The EIA Study Brief for CKR requires
a Cultural Heritage Impact Assessment (CHIA) comprising a Built Heritage Impact
Assessment (BHIA) and an Archaeological Impact Assessment (AIA) to be
conducted. This Chapter only presents the BHIA while the terrestrial and marine archaeological impact assessments are presented in
Chapter
11 of this EIA Report. BHIA requires to identify historic buildings and structures within the
Study Area. Particular attention shall
be paid to Yau Ma Tei Police Station, Tin Hau Temple,
Yau Ma Tei Wholesale Fruit Market, Yau Ma Tei Theatre, Former Pumping Station
of Water Supplies Department, Old South Kowloon District Court and Ex-Ma Tau
Kok Animal Quarantine Depot. The assessment has
considered the impacts during both the construction and operational phase of
CKR. Any mitigation measures required are recommended for implementation.
12.2 Legislation and Standards
12.2.1 The Antiquities and Monuments Ordinance
The ordinance contains the processes
and statutory requirements for declaration through which “the Authority” (The
Secretary for Development) after consultation with the Antiquities Advisory
Board and approval by the Chief Executive, by notice in the Gazette, declare
any place, building, site or structure, which the Authority considers to be of
public interest by reason of its historical, archaeological or palaeontological significance to be a monument, historical
building or archaeological or paleontological site or structure.
Section 6 subsection 4 of the
ordinance states that subject to section 4, no person shall;
·
excavate,
carry on building or other works, plant or fell trees or deposit earth or
refuse on or within a proposed monument or monument; or
·
Demolish,
remove, obstruct, deface or interfere with a proposed monument or monument,
except in accordance with a permit granted by the authority.
12.2.2 Technical Memorandum on Environmental Impact Assessment Process
The general criteria and guidelines
for evaluating and assessing impacts to Sites of Cultural Heritage are listed
in Annexes 10 and 19 of the Technical Memorandum on Environmental Impact
Assessment Process (EIAO-TM). It is stated in Annex 10 that all adverse impacts
to Sites of Cultural Heritage should be kept to an absolute minimum and that
the general presumption of impact assessment should be in favour of the
protection and conservation of all Sites of Cultural Heritage. Annex 19
provides the details of scope and methodology for undertaking Cultural Heritage
Impact Assessment, including baseline study, impact assessment and mitigation
measures.
12.2.3 Guidelines for Cultural Heritage Impact Assessment
This document, as issued by the
Antiquities and Monuments Office, outlines the specific technical requirement
for conducting terrestrial archaeological and built heritage impact assessments
and is based upon the requirements of the Technical Memorandum for
Environmental Impact Assessment. It includes the parameters and scope for the
Baseline Study, specifically desk-based research and field evaluation. There
are also included guidelines encompassing reporting requirements and archive
preparation and submission in the form of Guidelines for Archaeological Reports
and Guidelines for the Handling of Archaeological Finds and Archives.
The prerequisite conditions for
conducting impact assessment and mitigation measures are presented in detail,
including the prediction and evaluation of impacts based upon five levels of
significance (Beneficial, Acceptable, Acceptable with
Mitigation Measures, Unacceptable and Undetermined). The guidelines also state
that preservation in totality must be taken as the first priority and if this
is not feasible due to site constraints or other factors, full justification
must be provided.
Mitigation measures will be proposed
in cases with identified impacts and shall have the aim of minimising the degree
of adverse impact and also where applicable providing enhancement to a heritage
site through means such as enhancement of the existing environment or
improvement to accessibility of heritage sites. The responsibility for the
implementation of any proposed mitigation measures must be clearly stated with
details of when and where the measures will be implemented and by whom.
12.3 Methodology and Principles
Desk-Based Study
A desktop study has been conducted
to reveal all the information available in the public domain. The information
sources include the following:
·
List
of Proposed and Declared Monuments, List of Proposed and Graded Historic
Buildings and List of Government Historic Sites as issued by the AMO;
·
Published
and unpublished papers and studies;
·
Publications
on relevant historical, anthropological and other cultural studies;
·
Unpublished
archival, papers, records; collections and libraries of tertiary institutions;
·
Historical
documents which can be found in Public Records Office, Lands Registry, District
Lands Office, District Office, Museum of History;
·
Cartographic
and pictorial documentation.
Site Visit for
Built Heritage Resources
A site visit to the project Study Area
(defined as all works areas and the land within 100 metres of these areas) has
been conducted to note the current condition of the previously recorded
resources and also to record resources not included in the previous study. As
noted in the project Study Brief, the following Graded Historic Buildings
located outside of the 100 metre boundary have been included:
·
the
Yau Ma Tei Theatre (Grade 2),
·
the
Yau Ma Tei Wholesale Fruit Market (Grade 2)
·
the Former Pumping Station of Water Supplies
Department (Grade 1).
The scope of built heritage
resources included in this study will follow the requirements of the Guidelines for Cultural Heritage Impact
Assessment as issued by the AMO. These will include Proposed and Declared
Monuments, Proposed and Graded Historic Buildings and Government Historic
Sites. As well as all pre-1950 buildings and structures and selected post-1950 buildings and
structures of high architectural and historical
significance and interest will be identified and recorded.
12.3.2 Impact Assessment and Mitigation Recommendations
Prediction and identification of
both direct and indirect impacts that may affect the built heritage resources
within the project Study Area will be undertaken with special attention paid to
the built heritage resources identified in the project Study Brief.
Preservation in-situ will always be the first priority for sites of Cultural
Heritage. If preservation in totality is not possible, mitigation will be
proposed to minimise the degree of adverse impact to the greatest possible
extent. In addition, any disturbance to sites of Cultural Heritage that may
cause physical damage should be avoided wherever possible through alteration of
design, construction method or protective measures as appropriate.
12.4 Results of the Desk Based Study
12.4.1 Historical Background of the Study Area
Yau Ma Tei
Yau Ma Tei was originally an
anchorage for boat dwelling families and it was not until the 1860’s that it
grew as a land based market town. The original inhabitants were collections of
people dispossessed from cleared villages in Tsim Sha
Tsui. The area quickly grew as a market town with
evidence of a locally organised Kai Fong and Temple Committee as early as the
1870’s. The Tin Hau Temple was originally established
well before 1870, as can be seen on an inscribed tablet. It also notes that the
area was relatively empty when it was constructed (HKRAS 1999). Inset 1 of Figure 12.1
shows the locations of the built heritage resources in Yau Ma Tei as they were
in 1947 (Empson 1992).
Ho Man Tin
Ho Man Tin was originally an
agricultural area owned by the Ho and Man Clans. The area became a resettlement
area for people from Mainland China in the 1950’s and 60’s. There are a number
of schools in Ho Man Tin, including Tang King Po School. Inset 2 of Figure 12.1
shows the school and surroundings in 1965 (Empson
1992). The location of the Kowloon City Ferry Pier, Kowloon City Vehicular
Ferry Pier and Kowloon Permanent Pier No. 70 can also be seen on Inset 2 of Figure 12.1.
To Kwa Wan
The old historical villages lying between
Hung Hom and Kowloon City have long since disappeared through development of
the area over the past 80 or so years. In addition, many of the villages in the
area had their buildings demolished during the Second World War by the Japanese
for reclamation fill for a runway at Kai Tak. The historical map from 1947 in
Inset 3 of Figure 12.1
shows the location of the Ma Tau Kok Animal Quarantine Depot (Empson 1992).
Kai Tak
The site was originally intended for
residential purposes, but the project fell through and from 1925 the site was
put to use as an airfield. An RAF base was established and the government took
over the airfield in 1928. Airport expansion through reclamation of Kowloon Bay
continued over the history of the airport. The currently existing runway was
first constructed in 1957 and was extended in 1970 and 1975. The reclamation
for the runway construction included construction of seawalls with large
masonry block facing.
There are no Proposed or Declared
Monuments in the boundary of the project Study Area
12.4.3 Graded Historic Buildings
CKR -01: Yau Ma Tei
Police Station - Grade 2 (Figure 12.3)
A police station was first
constructed on this site in 1922 to replace an older station that had been
situated nearby. The 1922 station (the old block) consisted of two wings in a
triangular shape. An extension block
(the new wing) was added in the 1957. A 1-storey kitchen and
laundry block and the car port were added in the 1970’s. The interior open
space of the compound was originally used as a parade ground.
CKR – 02: Tin Hau Temple, Yau Ma Tei - Grade 1 (Figure 12.3)
The temple was constructed between
1860 and 1869. It consists of a Shing Wong Temple, Fook Tak Temple, Shea Tan and Hsu Yuen. The temple also
contains a study hall that offered free education from 1897 to 1955. The temple
management has been delegated to the Tung Wah group
of hospitals, by the Chinese Temples Committee (AMO website).
CKR-04: Old South
Kowloon District Court - Grade 1 (Figure 12.3)
The court building was constructed in
the Classical Revival style in 1936 and was originally known as the Kowloon
Magistracy. Its original function was to handle minor criminal cases. It was
renamed the Kowloon District Court in 1957 and functioned as such until 1986,
at which point it became the Judiciary Central File Repository. It was also
used by the Japanese as a military headquarters during WWII. The building is
currently in use by the Lands Tribunal.
CKR-05: Yau Ma Tei
Theatre – Grade 2 (Figure 12.3)
The building dates to around 1930
(possibly as early as 1925) and is believed to be the only remaining Pre-War
cinema building in Kowloon. The Theatre is a pitched roof single-storey
building consisting of a long auditorium with a two-storey entrance hall or
foyer and projection room at the front facing Waterloo Road. It is a mixture of Neo-Classical and Art Deco
styles which was common at the time of its construction and follows the trends
found in the Exposition des Arts Decoratifs et Industriels Modernes held in
Paris in 1925 (ACO 2008).
CKR- 06: Yau Ma Tei
Wholesale Fruit Market – Grade 2 (Figure 12.3)
Yau Ma Tei Wholesale Fruit Market
was built in 1913. The name of this market was originally Government Vegetables
Market which sold fruit and vegetables. Fish traders joined in the 1930s. Yau
Ma Tei Wholesale Fruit Market consists of a rectangular site of one and two
storey market stalls and shophouses. Originally the
upper floors were living accommodation but now most upper floors are used for
storage and rest rooms. They are largely built of brick or stone with covered
pedestrian walkways or arcades formed by projecting balconies of upper floors.
CKR-07: Former Pumping
Station of Water Supplies Department – Grade 1 (Figure 12.3)
The building has also been referred
to as the “red brick house”. The Former Pumping Station of Water Supplies
Department was built in 1895 and is the oldest pumping station in the
territory. It is a two-storey red brick building and is built in colonial
Neo-Classical style with Arts and Crafts influence. The roof is pitched and
finished with Chinese tiles. A single chimney stack projects above the ridge.
Windows are wooden casements set in window openings with granite cills and lintels.
CKR-11: Tang King Po
School – Grade 3 (Figure 12.4)
The school was officially opened in
1953 and was named after a famous Hong Kong Industrialist and philanthropist.
Further additions to the school were added in 1956, 1964 and 1965. It
originally functioned as a vocational training school and is currently
functioning as a Catholic Secondary Boys school run by the Salesian
Society.
CKR-12: Ma Tau Kok
Animal Quarantine Depot - Grade 2 (Figure 12.4)
The compound also known as the
cattle depot was built in 1908 and is the only remaining pre-war cattle
slaughterhouse in Hong Kong. It retained this function until a central
slaughterhouse was constructed in 1999. It was renovated in 2001 and is
currently serving as an “arts village” for local artists.
12.4.4 Proposed Graded Historic Buildings
CKR-10: Kowloon
Methodist Church – Proposed Grade 3 (Figure 12.3)
Kowloon Methodist Church was built
in 1950-1951. It is the largest church building of the Methodist Church in Hong
Kong serving a congregation of over 3,000 (as at June 2004). The church and
school which are interconnected are built in the Modern style (The New Wing of
the Yau Ma Tei Police Station is also built in this style). The three storey
school wing has a simple unadorned white façade, a flat roof and horizontal
bands of repetitive windows emphasizing horizontal linearity. In plan, the
school has an almost regular long rectangular shape, while the church adopts a
rather irregular shaped plan. The design of the church is very complex.
12.4.5 Nil – Grade Heritage Buildings and Structures
CKR-03: No. 63 Temple
Street (Figure 12.3)
The building dates back to 1950 (when
the Mido café opened) or earlier. As the café has had
very few alterations a number of scenes have been filmed here for the movies
and TV programmes. Four storey concrete structure with 1st to
3rd floors occupying smaller area than the one below. The ground floor
has been completely modernised as a cafe. The upper three floors each have a
balcony (first floor has been enclosed and the upper two floors have open
balconies. Parapet around the roof (flat roof). The
balconies have round corners on the Temple street side.
CKR-08: K.I.L.
Boundary Stone 6090 (Figure 12.3)
The boundary stones represent the
original surveyed lot boundaries. K.I.L. stands for Kowloon Inland Lot (i.e. a
plot of land at least 200 m from the waterfront at the time of survey). Part of retaining wall on the slope near the entrance to the
Kowloon Methodist Church.
CKR-09: K.I.L.
Boundary Stone 7068 (Figure 12.3)
The boundary stones represent the
original surveyed lot boundaries. K.I.L. stands for Kowloon Inland Lot (i.e. a
plot of land at least 200 m from the waterfront at the time of survey). Small
cut granite block rectangular in shape with flat top
slightly wider at the base). Identification engraved on the west facing side.
CKR-13: Kowloon City
Ferry Pier – (Figure 12.4)
The pier is situated in Ma Tau Kok and
began operation in 1956. It was the first permanent ferry pier to be
constructed in Hong Kong Post WWII. The original services ran to Wan Chai, North Point and Tai Koo Shing
(later Sai Wan Ho). A vehicular ferry service ceased
operation in 1998. Concrete structure built on wooden piles. Rectangular
plan with both angular and rounded features. It was built in the
Modern style of architecture that was common at that time. It is currently undergoing evaluation as part
of the Assessment of New Items in Addition to 1,444 Historic Buildings
undertaken by the government. The structure is currently ungraded.
CKR -14: Tunnel
Network K1 (Figure 12.3)
A series of tunnel networks were
constructed in Hong Kong Urban areas in 1940 and 1941. This tunnel network
consists of Air Raid Precaution tunnels that were built to protect the
population of Hong Kong from aerial bombing during World War II and also for
firearms storage. The tunnels were constructed of masonry side walls of uncoursed granite rubble with mortared joints and various
types of lintels. The tunnels measured approximately 2 metres in width and 1.9
metres in height. Drainage holes were provided in the tunnels at the time of
their construction
CKR-15: Tunnel Network
K1A (Figure 12.3)
A series of tunnel networks were
constructed in Hong Kong Urban areas in 1940 and 1941. This tunnel network consists
of Air Raid Precaution tunnels that were built to protect the population of
Hong Kong from aerial bombing during World War II and also for firearms
storage. The walls consist of uncoursed granite
rubble with concrete lintels and chunam type fill over
the crown. It was also noted that the tunnels originally also had timber
supports, but it was believed that the wood was looted and no longer present in
the 1970’s during the survey (Mott, Hay, Anderson 1978).
CKR-16: Ma Tau Kok Public Pier (Figure 12.4)
The pier
was constructed in 1974. It is a public pier and landing step. It is
constructed of concrete platform and flat roof with supporting columns and
metal railing. It is currently undergoing evaluation as part of the Assessment
of New Items in Addition to 1,444 Historic Buildings undertaken by the
government. The structure is currently ungraded.
CKR-17: Kowloon City Vehicular Ferry Pier (Figure 12.4)
The
provision for this pier was initiated as early as 1959, but operation did not
begin until 1965. It ceased operation in 1998. It was included as a variation
of services under the Hong Kong And Yaumatei Ferry
Company (Services) Ordinance 1951. It is situated to the southwest of the
Kowloon City Ferry Pier. It is a concrete structure built in a similar style to
the nearby Kowloon City Ferry Pier. It is currently undergoing evaluation as
part of the Assessment of New Items in Addition to 1,444 Historic Buildings
undertaken by the government. The structure is currently ungraded.
CKR-18: Kowloon Permanent Ferry Pier No. 70 (Towngas
Pigging Station) Figure 12.4
The
Kowloon Permanent Pier No. 70 (Towngas Ma Tau Kok Gas
Pigging Station) is operated by Towngas and function
as listed in the 2009 Government Harbour Database is (drainage and utilities –
gas pigging station). The pigging station functions to supply Towngas from Kowloon through submarine pipelines to Hong
Kong Island (at North point). The pier and station date back to the 1970’s. It
is currently undergoing evaluation as part of the Assessment of New Items in
Addition to 1,444 Historic Buildings undertaken by the government. The
structure is currently ungraded.
12.5.1 Prediction of Impacts (Construction Phase)
The following construction methods
will be engaged in the vicinity of identified historical buildings;
Western Section:
Cut-and-Cover Tunnels
The cut-and-cover tunnel in the western section of the
CKR forms the interface between the bored tunnel section at Shanghai Street and
the tunnel portal at Hoi Wang Road. The
cut-and-cover tunnel is a box structure with the tunnel sides formed by
diaphragm walls and the intermediate slabs formed by top down construction
methods. The total length of the cut-and-cover tunnel is approximately 400 m.
Ground-borne vibration arising from the construction
works may cause impacts to sensitive structures such as historical buildings.
Re-provisioning of
Gascoigne Road Flyover
The
Ferry Street / Kansu Street Junction is one of the
busiest road junctions in the area. During the construction stage, the junction
will be occupied in stages for the construction of the cut-and-cover tunnel. Ground-borne vibration arising from the construction
works may cause impacts to sensitive structures such as historical buildings.
Central Section: Bored
Tunnel (Drill-and-Blast Method)
The Central bored tunnel of CKR connects
the East Kowloon and West Kowloon from Kai Tak Area to Yau Ma Tei Area. The
main components of the Central Tunnel Section comprise of Eastbound and
Westbound 3-lane carriageway tunnels, cross passages the Ho Man Tin Mid-Ventilation Shaft and the Ho
Man Tin Ventilation Building.
The bored tunnel section will be
mainly constructed by drill-and-blast methods in rock. In some of the sensitive
areas, mechanical excavation methods (e.g., hydraulic splitting, chemical expanding agent)
will be required in order to control blast vibration and potential impacts. The
sensitive areas include MTRCL Tsuen Wan Lines and the
proposed Kwun Tong Line extension, the MTRCL Shatin Central Link, part of the
Ma Tau Wai area (near the Oil Tank) and other shallow rock cover areas.
Ground-borne vibration arising from
the blasting has the potential to impact structures and appropriate limits to
blasting levels must be set for sensitive structures such as historical
buildings. Ground-borne vibration arising from the
tunnelling process may cause impacts to sensitive structures, including
historical buildings.
Cut-and-Cover Tunnel
Section at Kowloon City Ferry Pier
The construction works in the vicinity of the Kowloon City Ferry Pier
will consist of a cut-and-cover tunnel which will interface with the bored
tunnel to the west and underwater tunnel to the east. Any excavation will
inevitably cause movements of adjacent grounds and structures and the effect of
movement can be minimized by careful design and control on construction. As the
tunnel area to be excavated in close proximity to the Kowloon City Ferry Pier
it is of paramount importance to establish the extent of movement which can be
tolerated by the ferry pier.
12.5.2 Evaluation of Impacts (Construction Phase)
The following section presents the impact
assessment for the built heritage resources in the project Study Area. The
impact assessment for all resources apart from the Yau Ma Tei Police Station
can be found in Table 12.1. The Yau Ma Tei Police Station Compound will
be dealt with separately in the section below, as the impacts and mitigation
required for this heritage resource are complex and
cannot be clearly presented in the table.
Yau Ma Tei Police
Station
Background to the Development of the Alignment at the West End
Previous
CKR studies on the alignment options can be dated back to 1991, 1995 and 1999
under the “Central Kowloon Route Study”, “Central Kowloon Route - Study on
Alternatives” and engineering review of “Design and Construction Assignment for
Central Kowloon Route” respectively and there have been more than 40 alignment
options considered. Amongst other factors, the effects on public facilities, such as
the Yau Ma Tei Police Station have been included in the option assessments.
The
process for selection of the preferred alignment at the investigation stage
included 14 options, 5 of which were chosen for further detailed evaluation. A
summary of the 5 options is presented below:
1.
Alignment
Option CKR01
consists of a side-by-side cut-and-cover tunnel on the north side of
Kansu Street. This option requires underpinning of the old and new wings of the Yau Ma Tai
Police Station and the risk of potential impacts to the Old and New Wings of the Yau Ma Tei Police
Station is higher than CKR03;
2.
Alignment
Option CKR02 is a
variation of CKR01. In CKR02 the alignment is shifted southwards and the
side-by-side cut-and-cover tunnel avoids both the old and new wings of the Yau
Ma Tei Police Station. However, it will affect other buildings, specifically,
the CLP Substation, the Dickson Building and the Tak Cheong Building, none of
which can be underpinned due to their heavy weight. This option would require
the relocation of the CLP sub-station, which could take between 8 and 10 years
to implement and not considered practical.
3.
Alignment
Option CKR03 is
also based on CKR01, except that the alignment has been shifted less southwards than CKR02 such that the side-by-side
cut-and-cover tunnel avoids the old wing of the Police Station and the
residential buildings at the south side of Kansu Street. However, this option
still affects the New Wing of the Yau Ma Tei Police Station, which would
require underpinning.
4.
Alignment
Option CKR05
consists of a double-deck cut-and-cover tunnel along Kansu Street.
This arrangement avoids the old and new wings of the Yau Ma Tei Police Station.
However, this option requires relatively deep excavation and a relatively steep
vertical alignment for the bottom deck;
5.
Alignment
Option CKR07 comprises
a side-by-side elevated structure along Waterloo Road, across Nathan Road, with
the road entering into twin-bored tunnel on the east side of Nathan Road. It
would avoid the Yau Ma Tei Police Station. However, it would require demolition
of some private residential buildings and a school and would pass in close
proximity to the Yau Ma Tei Wholesale Fruit Market (Grade 2) and Yau Ma Tei Theatre (Grade 2).
The
5 option alignments were discussed at a public forum, published in the project
newsletters and posted on the dedicated web-site for the project,
as well the views of the relevant government departments were sought. Through
these public engagement activities, a general consensus of the public was
reached that Alignment Option CKR03 is the preferred alignment option at the
west end of the route. The Highways Department consulted the Kwun Tong DC’s
T&TC, Kowloon City DC’s T&TC and Yau Tsim Mong DC on 8 April 2008, 10 April 2008 and 24 April 2008
respectively and the Panel on Transport of the Legislative Council on 16 May 2009
. They were supportive of the preferred
alignment.
The
Yau Ma Tei Police Station Compound will be directly impacted by the proposed
works. Details of the impacts are presented below for each of the impacted
elements.
New Wing
The existing new wing building of Yau Ma Tei
Police Station is a four storey building built in 1957. The building will be directly
impacted by the proposed works and an underpinning scheme will be required to
transfer the existing column loadings to a deeper rock stratum. The building is
supported by concrete friction piles. Construction of CKR cut-and-cover tunnel
underneath the building will require removal the affected piles and cutting of
the existing ground floor slab to expose the existing pile caps.
There is also the potential for the
building to be impacted indirectly as follows; as the construction works will
be in close proximity to the new wing the building may also be impacted by
contact with machinery, ground borne vibration, tilting and settlement. The
impact level is assessed as acceptable with mitigation measures.
Boundary Wall and Vehicular Entrance of the New Wing
The existing boundary wall and vehicular entrance gate
of the New Wing are of low heritage and architectural value, demolition is an acceptable
impact and no mitigation is required.
Old Wing
The building, built in 1922 is found on spread footing foundation. The tunnel alignment has been
shifted southward to avoid direct contact with the old wing and this will allow
a clearance of about 2.3m between the old wing building and the proposed
tunnel. As the construction works will be in close proximity to the old wing,
there is the potential for indirect impacts, such as contact with machinery,
ground borne vibration, tilting and settlement. The impact level is assessed as
acceptable with mitigation measures.
1-Storey Kitchen and Laundry Block and the Car port
The 1-storey kitchen and laundry block and the
car port, all added in the 1970’s will be demolished. The location is shown in Figure 12.5.
As stated in the report on the Consultancy for Conservation Study of Yau Ma
Tei Police Station at No. 627 Canton Road, Kowloon (July 2009), “The 1-storey kitchen and laundry block and the
car port, are of low significance and lack of architectural interest.” Demolition is assessed as an acceptable
impact.
The 1-storey kitchen and laundry block and the
car port would be vacated for the construction of CKR. After the commissioning of CKR, the vacated
land will be passed back to the relevant authority.
Table
12.1: Impact Assessment for Heritage Features during the Construction Phase
for CKR
|
Resource |
Approximate Distance to Works |
Nature of Works |
Impact Assessment |
|
|
Tin Hau Temple (CKR-02) |
Slant: 20 m |
Drill-and-Break Tunnel Formation |
The temple structures are sensitive to ground-borne vibration and may be
impacted if vibration levels are not controlled. Acceptable
impact with mitigation measures. |
|
|
No. 63 Temple
Street (CKR-03) |
Slant: 110 m |
Drill-and-Break
Tunnel Formation |
The structure is not located
in close proximity to the proposed works. Acceptable impact |
|
|
Old South
Kowloon District Court (CKR-04) |
Slant: 170 m |
Drill-and-Break
Formation |
The structure is not located
in close proximity to the proposed works. Acceptable impact |
|
|
Yau Ma Tei
Theatre (CKR-05) |
Slant: 350 m |
Drill-and-Break
Formation |
The structure is not located
in close proximity to the proposed works. Acceptable impact |
|
|
Yau Ma Tei
Wholesale Fruit Market (CKR-06) |
Slant: 235 m |
Drill-and-Break
Formation |
The structure is not located
in close proximity to the proposed works. Acceptable impact |
|
|
Former Pumping Station of Water Supplies Department (CKR-07) |
Slant: 345 m |
Drill-and-Break
Formation |
The structure is not located
in close proximity to the proposed works. Acceptable impact |
|
|
K.I.L.
Boundary Stone 6090 (CKR-08) |
Slant: 10 m |
Drill-and-Break
Formation |
The stone marker does not
contain any features that may be impacted by vibration. Acceptable impact |
|
|
K.I.L.
Boundary Stone 7068 (CKR-09) |
Vertical: 30m |
Drill-and-Break
Formation |
The stone marker does not
contain any features that may be impacted by vibration. Acceptable impact |
|
|
Kowloon Methodist Church (CKR-10) |
Slant: 25 m |
Drill-and-Break
Formation |
The structure is sensitive to
ground-borne vibration and may be impacted if vibration levels are not
controlled. Acceptable impact with mitigation measures. |
|
|
Tang King Po
School (CKR-11) |
Slant:120m |
Drill-and-Blast
Tunnel Formation |
The structure is not located in
close proximity to the proposed works. Acceptable impact |
|
|
Ma Tau Kok
Animal Quarantine Depot (CKR-12) |
Slant: 70 m |
Drill-and-Blast
Formation |
The structure is sensitive to
ground-borne vibration and may be impacted if vibration levels are not
controlled. Acceptable impact with mitigation measures. |
|
|
Tunnel
Network K1 (CKR-14) |
Slant: 30 m |
Drill-and-Break
Formation |
The tunnel network may be
impacted by ground borne vibration. Acceptable
impact with mitigation measures. |
|
|
Tunnel
Network K1A (CKR-15) |
Slant: 100 m |
Drill-and-Break
Formation |
The structure is not located
in close proximity to the proposed works. Acceptable impact |
|
|
Kowloon City
Ferry Pier (CKR-13) |
8 m |
Cut-and-Cover
Tunnel Formation (and interface with drill-and-break tunnel and underwater
tunnel) |
The Kowloon City Ferry Pier is currently undergoing
evaluation for grading status. If the ferry pier is granted Grade 1, Grade 2 or
Grade 3 status, the impact assessment will be revised to adhere to the
requirements for Graded Historic Buildings. Acceptable impact (with
mitigation to be implemented by the contractor as part of the contract
requirements) |
|
|
Ma Tau Kok Public
Pier (CKR-16) |
0 m |
Cut-and-Cover Tunnel Formation (and
interface with drill-and-break tunnel and underwater tunnel) |
The Ma Tau Kok Public Pier is currently undergoing evaluation
for grading status. If the ferry pier is granted Grade 1, Grade 2 or Grade 3
status, the impact assessment will be revised to adhere to the requirements
for Graded Historic Buildings. Currently, the ferry pier
will be demolished. Acceptable impact |
|
|
The Kowloon
City Vehicular Ferry Pier (CKR-17) |
46 m |
Cut-and-Cover Tunnel Formation (and
interface with drill-and-break tunnel and underwater tunnel) |
The Kowloon City Vehicular Ferry Pier is currently
undergoing evaluation for grading status. If the ferry pier is granted Grade
1, Grade 2 or Grade 3 status, the impact assessment will be revised to adhere
to the requirements for Graded Historic Buildings. Acceptable impact (with
mitigation to be implemented by the contractor as part of the contract
requirements) |
|
|
Kowloon
Permanent Pier No. 70 (CKR-18) |
14 m |
Cut-and-Cover
Tunnel Formation (and interface with drill-and-break tunnel and underwater
tunnel) |
Kowloon Permanent Pier No. 70 is currently
undergoing evaluation for grading status. If the ferry pier is granted Grade
1, Grade 2 or Grade 3 status, the impact assessment will be revised to adhere
to the requirements for Graded Historic Buildings. Acceptable impact |
12.5.3 Prediction of Impacts (Operational Phase)
The presence of above ground
structures, such as ventilation and administration buildings have the potential
to cause adverse visual impact if situated in close proximity to historical
buildings. The operation of the tunnel is not predicted to cause any adverse
impacts.
12.5.4 Evaluation of Impacts (Operational Phase)
As can be seen in Figure 12.2
the locations of the ventilation and administration buildings are not situated
in the vicinity of the identified built heritage resources. No adverse impacts
will arise from the operation of the project.
12.6
Mitigation Recommendations
12.6.1 Mitigation Recommendations for the Construction Phase
The following section presents the mitigation
recommendations for the built heritage resources in the project Study Area
during the construction phase. The mitigation for all resources apart from the
Yau Ma Tei Police Station can be found in Table 12.2.
The Yau Ma Tei Police Station Compound will be dealt with separately in section
below, as the impacts and mitigation required for this heritage resource are complex and cannot be clearly presented in the table.
Yau Ma Tei Police
Station
New Wing
To protect the building from impacts during the
construction works, sufficient protection measures shall be considered in the
design. An underpinning scheme is required to transfer the existing column
loadings to a deeper rock stratum. The supporting system includes cutting the
existing ground floor slab to expose the existing pile caps and then construct
transfer beams at both sides of the pile caps. The transfer beams will tie up
with the existing caps. Loadings of the transfer beams will be transferred to
the rock socket piles installed at the two ends of the beams. The proposal for
the underpinning scheme will be submitted to the AMO for review and comment
when detailed design is available.
As the construction works will be in
close proximity to the new wing the following mitigation measures should also
be undertaken; protective covering should be provided for the buildings in the
form of plastic sheeting, buffer zones should be provided between the
construction works and the external walls of the buildings. The buffer zones
should be as large as site restrictions allow and be marked out by temporary
fencing or hoarding.
As the building may be impacted from vibration,
tilting and settlement, the following limits will be adhered to; the AAA
settlement and tilting limit should be 6/8/10 mm and 1/2000, 1/1500 and 1/1000
(The predicted settlement and tilting will be provided in the detailed design report). Monitoring of vibration levels will
be undertaken during the construction phase and the Alert, Alarm and Action
(AAA) vibration limit will be set at 5/6/7.5 mm/s. A monitoring proposal
(including the use of geotechnical instrumentation such as ground settlement
markers, groundwater monitoring stations, tilting markers, vibration monitoring
points and tell-tale for use as appropriate) will be prepared and submitted to
AMO.
Regular site inspections and monitoring works
will be carried out by the contractor and the monitoring results will be
submitted to the resident site staff of HyD to ensure compliance.
Old Wing
The mitigation measures will include adopting a
diaphragm wall construction method to provide a water sealed wall with minimum
water pumping and a high stiffness wall adopting lower bearing capacity to
minimise chiselling works and settlement due to lateral deflection and
significantly reduce.
A grout curtain wall will be provided in front
of the affected building to absorb the vibration generated during the
construction of the tunnel. A recharging system will also be installed as a
contingency measure to mitigate the fluctuation of the water table.
As the building may be impacted from vibration,
tilting and settlement, the following limits will be adhered to; the AAA
settlement and tilting limit should be 6/8/10 mm and 1/2000, 1/1500 and 1/1000
(The predicted settlement and tilting will be provided in the detailed design report). Monitoring of vibration levels will
be undertaken during the construction phase and the Alert, Alarm and Action
(AAA) vibration limit will be set at 5/6/7.5 mm/s. A monitoring proposal will
be prepared and submitted to AMO. With the above measures, it is anticipated
that effect on the building will be controlled to an acceptable level. A
monitoring proposal (including the use of geotechnical instrumentation such as
ground settlement markers, groundwater monitoring stations, tilting markers,
vibration monitoring points and tell-tale for use as appropriate) will be
prepared and submitted to AMO.
Regular site inspections and monitoring works
will be carried out by the contractor and the monitoring results will be
submitted to the resident site staff of HyD to ensure compliance.
1-Storey Kitchen and Laundry Block and the Car port
The 1-storey kitchen and
laundry block and the car port are of low heritage and architectural value,
demolition is an acceptable impact and no mitigation is required.
Other Built
Heritage Resources
Table 12.2: Mitigation Recommendations for Other Impacted Heritage
Features (Construction Phase) of CKR
|
Resource |
Mitigation
Recommendation |
|
Tin
Hau Temple (CKR-02) |
The Alert, Alarm and Action
(AAA) vibration limit will be set at 3/4/5 mm/s. and a condition survey
shall be carried out by the project proponent prior to the construction Vibration monitoring of the structure
shall be employed during the construction phase to ensure that the level is
not exceeded. |
|
No.
63 Temple Street (CKR-03) |
No
mitigation required. |
|
Old South Kowloon District Court (CKR-04) |
No
mitigation required |
|
Yau Ma Tei Theatre (CKR-05) |
No
mitigation required |
|
Yau Ma Tei Wholesale Fruit Market (CKR-06) (Figure 12.3) |
No
mitigation required |
|
Former Pumping Station of Water Supplies Department (CKR-07) |
No
mitigation required |
|
K.I.L.
Boundary Stone 6090 (CKR-08)
(Figure 12.3) |
No
mitigation required. |
|
K.I.L.
Boundary Stone 7068 (CKR-09)
(Figure 12.3) |
No
mitigation required. |
|
Kowloon
Methodist Church (CKR-10)
|
The Alert, Alarm and Action (AAA)
vibration limit will be set at 5/6/7.5 mm/s. Vibration monitoring of the
structure shall be employed during the construction phase to ensure that the
level is not exceeded. |
|
Tang
King Po School (CKR-11) |
No
mitigation required. |
|
Ma
Tau Kok Animal Quarantine Depot (CKR-12) |
The Alert, Alarm and Action
(AAA) vibration limit will be set at 5/6/7.5 mm/s. Vibration
monitoring of the structure shall be employed during the construction phase
to ensure that the level is not exceeded. |
|
Kowloon
City Ferry Pier (CKR-13) |
A monitoring system for settlement, vibration and
tilting will be determined and implemented pending determination of the
future grading. A monitoring proposal will be submitted to AMO before
commencement of work if a
historic building grade is accorded. |
|
Air
raid precaution tunnels of the K1 Network (CKR-14) |
A condition survey for the
tunnel networks should be undertaken by the project proponent to determine
the present condition of the air raid tunnels and to recommend protective
measures to ensure that the tunnels are not impacted by the construction
works. Vibration monitoring on the
tunnels shall be employed during the construction phase. |
|
Air
raid precaution tunnels of the K1A Network (CKR-15) |
No
mitigation required. |
|
Ma Tau Kok Public Pier (CKR-16) |
No mitigation is required at present. If the public
pier is granted Grade 1, Grade 2 or Grade 3 status, the mitigation will be
revised to adhere to the requirements for protective measures for Graded
Historic Buildings. |
|
The Kowloon City Vehicular Ferry Pier (CKR-17) |
A monitoring system for
settlement, vibration and tilting will be determined and implemented pending
determination of the future grading. A monitoring proposal will be submitted
to AMO before commencement of work if a historic building grade is accorded. |
|
Kowloon Permanent Pier No. 70 (CKR-18) |
The pier contains active gas pipelines and will be
strictly monitored for safety precautions during the works based on
guidelines from the HK China Gas Company. It is concluded that these
guidelines will provide sufficient protection for the pier structure and no
additional precautions from a heritage perspective would be required.
However, if the pier is granted Grade 1, Grade 2 or Grade 3 status, the
mitigation will be revised if necessary,
to adhere to the requirements for protective measures for Graded
Historic Buildings. |
12.6.2 Mitigation Recommendations for the Operational Phase
As
can be seen in Figure 12.2,
the locations of the ventilation and administration buildings are not situated in
the vicinity of the identified built heritage resources. No mitigation will be
required regarding this issue.
The
operation of the Central Kowloon Route will not impose any adverse impacts on
the Yau Ma Tei Police Station and mitigation measures will not be required.
A
built heritage survey has been conducted and a total of 18 built heritage
resources have been identified within and in the vicinity of the Study Area.
The construction and operation of the tunnel and road network will not cause
any insurmountable impacts if the proposed mitigation measures are implemented
properly.
AMO Files
·
Yau
Ma Tei Police Station (No. 627 Canton Road) (Grade 2) AM87-0381
·
Tin
Hau Temple (Yau Ma Tei) (Grade 1) AM86-0366
·
Ex-Ma
Tau Kok Animal Quarantine Depot (Grade 2)
AM91-0487
·
Old
South Kowloon District Court (No. 38 Gascoigne Road) (Grade 1) AM92-0485 AM92-0485
·
Yau
Ma Tei Theatre (Grade 2) AM98-0942
·
Yau
Ma Tei Wholesale Fruit Market (Grade 2) AM90-0458
·
The
Former Pumping Station of Water Supplies Department (Grade 1) AM00-1596
·
Tang
King Po School (Grade 3) AM05-2148
Books and Articles
Empson, H. Mapping
Hong Kong A Historical Atlas, Government
Information
Services, Government
Printer, Hong Kong (1992)
Hayes,
J. Old British Kowloon, Journal of
the Hong Kong Royal Asiatic
Society, Vol VI pp.120-137 (1966)
Hase, P
(Ed.) In the Heart of the Metropolis: Yau Ma Tei and Its People (The
Royal Asiatic Society,
Hong Kong Branch), Joint Publishing (H.K.)
Company Limited, Hong
Kong (1999)
Government Reports
Consultancy Agreement NEX/2207 – EIA Study for
KTE: Cultural Heritage Impact Assessment (MIEL 2010)
Agreement No CE 58/2006 (HY) Central Kowloon
Route and Widening of the Gascoigne Road Flyover – Investigation –
Cultural Heritage Impact Assessment (MMHJV2010)
Agreement No CE 11/77 Investigation of Disused
Tunnels Network : Final Report on Network No. K1
Gascoigne Road (Mott,
Hay and Anderson 1979)
Consultancy for Conservation Study of Yau Ma
Tei Police Station at No. 627 Canton Road (Chinese Architectural Heritage Unit & Kenward Consulting 2009)
Condition Survey, Construction and Adaptive
Re-Use Assessment of Yau Ma Tei Police Station [“the Premise”] (KCL, FiSEC
Ltd 2008)
Report on the Preservation of Yau Ma Tei Police
Station Compound
(Final) (MMHJV 2008)