urban waterfront development

URBAN WATERFRONT DEVELOPMENT A CASE FOR HONG KONG

By

Bijaya K. Shrestha

Submitted in Partial Fulfillment of the Requirements for the Degree of Master of Urban Design

Master of Urban Design Department of Architecture University of Hong Kong Hong Kong

Faculty of Architecture The University of Hong Kong

Dean

AR1/20/5

AR1/44/5

Professor KW Chau B. Building Ph.D. FRIGS

April 2, 2003 Mr David Palmer System Librarian Dear Mr Palmer, Transfer of Reference Bureau to Main Library I refer to your e-mail dated March 105 2003 to Dr Arien Ye regarding the transfer of the theses from the Reference Bureau to Main Library. I write to inform you that our Faculty agrees that photo-copying as well as interlibrary loan of the theses will be allowed on condition that tins does not breach the University's regulation governing copyright. Yours sincerely,

lULisajYu Faculty Secretary LY/KC/cc(RB0402)

Head, Department of Architecture Head, Department of Real Estate & Construction

Faculty of Architecture, The University of Hong Kong, Pokfuiam Road, Hong Kong. Tel: (852) 2859 2149 Fax: (852) 2857 2852

URBAN WATERFRONT DEVELOPMENT A CASE FOR HONG KONG

BIJAYA K. SHRESTHA MASTER OF URBAN DESIGN DEPARTMENT OF ARCHITECTURE UNIVERSITY OF HONG KONG DEC. 1994

Urban Waterfront Development - a case for Hong Kong

Contents List of Figures with Sources List of Tables with Sources Acknowledgements Executive Summary Introduction Objectives Study Approach and Methodology

Pages i vii viii ix xix xxi xxi

Part I Theoretical Framework Chapter 1 1.1 Urban Waterfront Development

1

1.1.1 1.1.2 1.1.3 1.1.4 1.1.5

Urban Values of Waterfront Waterfront Development Pattern Physical Change of Shoreline The City and Waterfront The Water's Edge Form 1.1.5.1 Water Edge 1.1.5.2 Perforated Water Edge 1.1.5.3 Building Set Back 1.1.5.4 Bank/Beach 1.1.6 Site Context 1.1.6.1 Water Resources 1.1.6.2 Land Resources 1.1.6.3 Climate 1.1.7 Constraints 1.1.7.1 Institutional Constraint 1.1.7.2 Site Constraint 1.1.8 Land Value

1 2 4 6 7 7 8 8 8 9 9 9 10 11 11 11 11

1.2 Framework for Analysis

12

1.2.1 Urban Waterfront Transformation

12

1.2.1.l.Key Factors Generating Urban Waterfront Transformation 1.2.1.1.1 Technological Change 1.2.1.1.2 Urban Renewal 1.2.1.1.3 Environmental Management 1.2.1.1.4 Preservation/Conservation Movement 1.2.1.1.5 Recreation/Tourism 1.2.1.2 Modes of Urban Waterfront Transformation 1.2.1.2.1 Conservation 1.2.1.2.2 Redevelopment 1.2.1.2.3 Development

12 12 13 13 13 14 14 15 17 19


1.2.2 Implication of Transformation

24

1.2.2.1 Physical Implication 1.2.2.2 Economic Implication 1.2.2.3 Ecological Implication

24 25 25

1.2.3 Development Process

25

1.2.4 Planning, Policy and Practice

26

1.2.4.1 Agency of Jurisdiction

26

1.2.4.1.1 Federal Involvement 1.2.4.1.2 State Involvement 1.2.4.1.3 Local Involvement

26 26 27

1.2.4.2 Public Sector Response

27

1.2.4.2.1 Management Structures 1.2.4.2.2 Zoning and Districting 1.2.4.2.3 Urban Development Incentives

27 28 30

1.2.5 Demand Led Planning

30

Chapter 2 2.1 Case Study

32

2.1.1 Overseas Waterfronts

32

2.1.1.1 Italy's Waterfront 2.1.1.2 North Eastern Waterfront, San Francisco 2.1.1.3 Battery Park City, New York 2.1.1.4 Sydney Harbourfront 2.1.1.4.1 Circular Quay and Macquarie Street 2.1.1.4.2 Darling Harbour 2.1.1.5 North West Europe, Rotterdam Waterfront, Holland

32 38 45 52 53 59 62

2.1.2 Hong Kong Waterfront

64

2.1.2.1 West Kowloon Reclamation Project

64

2.2 Design Elements of the Successful Waterfront Projects

71

2.2.1 Urban Design

71

2.2.1.1 Vision and Leadership 2.2.1.2 Theme 2.2.1.3 Contextualism 2.2.1.4 Function 2.2.1.5 Visual Appearance 2.2.1.6 Public Access 2.2.1.6.1 Where to Provide Access? 2.2.1.6.2 How to Design Public Access Area? 2.2.1.6.3 How to Achieve Public Access? 2.2.1.7 Integration with the Surrounding Districts

71 72 72 72 73 73 74 74 74 75


2.2.2 Urban Development

75

2.2.2.1 Public Access 2.2.2.1.1 How to Serve Public Access? 2.2.2.1.2 How to Develop, Maintain and Keep Access Areas Open? 2.2.2.2 Appropriate Uses - Public Space 2.2.2.2.1 What is Public Space? 2.2.2.2.2 What are the characters of Public Space? 2.2.2.3 Public Response and Public Participation 2.2.2.4 Regulations and Permits 2.2.2.5 Effective Management

75 76 76 76 77 78 78 78 79

2.3 Future Trend of Waterfront Development

79

2.4 Barriers for Urban Waterfront Development

80

2.4.1 Time 2.4.2 Finance 2.4.3 Land Ownership 2.4.4 Social Conflict 2.4.5 Displacement of Activities 2.4.6 Environmental Issues

80 SO 80 80 80 80

2.5 Weaknesses of Urban Waterfront Development in Hong Kong

81

2.6 Urban Design Approach for Waterfront Development in Hong Kong

86

Part II Design and Development

Chapter 3 3.1 Site Selection

92

3.2 Significance of the Site

93

3.3 Site Context

94

3.3.1 Green Island 3.3.2 Western District 3.3.3 Urban View Analysis 4 3.3.4 Urban Facade, Street Character and Building Type Analysis 3.3.5 Urban Problems to be Addressed 3.3.5.1 Residential Development 3.3.5.2 GI/C Facilities and Open Space Provision 3.3.5.3 Transport and Circulation 3.3.5.4 Industry and Re Provisioning 3.3.5.5 Public Accessibility

94 95 96 99 102 102 102 104 105 106

3.4 Planning Context

109

3.4.1 Strategic Planning Context 3.4.2 Port and Airport Development Strategy (PADS)

109 109


3.5 Land Use and Area Requirement Analysis

109

3.5.1 Land Use 3.5.2 Residential Development 3.5.3 Commercial Development 3.5.4 GI/C Facilities and Open Space 3.5.5 Urban Fringe Park 3.5.6 Highway and Transportation

109 110 HI HI 112 112

Chapter 4 4.1 Vision

113

4.2 Goals and Objectives

114

4.2.1 Land Form and Shoreline Configuration Objective 4.2.2 Environmental Objective 4.2.3 Landscape Objective 4.2.4 Open Space and Pedestrian Movement Objective 4.2.5 Transport and Circulation Objective 4.2.6 Built Form Objective

114 114 114 114 115 115

4.3. Key Issued to be Addressed

115

4.3.1 Key Issues related to Western District 4.3.2 Key Issues related to New Development on the Reclaimed Land

115 115

4.4 Urban Design Framework

115

4.4.1 Natural Landscape Attributes 4.4.2 Urban Landscape and Open Space 4.4.3 Transport and Circulation 4.4.4 Major Landuse 4.4.5 Built Form

115 115 115 116 116

4.5 Urban Design Principle

116

4.5.1 Quantitative Aspect 4.5.2 Qualitative Aspect

116 116

4.6 Urban Design Exercise

116

4.6.1 GIL Transportation Option 4.6.2 Environmental and Landscape Features and Opportunities 4.6.3 Conceptual Level 4.6.3.1 Land Use Option 4.6.3.2 Land Form and Shoreline Configuration Option 4.6.4 Development Level 4.6.4.1 Street Pattern Option 4.6.4.2 Built Form and Land Form Analysis 4.6.4.2.1 Degree of Screening in the Reclaimed Land by Existing Land Form 4.6.4.2.2 Massing of Development Form to Existing Land Form 4.6.4.3 Land Use Distribution

116 117 117 117 119 121 122 123 124 125 126

4.7 Urban Design Plan and Drawings

128

4.7.1 Design Concept 4.7.2 Drawings and Photographs

128 130


Part III Strategy for Development Chapter 5 5.1 Policy and Guideline

146

5.1.1 Urban Design Policy and Guideline

146

5.1.1.1 Land Use and Shoreline Configuration 5.1.1.2 Natural Landscape Attributes 5.1.1.3 Urban Landscape and Open Space 5.1.1.4 Built Form 5.1.1.5 Street Environment and Streetscape 5.1.1.6 Transport and Circulation

147 147 149 151 152 153

5.1.2 Site Specific Guidelines 51.2.1 Harbour Front Zone 5.1.2.2 Public Plaza District 5.1.2.4 Urban Fringe Park 5.1.2.5 Transition Zone 5.1.2.6 Residential Neighbourhood Environment

155 155 155 156 157 157

5.2 Conclusions

158

Key References

a

Urban Waterfront

Development - a case for Honx

List of Figures Executive Summary Page No. X

Xll

Xlll XIV XV XVI

Fig. No Fig.(i) Successive land reclamation at different time period in Hong Kong keeping shoreline straight Fig. (n) Most of urban waterfront of Hong Kong Island are occupied by highway and port industry Fig. (iii) Key features of Kennedy Town transformation Fig. (iv) Proposed urban design approach Fig. (v) Urban design exercise Fig. (vi) Design concept and illustration

Source Port work division

Fig. No Fig. 1.1 Port geography and its various elements Fig. 1.2 Pattern of a typical port development Fig. 1.3 Alteration of shoreline in Boston from 1800 - 1960. Fig. 1.4 Land reclamation in Hong Kong at different period. Fig. 1.5 Factors and processes involved in port city development. Fig. 1.6 ground line analysis of water edge.

Source Hoyle and Hilling - Seaport System and Spatial Change , page 2 Wrenn - Urban Waterfront Development, page 10-11 ibid, page 13

Metroplan

Author ibid. ibid. ibid.

Chapter 1 Page No. 3-

3-4 5 5 6 7

8 8 8 9 10 13 16 17

Port works division

Hoyle, Finder and Husain - Revitalising the Waterfront, page 14 White, Bellinger, Saul, Symes and Hendry - Urban Waterside Regeneration: Problems and Prospects, page 17 Fig. 1.7 Ground line analysis of perforated ibid. edge. Fig. 1.8 Ground line analysis of building ibid. set back. Fig. 1.9 Ground line analysis of bank or ibid. beach. Fig. 1.10 Shoreline configuration Wrenn - Urban Waterfront Development, influences the "urban form" of coastal page 25 cities. Fig. 1.11 Three distinct development ibid, page 26 pattern characterise cities located along inland water ways. Fig. 1.12 Changes in technology of cargo Hoyle and Hilling - Seaport System and Spatial Change handling methods and vessels size. Fig. 1.13 Glimpses of waterfront character Waterfront: Process Architecture, No. 52, Nov. 1984, page 23 in Venice, Italy. Fig. 1.14 Tsim Sha Tsui waterfront ibid. transformation.

Urban Waterfront Development - a case for Hon% Kong

18 19 20 21 22 23 28-29

Fig. 1.15 The Kishiwada port redevelopment project for Kishiwada, Japan. Fig. 1.16 Rinku town development in Osaka harbour, Japan. Fig. 1.17 New port city, New Jersy. Fig. 1.18 Chula Vista bay front, Chula Vista, CA, Fig. 1.19 Queen's bay, Long beach, CA. Fig. 1.20 Batam Centre, Indonesia. Fig. 1.21 Manhattan waterfront Urban Waterfront: Theme issue development. Progressive Architecture, June 1975

Chapter 2 Page No.

Fig. No

33

Fig. 2.1 Relation between a city and water Pocket park: Process Architecture, No. 78, July 1988, page 101 Fig. 2.2 The architecture clings to the Torre- Waterfront Development, 1989, mountain edge, using the roof of each page 14 lower residential unit to serve as the balcony for the unit above. Fig. 2.3 On the grand canal in Venice, the ibid, page 15 Rialto bridge serves images and function with its internal marketplace. Fig. 2.4 Regatta Storica, a parade of ibid, page 15 historical vessels Fig. 2.5 The Ponte Vechhio in Florence ibid, page 5 links the two sides of the city Fig. 2.6 Piazza San Marco and waterfront ibid. promenade ibid, page IX Fig. 2.7 Portofino's waterfront Fig. 2.8 Mixed-use development in ibid, page 21 Portofino's waterfront Fig. 2.9 Moorage of larger and smaller ibid, page 21 vessels in Portofino's waterfront Fig. 2.10 Tourists use the bridge stairs as Pocket park: Process Architecture, No. 78, July 1988, page 101 benches Fig. 2.11 Northeastern waterfront Composition of Oceanic Architecture: Process Architecture, No. 96, June 1991 planning area Fig. 2.12 View of northeastern waterfront San Francisco Master Plan Fig. 2.13 Pier 39 in relation to the Composition of Oceanic Architecture: Process Architecture, No. 96, June 1991 surrounding district and to the city ibid, page 76 Fig. 2.14 Layout plan ibid, page 77 Fig. 2.15 Floor plan of pier 39 ibid, page 78 Fig. 2.16 Walkways as gallery Fig. 2.17 The great fascination for ibid, page 78 commercial space to mix persons' eyes with eye-stops and various up and down ibid, page 76 Fig. 2.18 Waterfront promenade ibid, page 78 Fig. 2.19 Steps as sheets

33

34 34 35 35 36 36 37 37 38 38 39 40 40 41 41 42 42

Source

11

Urban Waterfront Development - a case for Hong Kcm.y

43 44 44 45 45 46 46 47 48 48 49 49 50 50 51 51 52

53 54 55 56 57 58 58

Fig. 2.20 Pedestrian path and plaza as a corridor between the two blocks with marina on both sides Fig. 2.21 Tour boat, relaxation and industrial craft activity navigating the bay Fig. 2.22 The entry plaza decorated to celebrate on occasion Fig. 2.23 Location plan

Torre- Waterfront Development, 1989, page 129

Fig. 2.37 Master plan of Circular Quay project Fig. 2.38 Master plan of Darling harbour project Fig. 2.39 Waterfront promenade paved with sandstone and brick Fig. 2.40 Glass escalators connect the lower plaza to the upper level of the terminals Fig. 2.41 Circular Quay east and central Fig. 2.42 Sydney opera house; Forecourt Fig. 2,43 Lower concourse fountain at Macquarie street

ibid.

ibid, page 128 ibid, page 129

Waterfront: Process Architecture, No. 52, Nov. 1984, page 99 Fig. 2.24 Site plan ibid. Fig. 2.25 Layout of World Financial Torre- Waterfront Development, 1989, Centre: Battery Park city plaza page 115 Fig. 2.26 Impressive skyline added to ibid. New York skyline Fig. 2.27 Interior view of the Winter Rubenstein-Pedestrian Malls, Streetscape Garden and Urban Space, 1992, page 250 Fig. 2.28 Stepped walking & sitting areas ibid, page 252 between main plaza & upper terrace Fig. 2.29 World Financial Centre Plaza ibid, page 251 with Battery Park city lights & granite seating area overlooking the marina Fig. 2.30 The Esplanade with hexagonal ibid, page 253 asphalt pavers, Battery Park city lights, & wood & iron benches. Fig. 2.31 Concrete and Wood Benches- ibid, page 254 typical of New York city area are used along the Esplanade Fig. 2.32 Upper room sculpture located on ibid, page 253 the Esplanade at link with Albany Street Fig. 2.33 South Cove at Battery Park City Breen and Rigby-Waterfronts: Cities reclaim their edge, 1994, page 279 Fig. 2.34 Waterfront promenade & open Carr, Francis, Rivlin and Stone-Public Space, 1992 space system Fig. 2.35 General view of north park in ibid. New York city Fig. 2.36 Sydney Bicentennial Projects, Architecture Australia, Vol. 77, Sept 1988 Location Map

ibid. ibid. ibid. ibid. ibid. ibid.

Ill


60 60 61 62 63 64 66 66 68 68 69 70 70 70 82 82 82

83 84

85

85 85

Fig. 2.44 National Aquarium Fig. 2.45 Elevation and section of the national aquarium partially submerged under water Fig. 2.46 Public gathering spaces are knitted with surrounding environment Fig. 2.47 Master plan: Kop van Zuid

ibid. Composition of Oceanic Architecture: Process Architecture, No. 96, June 1991, page 136 Architecture Australia, vol. 77, Sept. 1988 Rotterdam, City and Harbour-Cities, Nov. 1991 Fig. 2.48 Model looking north-west ibid. Fig. 2.49 Planning area of WKR project WKR Project, Vol. I, Summary of main area recommendation Fig. 2.50 ODP Land use budget Author Fig. 2.51 Conceptual land use character WKR project, Vol I: Summary of main recommendation Fig. 2.52 Conceptual pedestrian movement ibid. Fig. 2.53 Conceptual building height ibid. Fig. 2.54 Simplified cell plans and ibid. sections in town terminus commercial area .Fig. 2.55 Typical land use relationship ibid. between noise source and receivers Fig. 2.56 Density analysis for industrial ibid. area Fig. 2.57 Relationship of industrial ibid. development to other land use Fig. 2.58 Blank wall elevation of the Author cultural complex is not friendly with the surrounding environment Fig. 2.59 Monotonous water's edge due to Nury Vittachi- Over Hong Kong, Vol III, 1994, page 76 similar building form of equal height Fig. 2.60 Public access is blocked by port Author activity of loading and unloading at TST west waterfront Fig. 2.61 Most of the urban waterfronts of Metroplan Hong Kong Island are occupied by either highway or port industry Fig. 2.62 Urban waterfront disaster- ibid. Construction of highway along the shoreline separating the housing and retail developments from the adjacent waterbody Fig. 2.63 Residential waterfront of Author Western district is dominated by port industry and incompatible land use such as cement plant Fig. 2.64 Port industry denies the use of ibid. water's edge for public Fig. 2.65 Road runs along the shoreline in ibid. front of newly developed high-rise apartment buildings in Western district

IV

Urban Waterfront Development - a case for Ho«y Kon?

Chapter 3 Page No.

Fig. No

Source

93

Fig. 3.1 The green island reclamation study area Fig. 3.2 Green Island Fig. 3.3 Little Green Island Fig. 3.4 Western district is marked by an intermixture of residential, commercial and industrial uses Fig. 3.5 Green island acts as a continuation of the natural undulating ridge line of Hong Kong Island Fig. 3.6 Urban View analysis

Author

94 94 95 96

97-98

100 101 102 103 104 104 105 105 106 106 107 107 107 108 110

ibid. ibid. ibid. ibid.

Green Island Reclamation Feasibility Study, Technical Paper No. 13 Fig. 3.7 Changes in elevation and view of Hong KongrAlternative Metropolis-Space a typical building after removal of Design: a monthly journal of Art and illegal structures Architecture, No. 330, March 1992 Fig. 3.8 Four types of residential ibid. development at different time period Fig. 3.9 Great mix and variety of building Author ages, heights and uses resulting poor living environment in Western district Fig. 3.10 Analysis for the upgradation of Green Island Reclamation Feasibility open space provision in Kennedy town Study, Technical Paper No. 13 Fig. 3.11 Street hawkers and loading and Author unloading activities lead to road congestion Fig. 3.12 Unrestricted view of mountain ibid. and harbour through Smithfield Street Fig, 3.13 Significant view towards the ibid. harbour through Sands Street Fig. 3.14 Significant axial view through ibid. Queen's Road West Fig. 3.15 The existing working waterfront ibid. needs to be reprovisioned Fig. 3.16 Provision is required for the ibid. marine related industry Fig. 3.17 Service road acts as a waterfront ibid. promenade Fig. 3.18 Playground with control access ibid. along waterfront Fig. 3.19 N-S road terminates at the ibid. water's edge without any treatment Fig. 3.20 Key features related to Kennedy ibid. Town transformation ibid. Fig. 3.21 Major land use distribution

Urban Waterfront Development - a case for Hong Konv

Chapter 4 Page No.

Fig. No

Source

117 117

Fig. 4.1 Green island link options Fig. 4.2 Environmental and landscape features and opportunities Fig. 4.3 Land use options Fig. 4.4 Land form and shoreline configuration options Fig. 4.5 Development level Fig. 4.6 Street pattern options Fig. 4.7 Land form as a separation between urban/rural fringe landscape and dense urban area Fig. 4.8 Degree of screening afforded by existing land form Fig. 4.9 Massing of development form from Pokfulam gap Fig. 4.10 Massing of development form from Sulphur channel Fig. 4.11 Land use distribution

Author Green Island Reclamation Feasibility Study, Technical Paper No. 13 Author ibid.

118-119 120-121

121 122-123

123

124 125 126 127

ibid. ibid. ibid. ibid. Green Island Reclamation Feasibility Study, Technical Paper No. 13 Green Island Reclamation Feasibility Study, Technical Paper No. 13 Author

List of Tables Chapter 1 Page No.

Table No

Source

2

Hoyle, Finder and Husain - Revitalising the waterfront, page 7 Author

26

Table 1.1 Stages in the evolution of the port-city interface Table 1.2 Modes of urban waterfront transformation Table 1.3 waterfront transformation and its implications on various systems Table 1.4 development process

27

Table 1.5 Public sector response

15 24

Hoyle, Pinder and Husain - Revitalising the waterfront, page 54 Wrenn - Urban waterfront development, page 74 ibid, page 47

Chapter 2 Page No.

Table No

Source

65

Table 2,1 Outline development plan Land use Table 2.2 Residential units and population byj^lanning section (ODP) Table 2.3 Commercial GFA by planning section (ODP)

WKR Project, Vol I: Summary of main recommendation ibid.

65 65

ibid.

VI

Urban Waterfront Development - a case for Horn Konv

Chapter 3 Page No. 109

110 111 111 111 112

Table No Table 3.1 Land use budget recommended in final report of green island feasibility report Fig. 3.2 Comparison study of the housing requirements by Metroplan and Consultants report Table 3.3 Residential distribution in terms of MTR catchment Table 3.4 Phasing of residential development by housing type Table 3.5 Retail floor space with office development above the commercial development Table 3.6 Open space requirement by year 2011

Source GIR Feasibility Study - Final Report, VoLI, Main Report, Dec. 1993 ibid. ibid. ibid. ibid.

ibid.

vii

Urban Waterfront Development - a case for Hon.? Kong

Executive Summary The relation between the inner city and urban waterfront is the function of technological change in maritime field, socioeconomic pressure and environment improvement programmes*. Early water edge cities have to do more with the functional relations than with their 'urbanity.1 2 Water is, an infrastructure for transport and communications, a medium of commercial transitions, a location-source of economic prosperity, but, at the same time, a source of a multiplicity of dangers.-^ Water provides a dynamic, reflective or experiential element for the built environment.4 The lost relation between the waterfront and the city has been rediscovered.^ Urban waterfront is currently a 'hot' real estate issue which consists of both challenges as well as opportunities.^ Urban waterfront planning and redevelopment is currently a civic interest that is pervasive and powerful.^ The regeneration of urban waterfronts is a world-wide phenomenon stemming from technological changes in the maritime industry and sociological changes in urban societies,^ Urban waterfronts are unique in their potential to provide diversified opportunities for economic development, public enjoyment and civic identity.^ There is a new relationship between the city and its water now.1^ We could could use the positive elements of the site, the water, the view, leisure facilities, and more develop a new type of a everyday life, located on and by the water so that people are attracted to live there. *1 Harbour projects can be an opportunity for cities to escape medicore and piecemeal urban planning.12 Designing waterfronts is more challenging than working with urban spaces precisely because of the water: both its delight and its difficulties. 13 Water has

adapted different significant in different urban cultures.14 The political and economic dynamics that were responsible for the waterfronts of the past are as dissimilar to today's processes as are oil and water. ^ With broad range of development opportunities and different design approaches, various urban waterfront developments in different part of the world are the unique reflection of the waterfront's location, jurisdictional structure and urban context.1 ^ There are some common features in various successful waterfront developments. The water body is enhanced by major public open spaces such as green urban parks and wide pedestrian promenade with major key areas for fun and leisure activities.1^ The scale of development is human size with emphasis on the pedestrian network system. 1 ^ The waterfront area is fully dedicated for the public oriented activities such as up-market retail developments, restaurants, entertainment and recreational centres.1 ^ The inner water body is created to get the scale and spatial definition whereas the water related activities such as marina is promoted to attract public to the water's edge. The waterfront promenade with variety of experiences is used as a means of linking various .key activity nodes.2^ In each successful waterfront development, waterfront has been developed as an image of public gathering place for fun, recreation and entertainment. The best approach for successful waterfront development is a development strategy that is sensitive to public sector priorities and responsibility yet firmly embraces private sector objectives. 21 Waterfront development shall be considered as an opportunity for economic development and public enjoyment.22

IX


Cooperation and coordination between public and private agencies with local government sharing the risks and financial part will become more prevalent in future waterfront development.2^ Besides these common features, some design and development elements of successful waterfront projects have been identified which need to be considered on various stages of the design process. Urban design elements such as Vision and Leadership, Theme, Contextualism, Function, Visual Appearance, Public Access and Integration with Surrounding Districts should be considered at various stages of the design process. Urban development elements are Appropriate Uses (Public Space), Public Response/Public Participation, Regulation and Permits and Effective Management which need to be integrated with the design elements.2^ Urban waterfront development in Hong Kong has distinctive features. It is characterised by land reclamation as the developable lands are already used intensively.

All the reclaimed lands and other developable lands belong to Hong Kong government. One third of government's income has come from land revenues.25 Governments annual land sales has great impact on the development dynamics.2^ However, the use of a relatively simple zoning system within the government's land use planning mechanisms means that choice on the use of potential sites by developers is often wide and easy to influences.2^ Generally waterfront development in Hong Kong is carried out to" solve the both problems of local and strategic scale. There exist successive stages of land reclamation in the same area thus changing the tirban facade at each time of reclamation (Fig. (i)). Each layer of blocks thus corresponds to a period of Hong Kong's historical development.2^

HOIC : ro»m ON *i A) oci.im

Fig. (i) Successive land reclamation in different time period in Hong Kong keeping shoreline straight ; . _ ' _^______^-;

Urban Waterfront Development - a case for Hon? Kony

The central theme of waterfront development/redevelopment in Hong Kong remains that of institutional confidence and the ability to seize initiatives when they become apparent.^

The present trend of land reclamation keeping shoreline simply straight not only reduces water edge of the waterfront properties but also denies the public accessibility at the water's edge.

Acting as a facilitator, the role of government in planning process is reactive in nature. There exists the bargaining and negotiation between private interest and public planning objectives in Hong Kong.^0

Also, straight shoreline means only one type of building orientation giving monotonous waterfront promenade. There is no respect for the existing water's edge in the reclamation process. The earlier waterfront properties lose their water edge and harbour view.

With the changing political climate and economic reality, the government intervention towards its "laissez faire" policy and planning are more desirable for orderly development and more rational use of scarce resources. ^ There is a good opportunity for waterfront development in Hong Kong as it has not experienced any barriers (social conflict, land ownership, etc.) of waterfront development in the design/development process.^2 However, waterfront development is not satisfactory in Hong Kong from design and planning view points though it is successful in terms of capital investment and developer's profits. Many weaknesses have been identified in traditional/recent urban waterfront developments in Hong Kong. Land reclamation and design /development on the reclaimed land are considered as two separate entities in Hong Kong. The land form and shoreline configuration are not designed in relation to the adjacent form of development, land use activity and water related uses but defined on engineering basis. Hence the opportunity to obtain the land form and shoreline configuration according to the design theme is not utilised as a result the best design option is missed. Thus the urban waterfront development in Hong Kong has a serious defect at the beginning of the design process.

Planning approach is generally from hinterland towards the water's edge by simply extending the transportation grid and making shoreline straight. Design process is very much influenced by quantitative aspects (engineering design and data based) with minimum consideration of the qualitative aspects (permeability, legibility, significant view etc.). The significant potential of water body is neither realised nor utilised in the design process. Water is not integrated with the land form but is separated from it by a straight sea wall. Though architecture is functional in waterfront development, it lacks the respect of history and traditional urban design vocabularies as a result it is difficult to unify the new and existing developments.-^ Also is the absence of any symbolic or communal imaginary in architecture,-^ Public transport and mass transit system make waterfront sites easily approachable from any part of Hong Kong. However, the waterfront sites are dominated by low risk commercial or office developments with little scope of public access to the water's edge. Highway running along the shoreline can be found in some waterfronts of Urban Hong Kong (Fig. (ii)). In other cases waterfronts are occupied by port related activity with no public access at all. Thus urban waterfronts in Hong Kong are not properly managed in the growth process of the city.

XI

Urban Waterfront Development - a case for Hong Kons

Environmental requirements and guidelines have been emphasised in recent waterfront developments in Hong Kong. Some urban design exercises have been carried at the later stage of the design process. However, the result is insignificant in overall design and development of waterfront sites. The nature and character of the weaknesses of waterfront developments in Hong Kong indicates that it needs improvements in two aspects. Firstly it needs to be controlled by means of selective intervention in a small number of key areas. Secondly it should follow a systematic design approach with consideration of both quantitative as well as qualitative aspects from the beginning of the design process. Land reclamation and design /development on it are the integral part of the design process. So land form and shoreline configuration should be defined by urban design exercise considering engineering and other requirements, too. The design of shoreline configuration can significantly increase the water edge of the adjacent waterfront properties and hence enhance the real estate value of the properties. Organic shoreline configuration means more opportunities for public access to the water's edge. It also means different buildings orientations with variety of experiences along waterfront promenades. However, the length of the shoreline should be limited for the optimum use of water and waterfront sites.

Fig. ii Most of northern urban waterfront of Hong Kong Island are ooccupied by highway and port industry _^ Development strategy is similar and the policies and guidelines based on HKPSG and Building Ordinance are applicable for waterfront sites as well as for other sites without water asset.

The interface of land and water is the crucial zone whose meaning has been shifting in relation to diverse interests/ technology and changing pattern of use.^5 Hence this zone needs to be focused while defining the shoreline configuration. The special potential of water body should be utilised as maximum as possible at various stages of the design process. Water, the harbour is an open space/a focus of major views and a place of human activity. It is a public amenity and should be well integrated with other land use activities and built form. Xll


The presence of water body can make the local environment pleasing and exciting.

The feeling and meaning between people and their buildings can be rediscovered by continuing the history and traditional urban design vocabularies in architecture of waterfront developments. Physical features and historical connections can help to make sense of a place.

.

Key Features related to Kennedy Town that need to bee addressed

Housing mixed with commercial and industry

Significant road leading harbar is neglected | Significant road" Queen's Road-West] Fig. (iii) Key Feature related to Kennedy Town Transformation

Xlll

_Urban Waterfront Development - a case for Hong Kong

Public access in all forms complements the retailing, tourism and leisure activities thus generating the economic vitality of the waterfront developments. In economic term, the waterfront should be accessible to a "people of all income levels and of all family types both for housing and for recreational opportunities."-^ Various public oriented activity nodes connected by pedestrian movement system can make the waterfront area more interesting and vital thus promoting the safety of the area. The design/development of the Green Island Reclamation Area should have a broad vision as this area has been proposed to fulfill the territorial and strategic requirements of year 2011. It should be designed and developed in relation to the surrounding district, i,e, Western district (Fig.(iii)). There is a great mix and variety of building ages, heights and uses resulting poor living environment in Western district. The infiltration of the industrial and other incompatible land uses further lead to poor living condition. A shortfall in G/IC facilities and open space in Western District has been identified in Technical Paper 9B "Environmental Upgrading in Kennedy Town." Lack of well defined hierarchy of road network, hilly topography and the dense development of residential and industrial activities have resulted poor traffic condition and local congestion on the roads of Western district. The existing waterfront and marine related land use activities need to be reprovisioned in the reclaimed land. The district is disjointed from the water by industry and its related activities occupying the main waterfront area with poor public access and public space at the water's edge. Besides these issues related to Western district the design/development of Green Island Reclamation Area needs to

address the issue of land form and shoreline configuration of the reclaimed land. Massing of "development form" with respect to the natural landscape attributes and integration of the new development with the existing urban area in terms of land use activity, transportation network, and open space system are other key issues that need to be addressed in the design, An urban design approach consisting of three distinct levels of design exercises has been developed for the design of Green Island Reclamation Area (Fig.(iv)). In each level, different possible design options are analysed and evaluated based on quantitative as well as qualitative aspects within different framework. The transportation layout of Green Island Link connecting the reclaimed land to the northern part of Lantau Island can be taken as "quantitative aspect" whereas the environmental and natural landscape features and opportunities can be taken as "qualitative aspects" for the urban design exercise of different possible options at various stages of the design process. ( Urban Waterfront Development ] \ Sub Objectives \ | Lfrbitn Design Principle \

,.

1 H Quantitative Aspect

1

f Qualitative Aspect] [ Urban Desi^ n Exercises J

I

I

\rett 1

1 Land Use Option

I Land Form and Shoreline Cortfigurat ton aitf- fjrrinJ 1-

'P" 1 Street I Pattern/Block \

-

••

P!

| 1

1 Built Farm } j Land Use [Analysis \ [Distribution \ [ Urban Design Plan j

I

'\Building {Typology

) |"

| Waterfront L 1 Promenade \

_|S^eet 1 \Fumi ture |

'

Fig. (iv) Proposed urban design approach

XIV


The built form analysis is required to ensure that the development forms respect the continuity of the natural ridgeline emphasising the Green Island, Mount Davis and Shai Koo Shan when viewed from significant locations. URBAN DLSICN QUANTITATIVE

EXERCISE

ASPECT

An urban design exercise is carried out for different possible options at each level of the design process.

SHORELINE

CONFIGURATION

Salient Features

tt/L OPTION

existing development.

lli'ttar stainlanl vf highway design.

Land form is neither relate,! with the watarlwily nor with the eAii/mjf laml,

ttcttrr location tif tunnel portal ami ventilation Intiltlin^s. I.i'S$ effect on new tlei'elapim'iit and residential development of Ktmuttly

Tl,e usability ami vittnit

.v ^H*"*-^*" j*j * >& w * ' *

. ,(, S> I n5 ^^^

Fig. 2.3 On the grand canal in Venice, the Rialto Bridge serves images & function with its internal marketplace

Fig. 2.4 Regatta Storica, a parade of historical vessels 34

Urban 'Waterfront Development - a case for Hong Kong

The two sides of the city divided by the river is well linked by the Ponte Vecchio, a bridge lined with shops and activities, initiating what has become known today as the 'festival marketplace' (Fig. 2.5).

Piazza San Marco is oriented successfully towards the water. It has a wide waterfront promenade (more than 50 foot) though direct public access is limited (Fig. 2.6).

f€il*f$W*T3Sfd833& '± • "'..•'• • 7 *?-*«*^7},^ifcTV? 5^CC5c4' fWWpW4*»--7^»'»»;^!&rf»5r*fcSiCJM *i'f*i *"

Cantilevered living Rectangular mass type Podium tower type (1980-) quarters type (1950 .-'(1970-)" 1960) Fig. 3.8 Four types of residential development at different time period Verandah type (1920 -)

101


However, the residential - tower a top -commercial -podium type dominates the urban development nowadays. Thus the building of this last century can be chronologically classified into four types^ (Fig. 3.8): •

Verandah Type (1920)

•

Cantilevered Living Quarter Type (1950-)

•

Rectangular Mass Type (1970-)

•

Podium Tower Type (198 -)

Building regulation for the residential uses created an urban fabric composed of small backyards and combshaped plans with many vertical slits or 'pleats.' Housing units stand very close to one another. The 'hyper-proximity' of housing units form 'slits' which allow three sides to face the outside. This configuration forms 'pleats' in space. Pleats characterize the city in two ways - physically in exterior form and metaphorically in historical stratification.

3.3.5 Urban Problems to be Addressed 3.3.5.1 Residential Development There is a great mix and variety of building ages, heights and uses resulting poor living environment in Western District (Fig. 3.9). Most of the private tenement building blocks are being allowed to deteriorate due to the lack of maintenance and poor management. Some of the older areas are overcrowded in terms of overall density as well as occupancy rate. Fragmented land ownership, absentee landlords and unrestricted leases are the main reasons that make the redevelopment scheme difficult. The newly built up high rise buildings are ineffective to upgrade the environmental quality of the area. Also, the increased population accommodated in the newly constructed high rise buildings tend to accelerate the problems of deficiency in recreational space and other community facilities.

fc *>,

Fig. 3.9 Great mix and variety of building ages, heights and uses resulting poor living environment in Western District The infiltration of the industrial and other incompatible land uses also lead to poor living environment. Though some of the incompatible industrial land uses have been zoned as commercial or residential uses on the OZP, the lack of any effective implementation tool in the existing Town Planning Legislation perpetuate the problems.

3.3.5.2 G/IC Facilities and Open Space Provision It has been identified that there is a shortfall in G/IC facilities and open space in Western District. Many potential sites such as Hau Wu street area, Abattoir / Incinerator / Wholesale market site area, Hill RoadSouth Lane area etc. have been proposed for the urban renewal. Technical paper 9B, 'Environmental Upgrading in Kennedy Town,' recommended open space standards to reflect the New Town Standards for Kennedy Town. The open space required to meet the anticipated population level (73,430 by 2011) is 13.46 hac. (6.12 hac. of local open space and 7.34 hac. of district open space).

102


Technical Paper 9B, 'Environmental Upgrading in Kennedy Town' proposed some policies for the upgrading the open space provision within Kennedy Town (Fig. 3.10 (a) to (e)).

Pedestrian provision particularly on the north-south running streets between Belcher street and the existing coastline should be improved. Also, pedestrian footpath system should link north-south aligned open space system.

103

Llrbnn Wntcrfront

Development - a cnsc for Hong

•

Pedestrian linkage between housing areas to the south of Kennedy Town and shopping /GIC uses should be improved.

•

Pedestrian link to Mt. Davis is necessary.

•

The open space system on the reclaimed area shall be aligned with north-south ventilation corridor system of Kennedy Town.

•

Street environment should be improved by providing/increasing street vegetation, the provision for pedestrians and facilities for shelter from sun and rain.

3.3.5.3 Transport and Circulation Lack of well defined hierarchy of road network, hilly topography and the dense development of residential and industrial activities has resulted poor traffic condition and local congestion on the roads. There is a mix of various traffic modes with the pedestrian movement.

Fig. 3.11 Street hawkers and loading and unloading activities lead to road congestion

Street hawkers and loading /unloading activities leads to congestion and a poor overall level of servicing, vehicular and pedestrian circulation (Fig. 3.11). Most of the roads in this area are substandard with narrow widths and narrow footpath. North south network is poor due to the poor topography. The infiltration of the industrial uses in the congested historical building blocks aggravates the problems of transport and circulation. Technical Paper 9B, 'Environmental Upgrading within Kennedy Town' identified some streets of Kennedy Town which are significant to link the new development. Unrestricted views of Victoria Harbour and Mount Davis occur along Smithfield Street (Fig. 3.12) and Sands Street (Fig. 3.13). Queen's Road West is also significant for north-west axial view (Fig. 3.14). These axial corridors provide opportunity for the creation and visual links between Kennedy Town and the new development area.

Fig. 3.12 Unrestricted view of mountain and harbour through Smithfield Street

104


Fig. 3.13 Significant view towards the harbour through Sands Street

Fig. 3.14 Significant axial view through Queen's Road West

3.3.5.4 Industry and Re provisioning Marine oriented industries with their related godowns and trading activities have occupied the waterfront of Kennedy Town which has traditionally provided marine access for the loading and unloading of goods. Some of the activities like metal workshops, car washing and repairing etc. are incompatible in the vicinity of the residential uses leading to poor environmental and street conditions. Since the reclamation will affect the existing industry and waterfront activity, the government needs not only to reprovisone the land uses either on reclaimed land or elsewhere but also provide waterfront access point for loading and unloading of the following activities.

•

The Western District Public Cargo Working Area

•

The Kennedy Town praya 'Uncontrolled Sea front1.

•

The Kennedy Town New praya 'permitted sea front'

•

Government uses (Abattoir, Incinerator, Wholesale Market

•

China Merchants godowns Wharf and Transportation Company Pier and private sea front.

105


Fig. 3.15 The existing working waterfront needs to be reprovisioned

Fig. 3.16 Provision is required for the marine related industry

3.3.5.5 Public Accessibility Public accessibility in the existing waterfront is very poor as the waterfront lands are occupied by marine oriented industry and other uses. Service Road for marine oriented industry and godown acts as a waterfront promenade which not only denies the public uses but also deteriorates the street condition (Fig. 3.17). Some parts of waterfronts are occupied by play ground with control access (Fig. 3.18) whereas other parts are covered by road running east-west. North south road network terminates at waterfront without any treatment (Fig. 3.19).

There is a hardly any usable public space along the waterfront. The hinterland open spaces are not integrated to the water's edge physically as well as visually. In fact the whole district is disjointed from the harbour by industry and its related activities existing along waterfront. The key features related to Kennedy Town transformation are shown in Fig. 3.20 which need to be addressed in design and development of the green island reclamation area. Integration between the existing and new development should be in terms of land uses, transport and circulation and built form.

106


Fig. 3.17 Service road acts as a waterfront promenade

I «I Fig. 3.18 Playground with control access along waterfront

Fig. 3.19 N-S road terminates at the water's edge without any treatment

107

Urban Waterfront Development - a case for Hong

3.4 Planning Context

3,4.2 Port and Airport Development Strategy (PADS)

3.4.1 Strategic Planning Context The development of "Green Island Reclamation Area" aims to fulfill the following strategic requirements. •

to meet a proportion of Hong Kong's strategic growth upto and beyond the year 2011.

•

to meet projected requirements for sea frontage uses mainly cargo handling connected with Pearl River Trade.

•

to meet shortfall in government / Institutional and Community (G/IC) and other uses within the sub region.

•

to provide a pleasing living and working environment both within the reclaimed area and in the sub region.

•

to conserve the important natural features of the area with particular reference to location of specific landscape significance.

The main impact of PADS on Green Island Reclamation have to do with: •

the potential of linking the developed area through Western Harbor Tunnel

•

the potential of linking to the Northern Lantau Area through Green Island Link (GIL). It has been decided that options for the Green Island Reclamation Area should preserve the option of PADS.

3.5 Land Use and Area Requirement Analysis 3.5.1 Land Use The Green Island Reclamation is an opportunity for a large scale development to fulfill the territorial as well as local requirements. It aims to accommodate a projected population of 103,465 on an area of 186.6 hectares8.

Table 3.1 Land use budget recommended in final report of GI feasibility report Schedule of Uses

Net Site Area in hac.

Residential Zone 1 (Rl) 26.83 6.92 Special Residential (RS) 12.26 Home Ownership Scheme (HOS) 7.40 Private Sector Participation Scheme (PSPS) 12.29 Government (G) 2.75 Institution and Community (1C) 6.56 Education (E) 13.59 District Open Space (DOS) 5.19 Local Open Space (LOS) 6.97 (1) Local Open Space Reserves 23.40 Other Specific Uses (OU) 4.90 Industry (I) 26.61 Urban Fringe Park (UFP) 10.39 Local Distributor Road (LDR) 9.61 District Distributor Road (DDR) 5.14 Primary Distributor Road (0.71 hac. in Tunnel) (PKD) 12.76 Regional Road (RR) 7.53 (2) Amenity Area (A) (1) included in Gross Residential Land Areas Total 186.6 (2) included in Gross Area of other uses. Source: Green Island Reclamation Feasibility Study, Final Report* Vol I, Main Report, Dec. 1993

109

Urban Waterfront

Development - a case for Hong Kong

20.31% ^ RESIDENTIAL

28.62%

ID GlIC AND EDUCATION m OPEN SPACE B INDUSTRY AND OTHER SPECIFIC USES

14.26% 11.58%

M URBAN FRINGE PARK S ROAD NETWORK

15.17%

10.06%

Total site area Population Gross residential density Net residential density Development ratio Design year

186.6 hac. 103,465,00 1937.00 per/hac. 554.47 per/hac. 6

2011

Fig. 3.21 Major land use distribution The area will be dominated by residential development. However certain provisions for port and industrial activities need to be provided besides open space and G/IC uses.

There is a reduction of population by 10563 in , the 'Recommended Outline Development Plan' done by consultants due to the environmental guidelines (Table 3.2).

The land use budget scheduled in 'Recommended Outline Development Plan1 in the feasibility study of Green Island Reclamation Study is shown in Table 3.1 and Fig. 3.21.

The public housing provision upon the reclamation is a key requirement for Thinning Out1 the congested urban area in Western District and should be seen as an important solution space to meet the objectives of Metroplan.

3.5.2 Residential Development

New Residential Guidelines expressed in term of proximity of the residential sites to a new proposed Mass Transit Railway (MTR) station have been adopted as a part of Metroplan objective of reducing residential density throughout the urban area (Table 3.3).

The requirement for public and private housing development at Green Island Reclamation Area has been assessed at two levels. •

the district specific requirements

•

the contribution on the reclamation area can make towards the territory wide requirements.

It has been phased the residential development based on housing type in the final report of the GI feasibility study (Table 3.4).

Table 3.2 Comparison study of the housing requirements by Metroplan and Consultants report. Housing Type

Metroplan (1) No. of Occupancy Population Rate Units

RS HOS PSPS Private

5850 9110 4980 21,130

3.08 2.78 2.78 2.69 Total

18,018 25,326 13,844 56,840 114028

Source: (1) Metroplan, April 1990 (2) Consultants, July 1993

%

' RODP (2) No. of Occupancy units Rate

16 22 12 50

4636 8827 4440 19445

3.08 2.78 2.78 2.68 Total

Population

%

14,278 24,537 12,343 52,307 103465

14 24 12 50

Note: Development ratio of 6 has been considered due to the environment consideration.

110


Table 3.3 Residential distribution in terms of MTR catchment MTK Catchment (No. of flats/hac.)

Housing Type

Density Band I (200 m.)

Density Band II (200 -400m.)

Density Band HI (400m. +)

RS HOS PSPS Private

600 700 830

600 500 600 720

400 500 450

Source; Metroplan Oct. 1990 Table 3.4 Phasing of residential development by housing type Housing Type

Completion Date

Percentage

RS (Special Residential) HOS (Home Ownership Scheme)

2006 2006 2011 2011 2006 2011

100 40 100 100 30 100

PSPS (Public Sector Participation Scheme) Private Source: Metroplan, Oct. 1990

3.5.3 Commercial Development The possibility of extension of MTR to Kennedy Town and even onto the new reclamation area will enhance some commercial development. The possibility of the retail floor space with office development above for the proposed MTR station at Kennedy Town is shown in Table 3.5. The success of retail and office development is envisaged not only because of MTR station but also due to a transportation interchange including bus, mini-bus, taxi stands and a major car park.

3.5.4 G/IC Facilities and Open Space The proposed G/IC facilities should meet the requirement of the projected population and also rectifies the shortfall of existing G/IC facilities in Kennedy Town (Table 3.6). It includes the government service land uses such as post office, district community center, telephone exchange; utility services such as drainage station, highway network maintenance depot and other community uses. The area calculation of open space for reclaimed land and Kennedy Town has been based on HKPSG for New Town Development.

Table 3.5 Retail floor space with office development above the commercial development Proposed MTR at Kennedy Town

Commercial Development (Floor Space in sq. m.) Office Retail

40,000 200,000 10,000 50,000 50,000 250,000 Source: Green Island Reclamation Feasibility Study-Final Report, Vol. I, Dec. 1993

Kennedy Town Reclamation

111


Table 3.6 Open space requirement by year 2011 Area

Population year 2011

Open Space Reqd. (hac.)

For Kennedy Town 73,435 14.69 For Belchar Bay Reclamation 1,646 0.33 For Green Island Reclamation 101,819 20.36 Total 176,900 35.38 Source: Green Island Reclamation Feasibility Study-Final Report, Vol. I, Dec. 1993

3.5.5 Urban Fringe Park Being a natural landscape and focal point, Green Island and Little Green Island with the immediate surroundings of a 26 hac, of area has been proposed as an Urban Fringe Park in Metroplan. The Urban Fringe Park is not included in the open space provision required by the HKPSG and supplements the open space within the area.

3.5.6 Highway and Transportation

Notes

The highway and transportation plays a key role in the design and layout of the Green Island Reclamation Area, All the proposed transportation and highway have been designed for the year 2011,

1 Harbour Area Consultants. 1983 (a). 2 Hong Kong Government, 1985 (a). 3 Green Island Reclamation Feasibility Study. Technical Paper No. 13. 4 Hong Kong : Alternative Metropolis- Space Design: A monthly journal of Art and Architecture, No. 330, March 1992 5 ibid. 6 ibid. 7 ibid. 8 Green Island Reclamation Feasibility Study, Final Report, VoLI, Dec.1993, 9 ibid.

The following transportation requirements need to be addressed in the design of Green Island Reclamation Area^: •

Route 7 - Sai Ying Pun to Kennedy Town and to Aberdeen.

•

Belchar Bay Link

•

Green Island Link

The Western Harbour Crossing Feasibility Study recommended that a southern landfill for the crossing be located at Sai Ying Pun. The proposed design should also take care of the existing circulation problems in Kennedy Town and should try to integrate the North South link as maximum as possible.

112


"You must think me very rude; but all this is so new to me. So this-is-a River!" "The River/' corrected the Rat. "And you really live by the river? What a jolly life!" "By it and with it and on it and in it/' said the Rat. "It's brother and sister to me, and auntsf and company, and food and drink, and (naturally) washing. It's my world, and I don't want any Other. What it hasn't got is not worth having and what it doesn't know is not worth knowing. Lord! the times we've had together! Whether in winter or summer, spring or autumn, it's always got its fun and excitements..." Kenneth GraJiamc

Chapter 4 4.1 Vision With the every year increase in GDP and per capita income, there is an enormous demand for better living, working and leisure environment within the urban Hong Kong. Various development activities including land reclamation have been carried out to fulfill this demand. Development of Green Island Reclamation Area, an urban waterfront development is one of them to address the housing and other strategic requirements upto 2011. The two Green Islands will be the image of the URBAN GATEWAY to the urban Hong Kong because of its strategic position at the end of Hong Kong Island and at the entrance of the harbour. Also, it is the starting point/termination point of the natural undulating ridge line. The Sai Koo Shan Mount Davis ridge line will be the image of VISUAL SPINE of Hong Kong Island providing a natural backdrop to the urban area and the future reclamation site. It is also an important visual separation between the urban fringe and rural area.

113

Urban Waterfront Development - a case for Hon% Konx

The new programme of GIR area will address the potentials or problems of Western District on one hand and develop the reclaimed land to give an image, a sense of purpose and a means of orientation on the other hand. The development to be carried out with new spirit and aspiration will be distinct from the traditional urban waterfront developments in Hong Kong as it will fully utilise or exploit the special significance of water asset, will confirm the land form and shoreline configuration in relation to the surrounding land use and built form; will develop new building typology and detailing in the context of Hong Kong's high rise urban structure on the limited land resource. The linkage of this area to Kowloon and Lantau Area by Western Harbour Crossing and Green Island Link respectively will eliminate the harbour edge of the area. Finally the design and development of GIR area will guide other waterfront developments in Hong Kong in 21st. Century.

•

integrating with the surrounding district i.e., Western District in terms of land use, transportation network, open space and pedestrian movement and built form.

•

developing the reclaimed land in relation to the natural settings to fulfill the strategic and territorial requirements in terms of quantity as well as quality.

Some specific sub objectives that need to be fulfilled in the design process are as follows.

4.2.1 Land Form and Shoreline Configuration Objective •

4.2.2 Environmental Objective •

4.2 Goals and Objectives Hong Kong having a panoramic urban facade is one of the vibrant and magnificent cities surrounded by natural elements such as harbour and mountain. However, the relation between such natural settings and man's creations is not satisfactory in due course of city's development and transformation as a result the whole built up environment is irresponsive to the city dwellers and visitors. The overall goal of the design process is to create a physical environment both in the reclaimed land and the surrounding district that will use the area's resources and potentials in the manner that will best serve the needs of the Hong Kong people. It aims the man's development in relation to the natural settings fulfilling the human needs. The principal urban design objective is to design and develop the Green Island Reclamation area through a systematic design process by:

to design the land form and shoreline configuration in relation to adjacent form of development, land use and water activity for the optimum use of water and waterfront location.

to improve the micro climate and to limit visual impact of development by developing 'ventilation corridor or breezcway' through the layout of streets and buildings and also by segregating/screening the incompatible land use through the use of water body, development of innovative building typology, buffer zone etc.

4.2.3 Landscape Objective •

to retain and reinforce the landmark features, view of the natural ridge line and to develop the guidelines for massing of buildings and structures according to natural landscape attributes.

•

to develop and exploit water body as a landscape feature for various purposes.

4.2.4 Open Space and Pedestrian Movement Objective •

to develop and organise a comprehensive pedestrian and open space network that links the mountain to harbour and new development to the existing urban area.

114

Urban Waterfront Development - a case for HOUR Kon?

4.2.5 Transport and Circulation Objective •

to develop a well defined hierarchy of transport and circulation system and also to coordinate among various modes of traffic for safe, convenient and efficient traffic flow.

4.2.6 Built Form Objective •

•

to ensure a legible urban form with diversity, identity and sense of place by reinforcing and introducing the landmarks, nodes, paths and districts through the juxtaposition of natural landscape attributes and man made structures. to ensure high visual standard for the new development and to optimise the use of existing land form to guide built form.

4.3 Key Issues to be Addressed

•

Layout of the major transportation network i.e., Green Island Link and Route 7 and their impact on the surrounding area.

•

Massing of the development form with the landscape attributes.

•

Screening or linking three main land use activities i.e., Urban Fringe Park, Port related activity and different types of housing.

4.4 Urban Design Framework Based on the existing functional and spatial features, landmarks and activity pattern the overall urban design helps to delineate a frame of reference for the new planning layout with some degree of control over development. The design framework is organised on the following significant design elements. 4.4.1 Natural Landscape Attributes

Since the development of GIR area needs to be taken in relation to Western District instead of a separate entity, the key issues to be addressed in design and development process are two folds, viz. issues related to land reclamation and new development on the reclaimed land and issues related to the potentials and problems of Western District.

The land form of two islands and the continuous ridge line should be preserved and enhanced by the new development on the reclaimed land. Water or ocean being a focus of major views and a place of human activity should be fully utilised in defining the land form and shoreline configuration in the reclamation process.

4.3.1 Key Issues related to Western District

4.4.2 Urban Landscape and Open Space

•

urban problems identified in chapter 3.

•

reinforcing the existing lively and vibrant street character as well as the street environment of Western District.

A hierarchical system of open space should be developed to maximise micro climate effect as well as to remedy the open space deficiencies in the existing urban area of Kennedy Town. All the roads and pedestrian walkway should be properly landscaped.

•

linking the existing development of Western District to the new development on the reclaimed land in terms of activities, transportation and built form.

4.3.2 Key Issues related to New Development on the Reclaimed Land •

to design land form and shoreline configuration of the reclaimed land.

4.4.3 Transport and Circulation Certain streets and open space corridor which are significant for design continuity should be selected and used as a guidance for transportation layout on the reclaimed land, A high level of physical permeability can be obtained by linking the existing largest possible number of direct routes and open space system to the reclaimed land. Major routes

115


should link the different activity nodes framing the harbour view and land mark features whereas pedestrian network system should be completed with a variety of uses and complementary range of facilities.

4.4.4 Major Land Use Distribution and layout of the land uses can positively contribute to the environmental quality of the area and also can enhance or reinforce the natural landscape features. Diversify public oriented activity should be provided along waterfront to promote maximum use of waterfront by broad spectrum of population while enhancing its environmental quality.

4.4.5 Built Form The overall distribution of uses in the reclaimed land should be coherent and legible and should be knitted into the existing urban fabric both functionally and visually. The legible built form helps people find their destinations in shopping areas, entertainment and recreational places etc., find their way, without inconvenience or lost of time, letting them see the routes to be taken; identify district, neighbourhood in which they themselves live. Visual and physical elements as easy to identify should be related to the built context to reinforce the legibility. The overall massing and positioning of appropriate land uses and features at landmark locations limiting building height in significant locations enhances the high visual standard. Building groups and spaces should reflect the district character and activity centre by providing orientation for human and enhancing topography and view. It should attract people at different times for varied reasons.

4.5 Urban Design Principle 4.5.1 Quantitative Aspect The urban design of the reclaimed land will be influenced by the transportation layout of route 7 and Green Island Link. Metroplan and Hong Kong Planning and Standard Guidelines (HKPSG) provide target population, housing needs and other requirements in quantitative aspects. Also various Technical Papers provide guidelines for the design and development of the Green Island Reclamation Area.

4.5.2 Qualitative Aspect It concerns the district's pattern, order of the district and the relationship between community and their physical environment. The common elements include visual and physical permeability, image and character, diversity and identity and legibility to obtain the overall feeling of comfort for inhabitants and visitors.

4.6 Urban Design Exercise 4.6.1 GIL Transportation Option A review carried out in May 1990 recommended two options (North and South Options) for the design layout of Green Island Link (Fig. 4.1). When compared the two options with land use planning, transportation and environmental implication. North Option is preferred based on: •

smaller land take for the interchange,

•

better standards of highway design as well as better location of tunnel portal and ventilation buildings.

•

less impact of strategic roads and traffic on new development and residential area of Kennedy Town.

•

less overall severance of the reclamation area from Kennedy Town.

116

Urban Waterfront Development -a case for-Hong Kong

•

better linkage is possible between Kennedy Town and new development on the reclaimed land.

•

large area along the NS axis through Pokfulam Gap is occupied by GIL interchange which will certain allow to view the valley of the ridge line at the back.

4.6.2 Environmental and Landscape Features and Opportunities New development on the reclaimed land should complement the environmental and landscape features for several opportunities (Fig. 4.2). An east west open corridor through Green Island and Little Green Island aligned with the synoptic wind pattern can assist with ventilation. Also it can act as a significant visual corridor. The road layout and open space system on the reclaimed land should take the opportunity of NS wind flow from mountain towards water's edge. The development form along the line of Pokfulam gap should be of low height whereas development on both sides of this line shall be high rise to maintain the continuous ridge line at the back. Again, the opportunity to combine the water as a landscape element should be utilised for various purposes at different stages of design and development process. (b) South Option: Landfall to the South of Gr^feri Island/N;-'^>;:^:->^ •; : ,.; : :'.-'•• : "

4.6.3 Conceptual Level 4.6.3.1 Land Use Option Three major land use activity-Urban Fringe Park, Housing Development and Port Uses can significantly Influence the development of the area. The location of such uses and their spatial relations are to be defined by urban design exercise. Three different possible design options have been developed by changing the location of major land use activity. The salient features of each option is analysed in terms of the sub objectives and the best option has been selected for further design exercise (Fig. 4.3).

117


Salient Features •

The major land use activity namely urban fringe park, residential development and port related activity get equal emphasis in terms of location and relation to harbour.

•

The port uses may separate the whole development area from Sheung Wan District which also denies the continuous pedestrian movement along the water's edge.

•

A straight shoreline is likely to be achieved due to the linear location of the major land use activities.

•

The major EW axis of view and breezeway is blocked by port uses activity at the east side.

•

The port related activity may disturb some part of residential development otherwise it requires better screening.

•

Port uses occupies the reclaimed land which is in close proximity to the urban area of Kennedy Town.

•

The presence of port activity may visually disturb thes massing in urban facade when viewed from Victoria Harbour.


Major valuable waterfront area at the tip of the Island is occupied by port related uses whereas the residential development get minimum water's edge.

•

The huge GIL interchange land divides and disturbs the residential development.

•

The transport linkage to the port uses disturbs both residential areas and park users.

•

The port uses denies the continuous pedestrian movement along the water's edge from urban fringe park to residential area,

•

The urban facade may not be interesting when viewed from Victoria Harbour.

•

Development massing may be difficult relate with the ridge line.

Resident.

Port uses

UFPark

to

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Location of land uses is better in terms of function and in relation to the harbour.

•

Residential development and urban fringe park can be well integrated to complements each other.

•

Urban fringe park can be used as a buffer zone between the port uses and residential development whereas water body can be exploited to separate port uses and urban fringe park.

•

Better shoreline configuration is possible .

•

Linkage to new development from Town will be simple and easy.

•

The major EW axis of view and breezeway can be integrated to the pedestrian corridor with pedestrian oriented activity.

•

The port activity at the edge of the Mount Davis can act as a zone of transition between the urban fringe and rural area.

•

A continuous pedestrian movement system along the water edge is possible which can also be linked to water's edge of the surrounding areas.

•

The area to the north of GIL transportation interchange can be developed as a transition area between the working and residential environment with different water related activities.

Kennedy

4.6.3.2 Land Form and Shoreline Option After identifying the location of major land use activities, various possible land form and shoreline configuration options should be analysed which significantly influences the built form (Fig. 4.4). The alignment of the new shoreline will also be important in visually linking the reclaimed area with the landscape. The adjacent northern and western shoreline of Hong Kong Island vary in character.

The northern reclaimed shoreline bears little relation to the original natural shoreline whereas the western shoreline has a strong character of the natural shoreline. Hence the shoreline configuration to north and east of Green Island need to be designed to visually link with the existing man made shoreline. The shoreline configuration between Green Island and Mount Davis should reflect the natural character. It is intended that the natural ridge line of Hong Kong Island which terminates in Green Island will have two distinct type of water's edge.

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The water canal running parallel to route 7 separates the reclaimed land from the existing development,

•

Land form of the reclaimed land seems to be well integrated neither with the water body nor with the existing land form as a result simple shoreline is achieved.

•

The land value and usability of inner water's edge will be low and the visual quality will be poor not only because of a simple straight shoreline but also due to the route 7 which runs along the water's edge of the existing development. Again, many bridges will require over the water canal to link the new development with the existing urban area.


The land form seems to be dispersed and isolated with one other and from the existing development form.

•

The development cost will be very high due to the high cost on sea wall construction and transportation network.

•

The inner water canal will be covered by many vehicular bridges to connect different islands as a result the potential for pedestrian uses of inner water's edge will be minimised.

•

The view to the existing water's edge of Kennedy Town from the different islands will be still poor due to the route 7 alignment.

•

More land will be required than in other land forms for the given land use activities.

•

Integration of new development to the existing development area may be difficult.

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Urban Waterfront

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Integration of water body with the land form is better as presence of water body can be experienced from the inner part of hinterland.

•

The reclaimed land form fits with the existing development of Kennedy Town.

•

The water's edge will be used by many people as it is undisturbed by vehicular movement.

•

Most of the reclaimed land property get the water's edge and good view.

•

Variety of experience at the water's edge is possible due to the irregular shoreline configuration.

•

The areas around the inner water's edge can be developed with human scale and local identity.

•

Better integration between the new development and the existing development is possible.

4.6.4 Development Level The selected option should be further developed to get the maximum opportunity of the environmental and landscape features including micro climate effect (Fig. 4.5). Then the reclaimed land form should be developed with various street pattern and block layout plan, built form analysis and land use distribution (Fig. 4.6). In each case the best option is selected and used for further urban design exercise. Salient Features •

•

Water body is well integrated with the land form addressing the natural landscape attributes. Also, layout of inner water body aligns with the wind flow direction. Hence waterfront promenade can acts as a ventilation or breezeway corridor. Also, EW wind direction can align with the development of open space and landscape features. Continuous pedestrian movement is possible along waterfront with variety of experience.

Land form with different water's edge give different identity to each neighbourhood development. The length of shoreline is significantly increased which also increases the land value. The presence of water body can be experienced and can be easily approachable

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Urban Waterfront Development - a case for HOUR Konv

nearly equal distance from any part of the reclaimed area as well as from the existing urban area. •

Easy to unify the 'development form' to the continuous ridge line from Victoria Harbour and Sulphur Channel.

•

Major view axes are integrated with water element and breezeway.

•

The area at the intersection of two major axes i.e., NS and £W can acts as a focal point of the whole development which will also be the main transportation node.

4.6,4.1 Street Pattern Layout Option Salient Features •

This pattern aligns with Kennedy Town streets that helps to enhance view and airflow, Also east-west route aligns with the synoptic wind pattern.

•

Alignments are related landscape features.

•

It simplifies the sub division of the blocks into development sites.

•

The pattern is legible. It can be further enhanced to create interest by superimposing another layer partly conflict with the grid, possibly diagonal pedestrian routes or local streets.

to

the

natural


Streets pattern alignment with the synoptic wind pattern is reasonable.

*

It does not permit continue view and air flow

*

Difficult feature.

•

However it may create unusual shape sites which could produce interesting buildings,

to relate with natural landscape

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Urban Waterfront Development - a case for Hong Kon$

Salient Features Though the pattern aligns with the Kennedy Town streets it allows neither continuous view and air movement nor aligns with the synoptic wind pattern. Alignment is not well related to the natural features. The pattern is not legible and does not match with the pattern of surrounding district. Also Views are blocked by curved street line. May produce awkward shaped development sites which is also less suitable for high density development.'

4.6.4.2 Built Form and Land Form Analysis 4.6.4.2.1 Degree of Screening in the Reclaimed Land by Existing Land Form The existing land form provides physical separation between the rural/urban fringe landscape of the south west side of Hong Kong Island and the dense urban area of the north side ( Fig, 4.7). It provides a major opportunity for screening development and minimising its visual impact from the rural/urban fringe areas.

Zone 7 is visually significant as development in this area influences the focal point of Green Island and also acts as a transition zone between the urban fringe area and the rural area. The development in rest of the zones should enhance the significance of Green Island and should also respect the continuity of the ridge line upto Green Island.

The continuous natural ridge line of Hong Kong Island can be extended upto the Green Island. Hence the 'development form' between the Mount Davis and Green Island when viewed from south-west of Hong Kong Island is quite significant. The reclaimed area that is likely to be screened from Lamma Island, Cheung Chau and Lantau (Discovery Bay) are divided into various zones as shown in Fig. 4.8 . Zone 1 is screened to varying degrees from all the view points whereas zone 7 is visually obvious from all view points.

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4.6.4.2.2 Massing of Development Form to Existing Land Form Natural landmarks - Victoria Peak, Sai Koo Shan, Mount Davis and Green Island /Little Green Island form a continuous ridge line which acts as a natural back drop for the dense urban development of Hong Kong Island. The valleys or channels which separate these peaks are also significant. Hence the 'development form' should emphasis the Pokfulam Gap and the Sulphur Channel. Fig. 4.9 (a) shows the development obscuring the Pokfulam Gap. The identity of Mount Davis is lost as it appears above the development as a small rise forming part of Victoria Peak's ridge line.

Fig. 4.9 (b) indicates that the 'development form' emphasis the land form. The building heights are developed in such a way that the building massing enhance both peaks and valleys maintaining the continuous ridge line. Same principle shall be applied for the development between Green Islands and Mount Davis when viewed from Sulphur Channel. Fig. 4.10 (a) shows the monotonous development form ignoring the land form of Green Islands. Fig.4.10 (b) shows that the building massing respects Green Island and continuity of the ridge line can be experienced.

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mini! I l l I I I V l l l I l l l I I l l I I I I I I l l l l I l I l H l l I I l l l I l l I I I I l l l l I I I l i n i i i i l l l U

4.6.4.3 Land Use Distribution The reclamation area is mainly dominated by different types of housing developments with G/IC and other service facilities. Some waterfront areas have to be allocated for the industrial uses or re provisioning requirements. The different types of housing development include public sector housing for rent (RS), home ownership scheme (HOS), private sector participation scheme (PSPS) housing and private sector housing for purchase (Rl).

Private housing areas are located on waterfront sites on the northern and western edges of the reclamation and adjacent to urban fringe park, where revenues from land sites can be maximised. The home ownership scheme(HOS) housing occupies the waterfront sites on northern and eastern edge of the reclamation whereas the PSPS with retail or commercial development on the lower floors occupies the central waterfront area of the reclaimed land. The public rental housing occupies the areas on both sides of HOS sites. The industrial uses are mainly located at the western waterfront sites and is separated from urban fringe park by a water canaL

126


The land use distribution is designed in such a way that each type of housing scheme gets the waterfront sites. Also water's edge is approachable at a walking distance from any inner part of the reclaimed land.

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Urban Waterfront Development -a case for Hon.? Kons

4.7 Urban Design Plan and Drawings 4.7.1 Design Concept The design concept is based on the "exploitation of the natural or environmental resources of the site in a best manner to fulfill human needs." The two major north-south and eastwest axes act as a strong visual linkage between water and mountains as well as the breezeway corridors. Each major axis passes through the major landmarks (peaks) of the site. Inner waterbody of different shapes and sizes are created at the termination of each major axis at water. The area of intersection of two major axes is proposed as a "District Centre" which is centrally located for the whole development. This district named "Public Plaza District" is the focal point consisting of high rise buildings with various public oriented activities on ground level. Major public spaces (open and covered) with landscaping leading to the waterbody is developed in this district. The eastern part of the reclaimed land which is the termination of east-west axis is developed as a-"Transition Zone," This area is developed with "retail and water related recreational activities" to change the mood of pedestrians returning to their house from the working zone of surrounding districts i.e, Sheung Wan and Central districts. Ferry station is also proposed in this area. Major linear parks with public oriented activities on ground level are proposed along both major axes which enhance not only the major views but also create the ventilation corridor for the whole area. Again, many diagonal landscaped pedestrian movement system are proposed against the vehicular grid network. The diagonal pedestrian network system connects the open spaces of each neigbourhood units of

varied shape and size. Minor landmarks or focal points can be developed at the intersection of pedestrian corridors thus giving the identity of each neighbourhood and making the whole area legible. All water's edges are enhanced by open spaces and pedestrian movement system. They are easily approachable from any part of the reclaimed area as well as from existing urban area of Kennedy Town. The presence of waterbody can be enhanced from hinterland. Furthermore, variety of experiences for pedestrians and different building orientations are possible due to the well designed shoreline configuration. The northern shoreline is designed in a geometric form to indicate the urban character whereas the western shoreline is kept more irregular to define the rural character. The shoreline configuration divides the whole reclaimed land into different districts with variety of water's edges. The major housing developments are kept near the urban area of Kennedy Town. The port related activity is located at the extreme west side of the reclaimed land and is separated from urban fringe park by a water channel. The area located for the port activity is crucial as it is visible from all significant view points of west i.e, Discovery Bay, Cheung Chau and Lamma Island. Also this area acts as a zone of transition between the urban fringe area and rural landscape. Hence the location of port related activity in this area which can be either rural or urban in character is logical. The private residential area is located on the northern part adjacent to the urban fringe park. The urban fringe park is combined with the marina development. Also, the southern and western part of the green islands are kept in natural state with some

128


developments of the northern and eastern part. A hierarchy of the transportation system is developed emphasising the north south network. The east-west primary distributor is kept underground at the central part of the reclaimed land to enhance the linear park and pedestrian movement system. Also, the transportation network on the reclaimed land is connected to the significant streets of Kennedy Town. Building heights are developed to respect the continuous ridgeline and also to enhance the mountain. The building height gradually increases from water's edge towards the mountain thus visually linking the harbour and mountains. Also, the central linear park is enhanced by low height buildings on both sides but the high rise developments are proposed around the district centre. Again, high rise buildings are proposed along the district distributors. Furthermore, the building height respects the development form of the whole area when viewed from Pokfulam Gap and Sulpher Channel.

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Drawings and Photographs

Breezeway/Major Axis Transportation Network Landmark/Node

DESIGN CONCEPT

Linear Park/View Corridor . . ^ [ Diagonal Open Space/View Axis Local View Corridor

Urban Waterfront Development - a case for Hon.? Ko

Reclaimed Flat Land Raised Land 131


School MainG/IC Industry/Reprovisioning Urban Fringe Park

MAJORIANDUSES


t PATTERN OF THE CITY (BASED ON GROUND FIGURE THEOREY)

133


IMAGE OF THE CITY (AFTERKEVIN LYNCH)

1134


BUILDING HEIGHTS


EAST-WEST URBAN SECTION

NORTH-SOUTH URBAN SECTION

URBAN SECTIONS (NORTH-SOUTH & EAST-WEST)

Urban Waterfront Development

for Hon% Kong

•

OPEN SPACE SYSTEM

Main Open Space

Waterfront Promenade

Urban Fringe Park

Working Waterfront

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/„•..,. -..} I Primary • 0 •! Secondary Local

VISUAL CORRIDOR


ROAD NETWORICPLAM


nr-uj

IQjlUH I Pedestrian Movement Corridor

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View of the linear park

soace on the street ifficient public space

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View through north-south major axis towards the mountain

View through Green Island towards Mount Davis

View through ferry station towards the Shai Roo bfian

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Overall view of the whole development

View thru1 Pokfulam Gap towards the harbour

View towards Mt. Davis from Victoria harbour |

View thru' major east-west axis

North-west view from harbour

| Overall view from east side

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Variety of experience at water's edge

Variety of experience at water's edge

View thru1 Marina towards mountain

View from GI thru" major east-west linear park

View from ferry station thru east-west axis

Bldg. massing between GI and Mt. Davis

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Model view: From Victoria harbour towards the mountain

Model view: Towards Mount Davis through Port uses and UFP

Model view: Towards harbour through Pokfulam gap

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"Our bodies and spirits need the fresh breezes that blow from the water. We need both Us calm and its stimulus. We need the sense of community, the opportunities for festivity, for artistic expression, recreation and commercial bustle that urban waterfront offers. We need what August Heckscher has called "the public happiness." In these often desperate times of anxiety and confusion, we need all this desperately. Wolf Von Eckardy

Chapter 5 Part III Strategy for Development 5.1 Policy and Guideline A set of policies with design criteria is necessary to translate the statement of sub-objectives into design and development of the area which will also guide and directive the future growth in a systematic process. These policies and guidelines influenced by 'Design Criteria at various key areas in the design process of urban waterfront development in Hong Kong' have been developed for the various keys urban elements within the urban design framework. Furthermore, each element is further broken into more specific elements to develop the effective design guidelines with design criteria. Again the main issues related to such elements are also analysed before proposing policies and guidelines. The proposed policies with design criteria is the outcome of various design exercises performed in previous chapters.

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Urban Waterfront Development - a case for HOUR

5.1.1 Urban Design Policy and Guideline 5.1.1.1 Land Form and Shoreline Configuration Key Issues •

Land form and shoreline configuration being the most crucial stage of the design process can significantly influence the success or failure of the urban waterfront development.

•

Land form and shoreline configuration defines the urban form and can be developed to get the positive effect of micro climate (Sun position and wind direction), view of water body, landmarks and mountains.

•

Water, the harbour is an open space, a focus of major views and a place of human activity, boundary for a district or neighborhood and a part of the climate and way of life, as well as a public amenity. This concept of water asset can be fully reflected in defining the shoreline in reclamation process.

•

Direct public access to water's edge, enough public space and public oriented activity on ground level along the waterfront can enhance the success of urban waterfront development.

•

The variety of land form and shoreline configuration can significantly increase the water edge length of waterfront property with reasonable view thus influencing the real estate value of the property.

•

Dimension and configuration of water body have direct influences not only on water related uses but also on engineering design and construction of neiv projects.

•

The water body or shoreline configuration acts as a visual backdrop of the development when viewed from hinterlands or mountains.

zvaterfront

Design Guidelines Feature

Policy 'Develop the land form and shoreline configuration for the optimum use of public amenity i.e., water and waterfront location to fulfill h u m a n needs and requirements,

Design Criteria *Design the land form and shoreline configuration in relation to adjacent form of development, landuse and water activity. *Design the shoreline configuration to address the micro climate and significant view. "Integrate the water body with land form and also with development form.

Land Form & Shoreline Configuration

*Preserve and enhance the natural shoreline in significant location in the reclamation process.

*Ensure that natural shoreline is not affected during the land reclamation wherever possible. Also adjust the level of reclaimed land as necessary to preserve and enhance the natural edge of the land form. "Integrate the natural shoreline with other activity such as park or promenades and also enhance the public access in such locations.

*Design the shoreline to increase the "Ensure that shoreline configuration significantly increases the water edge length of the waterfront property with reasonable real estate value. view. *Design the shoreline to get variety of experiences.

""Develop the shoreline configuration which alters the shape and direction of the waterfront promenade, vary the width of the path and different activities. *Avoid long straight sea wall which gives monotonous environment along the waterfront promenades.

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Urban Waterfront Development - a case for Bong Kong Policy Consider water body as a special type of land use and integrates it to the land form and development form.

Design Criteria 'Use water body as a design element to unify as well as segregate different land use activities without loosing any visual aspect. 'Promote water body as a recreational stage for various human activities.

Significance of water

Ensure that the presence of water body can be experienced from different parts of the new and existing urban development area. *Promote the use of water asset to enhance quality in design.

'Promote the use of water body in different way such as fountain, canal or pond to focus the landmarks, to direct the pedestrian way or to connect the various activity nodes. Also use water body for fun, recreation and entertainment.

'Create an inner water body and maintain the development form around it to get the human scale and spatial definition. 'Provide public accessibility in term 'Promote various modes of transportation network (vehicular as of physical access, visual access, well as pedestrian) to link the water's edge to the different psychological access and economic, activity nodes within the reclaimed land and surrounding social and cultural access in urban district centres. waterfront development. 'Provide direct, safe, convenient and multilevel pedestrian access to water's edge for all age groups including physically handicapped people. 'Avoid any obstruction in term of land use activity or built form along the pedestrian access that stops psychologically using water's edge though physical access is there.

Public Accessibility

'Ensure the economical accessibility to people of all income groups and of all family types for housing as well as for recreational opportunities. 'Develop water's edge as a public ^Promote retailing, leisure activity and tourism to attract amenity or resources. people at the water's edge which complements the economic vitality and also promotes the security of the area. 'Provide enough public space with landscaping and street furniture along the waterfront promenade.

5.1.1.2 Natural Landscape Attributes Key Issues •

Natural areas and features such as hills, ridge line, vegetation or natural shoreline particularly where a relatively undisturbed natural ecology exists are irreplaceable resources and of specific public value.

•

'Natural feature provides people with a feeling of continuity over time, and with a sense of relief from the crowding and stress of city life and freedom from confinement.

•

The function and beauty of natural feature can be significantly reduced by development of the structures such as buildings, traffic way etc, in adjacent area.

•

Natural element properly related with man made structure can complements the pattern of the district or neighborhood thus providing legible urban form, identity of neighborhood and sense of orientation.

•

Facilities necessary to aid in human enjoyment in such areas should be designed developed carefully so that visual feeling and natural ecology are not disturbed.

haphazard

and

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Urban Waterfront Development - a case for Hon