, such as pedestrianisation schemes, traffic calming measures, tree/shrub planting, etc., will help improve the existing urban microclimate.

2.7.20 Enforcement on the old

building rehabilitation is required for urban/landscape/streetscape enhancement.

Y. S. Chao Noted but building rehabilitation is a matter beyond the scope of the Study.

2.7.21 Priority should be given to

repairing obsolete buildings. More greening should be provided in the redevelopment site. The size of the overhanging advertisement boards should be restricted in order to minimize the visual impact. The streetscape of Hong Kong as a “Oriental Peal” and “Shopping Paradise”, is so poor. Urgent improvements to the streetscape are required.

Tourist Noted. It is beyond the scope of the Study to make any recommendations related to overhanging advertisement boards, provision of greening in private redevelopment and building repairing. In respect of the streetscape of TST, as shown on the Planning Framework, streetscape enhancement proposals will be formulated in the Study.

2.7.22 Too many signposts, rubbish

bins, fences and railings on a 1.5m wide footpaths which blocks the pedestrian movement.

H. Ho This situation can be improved through rationalisation of street furniture arrangement and provision of footpath widening, which will be explored at the next stage of the Study.


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2.7.23 The current streetscape

creates clustered effect (i.e. too many directorial signs, boring street railing, narrow footpaths, street lamps without theme, unpleasant paving, etc). In addition, streets are lack of decoration like sculpture, fountain, and seating, etc.

Y. W. Tai Agreed. The clustered effect could be resolved through footpath widening and rationalization of street furniture arrangement. In this regard, the Study will explore opportunity of footpath widening and formulate streetscape enhancement proposals covering elements such as paving, lighting, railing, seating, planters, sculpture, rubbish bins, etc.

2.7.24 Footpaths should be widened

and unnecessary railings should be removed.

P. Y. Wong Noted. Footpath widening and streetscape enhancement proposals would be formulated in the Study.

2.7.25 Tall railings will create a huge

visual impact. It is therefore better to install bollards to protect the people but not using railings to restrict jaywalking.

H. Ho Height of roadside railing is usually less than 1.2m and hence their visual impacts should not be severe if their design is simple and not overused on streets. On the other hand, there is scope to improve the design of the railings in TST to make them more visually interesting. This will be examined at the next stage of the Study.

2.7.26 Lighting facilities can be

installed on wall instead of on lamppost.

H. Ho Agreed and would be considered upon project implementation where circumstances allow. However mounting public lighting facilities on private walls is not preferred under the existing maintenance mechanism.

(c) Signage 2.7.27 More signage and map

should be provided to guide pedestrians.

K. P. Kam This issue would be addressed in the proposed signage master plan of the Study.

2.7.28 Suggest installing more

information boards and index maps for people with hearing difficulties and tourists.

HKSD Agreed. TC is exploring new locations for information board and index map. Your suggestion has been forwarded to them.


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2.7.29 Shop owners should be

encouraged to participate in the improvement of road signage. This will not only improve the current streetscape which comprises too many overhanging advertisement boards but also enable tourists to find shops more easily.

S. M. Cheng Agree that a better streetscape would require concerted efforts made by the Government and the private sector.

2.7.30 Traffic signs and signals in

London and Paris are generally smaller than that in Hong Kong. There is a scope to reduce the number and size of them. In addition, many of these traffic signs and signals can actually be mounted on lampposts.

H. Ho Noted. It is beyond the scope of this Study to look into the number and sizing of traffic signs. However, your views have been conveyed to TD for consideration.

(d) Use of Public Arts 2.7.31 Suggest beautifying and

providing greening to TST East and TST West to accommodate more outdoor performance.

FHKHO The on-going TST Promenade Beautification Works, the proposed open plaza outside Star Ferry Pier and the improvement to Centenary Garden will provide more venues for outdoor performance and activities.

2.7.32 Support improving the

streetscape by art display in public areas.

BWDL Agreed. The proposal will be further explored at the next stage of the Study.

2.7.33 In order to enhance the

character of the streetscape, it is suggested to organize art design competitions for schools and colleges. Their art works can be displayed on streets on a regular basis.

S. M. Cheng Noted. Where appropriate, various means of public involvement in the design process of streetscape enhancement proposals would be considered upon project implementation.

2.7.34 Support beautifying Parklane

Boulevard by repaving the footpath, strengthening lighting effects, providing more greening, sculpture, fountain and seating, etc.

Y. W. Tai Agreed. Streetscape/landscape enhancement measures for Nathan Road including Parklane Boulevard would be recommended in the Study.


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(e) TST East 2.7.35 TST East has been running

down over the past decade. The Study should look into ways to revitalize TST East and enhance its vibrancy.

TPB, TSG

Agreed. We would examine measures to improve both hardware and software of TST East in a holistic manner in order to facilitate the revitalization process.

2.7.36 Should improve public

transport to TST East and provide new crossings at Chatham Road South and Salisbury Road in order to improve the accessibility to TST East

TPB Agreed. The arrangement of public transport to TST East would be reviewed in the Study. An additional crossing is proposed across Chatham Road South to enhance the pedestrian connectivity. Two footbridges linking the new PTI at Wing On Plaza Garden would provide additional pedestrian linkages across Salisbury Road and Chatham Road South.

2.7.37 Improve accessibility to TST

East by providing more subways and footbridges across Nathan Road and Chatham Road South

Chan, Lau & Chiang,

Lau, Lui, Law & Ng

Enhancement of the pedestrian linkages to TST East would be recommended in the Study; but the public generally prefer at-grade pedestrian crossings. In this regard, additional pedestrian crossings across Nathan Road and Chatham Road South would be explored in the Study.

2.7.38 The Study should look into

the possibility of extending the TST East promenade all the way to the West Kowloon Cultural District (WKCD) along the harbourfront.

TPB The possibility of extending the TST East promenade all the way to the WKCD along the habourfront is constrained by the operations of the cruise terminal at Ocean Terminal. However, improvements to the pedestrian connectivity of TST East would be formulated in the Study.


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2.7.39 TST East promenade have

been neglected and more improvement works in the area should be carried out. The existing footbridges in TST East promenade have adverse visual impacts on the surrounding environment.

M. Li TC is working with Architectural Services Department (ArchSD) and HyD on the possibility of replacing the remaining three footbridge ramps in TST East with lifts and carrying out aesthetic enhancement to the TST East footbridge system.

2.7.40 Support replacing the existing

footbridge ramps along Mody Road and Salisbury Road by lifts.

TSTE/DA See response in 2.7.39

2.7.41 Lack of activities in TST East

promenade. FHKHO Measures to revitalize TST East

would be explored in the Study. 2.7.42 Propose a more generous

and gentle footbridge from the Granville or Cameron Road end, leading directly to a more visible open space shared between the museums and the commercial podiums of nearby developments.

HKIA Currently, there is a footbridge from Granville Road end connecting to the area between the museums and the commercial podiums of nearby developments. The Study will explore to improve the existing at-grade crossing near Cameron Road to facilitate the pedestrian movement to TST East area.

2.7.43 Support the redevelopment of

Centenary Garden in TST East. Suggestions including building a permanent stage surrounded by outdoor dining areas and a fountain for laser shows. With the outdoor laser shows at night, TST East will become a main attraction for tourists.

Y. W. Tai The Centenary Garden Redevelopment is being undertaken by ArchSD and your suggestions have been forwarded to them for consideration. Other improvement measures for TST East would be formulated in the Study.

2.7.44 Develop the area near the

existing fountain of TST East into an activity node at night.

K. H. Lau Noted and to be further considered at the next stage of the Study.


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(f) Kowloon Park 2.7.45 Kowloon Park provides a safe

and pleasant corridor for pedestrians. However, connection is unsatisfactory in the south-west and north-east quadrants. There is room for providing additional entrances and better connections from existing entrances.

T. H. Kwong Providing entrance at south-west quadrant of Kowloon Park is limited by the elevated Kowloon Park Drive and the historical retaining wall and Champion tree corridor at Haiphong Road. Connection of its north-east quadrant is separated by TST Police Station and hence there is limited scope of providing addition entrance at the area.

2.7.46 Support linking Kowloon Park

with the area east of Nathan Road by the provision of more access points and more grade-separated pedestrian crossings across Nathan Road.

HKPRI Providing more access points for Kowloon Park along Nathan Road is limited by the existing developments such as the TST Police Station, the Parklane and the Mosque. For the idea of using grade-separated pedestrian crossing to connect the park to the area east of Nathan Road, please see response in 2.5.25.

2.7.47 Kowloon Park should be

redesigned and upgraded. Its sports centre should be built underground or at least have a sky garden on the ceiling. The unused Government, Institution or Community (GIC) site at the end of Scout Path, the Police Station at Nathan Road, and the schools at Canton Road should be incorporated into Kowloon Park. Should consider including more outdoor restaurants/coffee shops to allow visitors enjoy a multi-functioned park.

Y. S. Chao The suggestions involve redevelopment of the existing park facilities, which is beyond the scope of the Study. In addition, the vacant GIC site at the end of Scout Path, the police station at Nathan Road and the schools at Canton Road have their own designated/planned uses already and, as such cannot be incorporated as part of Kowloon Park. However, your views have been conveyed to the Leisure and Cultural Services Department (LCSD) for consideration.


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2.7.48 Should investigate possible

underground caverns/tunnels underneath Kowloon Park for car parking, transport interchange purpose or additional pedestrian link between MTR TST station and Canton Road.

T. H. Kwong Noted. The idea is related to the planning for a major transport infrastructure, which is beyond the scope of the Study.

2.7.49 Improvements to Kowloon

Park’s entrances along Parklane and Austin Road should be explored. Activities management and possible venue for eateries within Kowloon Park should be explored.

HKIP Both physical and visual improvement to the Kowloon Park entrances would be explored in the Study. Visual improvement include the creation of gateway feature and entrance feature paving in order to enhance the visual legibility of these entrances and create a sense of entrance for the Park. Physically, escalators could be considered at the existing eastern entrances to enhance the accessibility of the Park. For the park entrance at Austin Road, the Study will examine the possibility of introducing a signalised pedestrian crossing near Woosung Street to improve the connection to Jordan area. The issues of activity management and possible venue for eateries within Kowloon Park are however outside the scope of the Study. We have conveyed your suggestions to LCSD for considerations.


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2.8 Interface with the Future

West Kowloon Cultural District

2.8.1 Should enhance the

pedestrian linkages between TST, the MTR and KCR stations and the WKCD.

PPSL The design of linkage between TST and WKCD is subject to the outcome of the WKCD planning. The Study will review the pedestrian linkage to the proposed WKCD once the final proposal is open to the public.

2.8.2 Suggest connecting the

WKCD and TST by underground retail corridors and consider the provision of certain transport services e.g. electric train service between the WKCD and TST East.

TPB See response in 2.8.1.

2.8.3 A wide pedestrian bridge can

be built to link WKCD with the China Hong Kong City and the existing Kowloon Park Sports Centre. A subway to be built to link the Jordan MTR station with the Kowloon Park Sports Centre. Suggest upgrading the area around Jordan MTR station to make it compatible with the WKCD

Y. S. Chao See response in 2.8.1.

2.8.4 Suggest providing stage and

seating in the surrounding area of WKCD for art groups’ outdoor performance.

S. M. Cheng Subject to the outcome of the WKCD planning, areas adjoining the WKCD in TST should be designed to complement the WKCD development.

2.8.5 WKCD will be another leisure

and entertainment centre. A convenient and effective transport infrastructure provision is very important. KSL Canton Road Station with PTI should be provided there. Moreover, pedestrian corridors to connect TST and WKCD should be provided.

Chan, Lau & Chiang

It is beyond the scope of the Study to recommend transport infrastructure arrangement for WKCD. The design of linkage between TST and WKCD is subject to the outcome of the WKCD planning. The Study will review the pedestrian linkage to the proposed WKCD once the final proposal is open to the public.


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2.8.6 There is a footbridge

connecting China-Hong Kong City and Kowloon Park. Upon completion of footpath widening works at Granville Road, the WKCD will be well connected to TST East through China Hong Kong City, Kowloon Park and Granville Road. This will be a good leisure corridor for tourists.

Chan, Lau & Chiang


2.8.7 Suggest building a modern

tram system to integrate TST with other parts of the Kowloon peninsula as well as WKCD.

A. Forrester

The idea relates to a major transport infrastructure which is beyond the scope of the Study.

3. PRIORITY PROJECTS 3.1 General 3.1.1 Support the proposed Priority

Projects. Y. S. Chao, PPSL, HKIP

Thanks for support.

3.1.2 The need to enhance

vibrancy should be one of the major objectives.

TPB Agreed.

3.1.3 Should explore the possibility

of managing the Priority Project through public-private partnership;

TPB Noted but the public-private partnership would involve many complicated issues and more lengthy process, e.g. negotiation with the private sector. Hence, it is not recommended for the proposed Priority Projects which are intended to bring early improvement.

3.1.4 The primary objectives of

Priority Projects should be to widen footpaths and to reduce conflicts between pedestrian and vehicular traffic.

WPDL Agreed. One of the objectives of the Priority Projects is to improve the pedestrian environment; and pedestrian comfort and safety is the key consideration.


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3.1.5 Priority Projects should cover

improvements to the junctions of Cameron Road, Humphreys Avenue and Carnarvon Road. The footpaths of these junctions should be widened.

J. K. Chan Noted for consideration in the Study.

3.1.6 From a wider perspective in

addressing the key problems, there may be other areas apart from the Proposed Priority Projects requiring urgent improvement.

PPSL, HKIP

The three proposed Priority Projects are selected for early implementation as they are ready for implementation with minimum disturbance and most visible results. They intend to demonstrate the benefits of area improvement projects and to arouse public interests. More improvement projects will be identified at the next stage of the Study.

3.1.7 Question why none of the

three selected priority areas is related to the waterfront.

HEC/HPR Sub-com

No improvement projects close to the waterfront have been proposed since promenade beautification works are being undertaken by ArchSD.

3.1.8 Concern whether there is

enough pedestrian flows to justify streetscape improvements in the Priority Projects

TPB For the priority projects at Granville Road and Hart Avenue, they will be one of the major East-West pedestrian corridors identified in the Study. The improvement measure for them will further increase the vibrancy of the area. Therefore, it is understood that the pedestrian flows would be substantially higher upon completion of the projects.

3.2 MTR TST Station Entrance

Enhancement

3.2.1 Should consider building a

landmark. YTMDC Agreed and to be considered in

detailed design stage.


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3.2.2 The design should direct

more people to Kowloon Park.

HKIP Proposed streetscape design will improve the visual legibility of the Kowloon Park through the creation of a feature planter adjacent to the MTR entrance and paving upgrading at the entrance staircase. In addition, other measure including the provision of pedestrian signage at the road junction will direct visitors to the Park.

3.2.3 The MTR station entrance

should be raised to prevent flooding in the rainy season. The proposed seats and planters might obstruct the pedestrian flow of this very crowded area.

M. Mulvihill MTR station entrance is properly designed to prevent flooding and the Priority Project would not affect the station in this aspect. Your concerns on the proposed seats and planters will be duly considered in revising the design of this Priority Project in response to the public comments received.

3.2.4 As the width of Nathan Road

footpath at the section between Parklane and MTR TST Station entrance is very narrow, the bus stops in this area should be deleted.

K. H. Lau Noted. We would review the existing bus stop arrangements along Nathan Road taken into consideration its impact on the road network capacity, safety concern for buses retrieving to/from the bus laybys, and convenience to the passengers etc.

3.2.5 The effects of the proposed

enhancement works including the removal of the existing steps outside the MTR station entrance will be small. The unappealing streetscape and poor lighting of the walkway along Haiphong Road would be further accentuated.

HCEL As the area outside the MTR station entrance is a popular meeting point and in a prominent location, the effects of the improvement works should be highly visible and significant. Streetscape enhancement proposal for Haiphong Road would be formulated at the next stage of the Study.


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3.3 Hart Avenue Enhancement 3.3.1 Support the priority project as

it could help revitalize the area. With reference to Stanley and Causeway Bay, the proposal would not cause vehicular traffic problem.

HAAG Thanks for support.

3.3.2 Object to the closure of Hart

Avenue as it will affect local businesses’ loading and unloading requirements.

Hart Avenue Stakeholders,

M. Mulvihill

The proposed Priority Project will only involve part-time pedestrianisation of Hart Avenue. Vehicular access and loading/unloading activities are still allowed outside the road closure period. In this regard, the timing of road closure will be adjusted to minimize the impacts to the operations of the existing activities in the area and will be subject to extensive consultation with the local community.

3.3.3 Worry that the entire street

will turn into a bars street and no vehicules can enter Hart Avenue from Chatham Road South. It will worsen the surrounding environment and investors will leave.

Anonymous 2 See response in 3.3.2.

3.3.4 Worry that the pedestrianised

street will result in more crimes.

W. F. Lau Concern noted. Proper management of pedestrianised streets is required.

3.3.5 The pedestrian environment

of Hart Avenue will not be improved as a new hotel of more than 40 storeys will be built at 6B Hart Avenue. This large building will cut off the natural light to the surrounding buildings. The street will be plunged into further shadow when the mega Hanoi Road development is built.

M. Mulvihill The developments as mentioned are not proposed under this Study nor part of the Priority Project. On the other hand, the Priority Project is intended to improve the general streetscape of the area.


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3.3.6 Restaurants and bars in the

pedestrianised Hart Avenue would create nuisance to nearby residents.

M. Mulvihill There is existing legislation to control public nuisance.

3.3.7 Part of Chatham Road South

from Salisbury Road to Cameron Road from 9pm to 4am has long, often double parked, taxi queues. The pollution from these stationery vehicles would worsen as more taxis queue up to take passengers from the pedestrianised area.

M. Mulvihill Noted.

3.3.8 The Hart Avenue is lined with

bars and entertainment uses and heavily used for picking-up and dropping-off of passengers. The owners and operators should be fully consulted.

TPB Agreed and extensive consultations with the stakeholders would be carried out in taking forward the project.

3.4 Granville Road

Enhancement

3.4.1 Support the Priority Project

as the enhancement measures will make the road more good looking and let pedestrians to walk cozily.

K. K. Luk

Thanks for support.

3.4.2 Agree to the Priority Project

but the traffic management measures need to be strictly enforced.

M. Mulvihill Agreed. Proper enforcement of traffic management measures is required.

3.4.3 There are a lot of

loading/unloading activities on Granville Road. The implication of widening footpaths on traffic flows needs to be addressed.

YTMDC Noted. A TIA including the need for loading / unloading activities has been conducted to ascertain the project feasibility and no adverse traffic impact would result.


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3.4.4 The proposed Priority Project

at Granville Road might result in traffic impacts, as that road is heavily utilitzed. Owners and operators should be fully consulted.

TPB No road closure is proposed in the Priority Project. Footpaths on both sides would be widened and two lanes would be retained for traffic flows. The TIA conducted has confirmed that the proposed project will not create unacceptable traffic impacts. The loading/unloading requirements would be taken into account in the detailed design of the Priority Project. Moreover, extensive consultation with the businesses and property owners/ occupiers in the area will be carried out in taking forward the project.

4. IMPLEMENTATION 4.1 General 4.1.1 As a by-product,

improvement works will generate employment opportunities.

HKPRI Noted.

4.1.2 All relevant government

departments should work closely together to ensure the successful implementation of these schemes in a timely manner.

HKIP, V. Ng

Agreed. Co-operation amongst government departments is crucial in project implementation.

4.1.3 Any improvement works

should be co-ordinated to minimize disturbance to local residents, shop owners and business operators.

TPB, YTMDC

Agreed. One of the key considerations in identifying the improvement proposals is to minimize disturbance to the local community. The improvement works would be carefully phased and programmed to minimize any disturbance to the public.

4.1.4 Concern on the impacts to

the area during construction like noise and air pollutions.

Member of Public 1

Noted. Generally, the proposed improvement projects would only involve minor works like repaving or footpath widening. Environmental impacts during construction stage could be properly mitigated.


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4.1.5 There have been many

infrastructure projects affecting the area for a long time. Proposed improvement works should not bring any more disturbance.

BWDL, M. Mulvihill

Noted. See response in 4.1.3

4.1.6 East Rail construction works

have affected TST for 4 years and works for KSL will be carried out at Salisbury Road. Concern on more traffic congestion resulted from public works.

M. Li The improvement proposals to be identified in the Study will mostly involve small-scale works but not extensive road excavation works. Furthermore, these works will be carefully phased and programmed to minimize any possible disturbance to the public.

4.1.7 Area improvement works

should be implemented as soon as possible. In comparing with other cities, Hong Kong’s streetscape is already fell behind.

Y. W. Tai Agreed and for this reason, we have proposed Priority Projects in the early stage of the Study.

4.1.8 The schemes should be

implemented progressively in phases, with trial runs starting from the less controversial locations where perceived conflicts are minimal.

HKIA, YTMDC, LBAC/PSC, V. Ng

Agreed. We adopt such approach in formulating the Study’s recommendations.

4.1.9 Suggest that small-scale

improvements could first be implemented to allay the local residents’ worries.

TAC Agree that small-scale improvement projects with minimum disturbance should be implemented first so as to allay any possible local concern on area improvement. To this end, we have proposed three Priority Projects which are relatively straightforward for implementation and would only involve small-scale works.

4.1.10 Trial run is required to test

the effects of pedestrian schemes.

K. P. Kam, FHKHO

It is the established practice that major pedestrian proposals would be put on trial for a period of time to test the public reaction and the actual effect on traffic circulation.


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4.1.11 Concern the phased

improvement works would adversely affect the retail business and hotels in the affected area for a prolonged period of time.

TSG In formulating the improvement proposals and implementation table, we will take into account the need to minimize the possible disturbance to the commercial activities in the area.

4.2 Private Sector Contribution 4.2.1 The concept of “Business

Improvement District” adopted in some overseas countries could be considered to tap private resources in improving the pedestrian areas.

LBAC/PSC Agreed. Private participation in area improvement is very important and there are positive feedbacks from private sectors on the issue. We will explore the possible mechanism to foster private sector involvement in funding/managing area improvement works at the later stage of the Study.

4.2.2 Suggest having more private

participation in improving TST. In large development / urban redevelopment projects, developers should be allowed to design and manage some public facilities such as footpaths.

R. Tang Noted. See response in 4.2.1.

4.2.3 Consideration should be given

to allow the owners of major buildings to design and pave the pavements in front of their expensive buildings.

HKPRI Agreed. We will explore the possible mechanism to foster private sector involvement in funding/managing area improvement works at the later stage of the Study.


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4.2.4 The current licensing regime

should be broadened to ensure that there are more activities, particularly along the TST East waterfront. In addition, licences at nominal fees could be granted to suitably qualified companies willing to improve/maintain specific areas – landscaping, pedestrian precincts, sitting out areas, etc. This is commonly done in the United Kingdom and has proven to be very successful.

PPSL Noted. However, the issue of licensing requirement is a matter beyond the scope of the Study.

5. PUBLIC PARTICIPATION 5.1.1 In planning improvement

proposals, the Government departments should actively communicate with locals by means of forum or exhibitions.

HKIA Agreed. For the Study, we have organized a public forum and roving exhibitions, as well as briefings to local bodies, and they are effective ways for collecting public views.

5.1.2 Should give due

consideration to the reaction and views of road users in planning and implementing the proposals.

TAC Agreed. The needs of drivers have been carefully balanced in formulating the Planning Framework. Road users including transport trades were invited to comment on the proposed Planning Framework. Their views and reaction would be duly considered and incorporated into the improvement projects prior to implementation.

5.1.3 Design competition for the

project areas, for example the proposed civic square, might be considered so as to get the public involved in the design process.

LBAC/PSC Noted. Where appropriate, various means of public involvement in the design process of improvement proposals would be considered upon project implementation.


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5.1.4 The Government should

extend the period for public consultation.

YTMDC, YTMSAC

In view of the nature of the Study, consultation period of two and a half months is considered sufficient to collect the public views on the proposed Planning Framework. Furthermore, further consultations with the stakeholders on individual improvement proposals will also be carried out before implementation.

5.1.5 Should further consult the

disabled groups on the detailed design of improvement measures so as to implement the barrier-free access.

HKCSS Agreed. Disabled group would be consulted on the individual projects where appropriate.

5.1.6 Prior to the implementation of

improvement projects, there should be more civic education allowing public to understand the benefits of area improvements. In the process, shop operators will be able to realize the changes in advance and be ready to accept the improvement projects.

REHA Noted. The public consultation exercise has provided an opportunity for the general public to better understand the benefits of area improvement.

6. RELOCATION OF STAR

FERRY PIER PUBLIC TRANSPORT INTERCHANGE

6.1.1 Object to the relocation of the

Star Ferry Pier PTI which will lead to inconvenience to commuters.

Lam, Anonymous 1, Star Ferry, CRWE

Noted. The proposal is one of the tourism initiatives championed by TC. Your views have been conveyed to TC for consideration. As advised by TC, most of the existing bus routes will continue to route via the vicinity of Star Ferry Pier with a view to minimizing inconvenience to commuters.


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6.1.2 Suggest building an

underground bus terminal and connecting it to Star Ferry Pier by subways or underground retail arcade.

Lam This suggestion is related to the planning for major transport infrastructure which is beyond the scope of this Study.

6.1.3 Suggest preserving the Star

Ferry Pier PTI which has historical value.

Anonymous 1 Noted. The proposal is one of the tourism initiatives championed by TC. According to TC, the current Star Ferry Pier PTI site occupies a very prominent location at the waterfront. However, it is rather shabby, does not live up to visitors’ and residents’ expectations and blocks the view of Victoria Harbour. Upon relocation of the Star Ferry Pier PTI to TST East, the vacated site has great potential to be developed into an open plaza and become a new pedestrian focal point.

6.1.4 The area around Star Ferry

Pier is a favourable meeting place. The existing Star Ferry Pier bus terminal should not be moved in order to provide easy access. However, the terminal could be scaled down for lesser traffic.

CA Noted. However, as advised by TC that with the commissioning of cross harbour tunnels and rail services, the function of the TST Star Ferry Pier PTI has diminished over the years. To maintain the accessibility of Star Ferry, bus stops and taxi drop-off points would be provided at Salisbury Road outside the HKCC which is in short walking distance to the Star Ferry Pier.

6.1.5 The proposed relocation of

Star Ferry Pier PTI has never been put forward for proper public consultation. Concern whether the relocation proposal has been taken into account in the AIP for TST.

M. Mulvihill The proposal is one of the tourism initiatives championed by TC. Extensive public consultation has been conducted on this proposal by TC. As the relocation proposal was initiated prior to the Study, its potential traffic implications have already been taken into account in the Study.


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6.1.6 The Star Ferry Pier PTI is

one of the factors contributing to the existing traffic jam in the area. It should be relocated elsewhere so that the site could be turned into a piazza.

TAC Noted.

6.1.7 Enquire about the

implementation timetable of the new PTI at Wing On Plaza Garden.

Wing On Plaza Owners Representative

It is understood that the tentative completion of the new PTI is late 2007.

6.1.8 There may be problems for

buses turning from the future PTI at Wing On Plaza Garden to the Chatham Road South. As a result, traffic flows in the vicinity will be affected.

Wing On Plaza Owners Representative

Your views have been conveyed to TD for consideration.

6.1.9 The new PTI at Wing On

Plaza Garden should reach the world class standards for water / land and underground transports.

Ko Noted. The proposal is one of the tourism initiatives championed by TC. Your views have been conveyed to TC for consideration.

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annex Summary of commentS and reSponSeS · Annex B Summary of Comments and Responses 22 Comments /...

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