Location and Scale of the Project
is located in the North Wan Chai
District and will occupy the aerial space between Phase I and Phase II of the
HKCEC. The new Atrium Link Extension (ALE) spanning across the water channel
between Phase I and Phase II of the HKCEC will accommodate 3 main levels of Exhibition
Hall Extensions. The level of the main roof of the Extension will be of similar
height as that of the podium roof of the Phase I building. A northern row of
permanent supporting columns will be located on land close to Expo Drive
Central and similarly a southern row will land near to
<![if !supportLists]>2.2 <![endif]>Maintaining an uninterrupted pedestrian link between the Phase I and Phase II will be a necessary element of the Project. For this purpose, a temporary footbridge and a temporary working platform will be constructed. The temporary footbridge will provide alternative access for pedestrians to Phase II and the waterfront areas. These temporary structures will be supported in their construction by cylindrical marine piles which will be installed into the seabed of the waterway between Phase I and Phase II of the HKCEC. Cylindrical temporary marine piles will also be installed for the demolition of the existing Atrium Link as well as construction of the new building. These cylindrical piles will be driven into position and internal space will not be excavated, i.e. left as soil. No soil/sediment excavation would be carried out.
<![endif]>The temporary marine piles will be removed by
reverse driving using hydraulic pile driving equipment. All reverse driving
equipment would be mounted on barges with no temporary support required off the
sea-bed. Should difficulties be encountered during the removal of a marine
pile, the pile top will be moved from side to side by the driving equipment to
loosen the side friction and facilitate upward driving. The removal of the pile
might leave a maximum of
<![if !supportLists]>2.4 <![endif]>The major works activity for the ALE will comprise the following:
<![if !supportLists]> <![endif]>Construction and demolition of the temporary footbridge
<![if !supportLists]> <![endif]>Demolition of the existing Atrium Link
<![if !supportLists]> <![endif]>Construction and demolition of a temporary working platform
<![if !supportLists]> <![endif]>Construction of foundations and pile caps for the Atrium Link Extension
<![if !supportLists]> <![endif]>Construction of superstructure for the Atrium Link Extension
<![endif]>Upon completion of the proposed ALE, Halls 1 and
2 at Level 2 and Level 5 of the Phase II development will be extended by
Table 2.1 Tentative Programme for Atrium Link Extension Works
Construct temporary footbridge
May 2006 – December 2006
Install temporary marine piles for demolition of existing atrium link
July 2006 – September 2006
Construct temporary working platform
September 2006 – October 2006
Demolish existing atrium link
December 2006 – June 2007
Install permanent foundations on land
March 2007 – July 2007
Construct superstructure for atrium link extension
May 2007 – September 2008
Demolish temporary working platform
August 2008 – September 2008
Remove marine piles for working platform
October 2008 – November 2008
Demolish temporary footbridge
December 2008 – February 2009
Remove marine piles for temporary footbridge
January 2009 – March 2009
Construction and Demolition of Temporary Footbridge
<![endif]>The temporary footbridge will be
<![endif]>Construction of the footbridge will be supported by
temporary marine piles that will be driven into the seabed by percussive
method. The dimension of each temporary marine pile would be
Demolition of Existing Atrium Link
<![if !supportLists]>2.8 <![endif]>Cylindrical temporary marine piles will be installed by percussive means in the sea channel for the demolition works of the existing Atrium Link as well as to support the construction of the new building. Finishes of roof/internal/sides/break slabs will be removed in skips by forklifts and labour through hatchways down to works area for clearance. Structural steel will be cut and sheared with handling by tower cranes. The temporary marine piles will be removed when the works are completed.
Construction and Demolition of Temporary Working Platform
<![endif]>A temporary working platform will be constructed on a
set of cylindrical piles with
<![if !supportLists]>2.10 <![endif]>After the construction of the superstructure has been completed, the temporary working platform will be demolished. The temporary piles will be removed when the works are completed.
Construction of Permanent Foundation and Pile Cap
<![if !supportLists]>2.11 <![endif]>The ALE structure will be supported by five trusses spanning the sea channel. Since no intermediate columns will be constructed in the water, permanent foundations will rest on land on both sides of the channel. The piles on the northern side and southern side of the sea channel are anticipated to be either pre-bored H piles, large diameter bored piles or barrettes.
Construction of Superstructure for Atrium Link Extension
<![if !supportLists]>2.12 <![endif]>Having been set up on the temporary platform, the structural modules will be skidded into place for connection to the adjoining bays and existing buildings. After the superstructure has been completed, fitting out and electrical and mechanical systems will be installed mostly within the building.
Need for the Project / Scenarios with or without the Project / Benefits of the Project
<![endif]>Since the Hong Kong Convention and
Exhibition Centre (HKCEC) was completed in 1988 (Phase I) and extended in 1997
(Phase II), demand for ever-larger trade fairs there has kept increasing. The
HKCEC already operates beyond capacity during peak seasons. Several mega trade
fairs hosted annually in the HKCEC for light consumer goods, such as electronics,
utilize all available space, including convention halls, meeting rooms,
hallways and even loading areas. Convention business, potentially very
<![endif]>AsiaWorld-Expo, Hong Kong’s new exhibition facility
has been opened at the airport in December 2005, would be available for various
types of exhibitions in
<![endif]>Trade fairs are particularly valuable to
thousands of local small and medium-sized enterprises that have neither budget
nor staff to travel the world in search of business orders. In the 17 years
since the HKCEC opened, Hong Kong has become the undisputed trade fair capital
<![if !supportLists]>2.16 <![endif]>Pressure is mounting on TDC and other mega fair organizers for bigger events. The reasons are clear:
<![if !supportLists]> <![endif]>There are some 3,300 companies on TDC’s waiting list, alone
<![if !supportLists]> <![endif]>Exhibitor repeat rates of up to 90% for TDC mega shows mean the chances of getting off the waiting list are slim
<![if !supportLists]> <![endif]>Requests from existing exhibitors for additional booth space cannot be entertained
<![if !supportLists]> <![endif]>Six TDC and three non-TDC shows already have demand that exceeds all available space, including convention halls and meeting rooms
<![if !supportLists]> <![endif]>Few time slots remain at the HKCEC for spinning off strong product sections into separate shows, as TDC earlier did with gifts and houseware
<![endif]>Without a solution, the frustration of
exhibitors will only get worse. A constant concern for local organizers is that
competing trade fairs in other cities will steal
<![endif]>The Government commissioned a consultant to conduct
an independent study on the overall supply of and demand for exhibition
<![if !supportLists]>2.19 <![endif]>TDC has looked into the possibility of expanding the halls by utilizing the space between Phase I and Phase II currently occupied by the Atrium Link. Similar to the existing Atrium Link, the new extension will span across the water channel without any structure into the water channel.
ALE allows Hall 1, Hall 2 and Hall 3 of the HKCEC Phase II to
expand southward at different levels. This will provide additional exhibition
<![if !supportLists]>2.21 <![endif]>The existing major exhibition halls of the HKCEC Phases I and II are currently connected by the multi-level Atrium Link, which is used for circulation, light exhibition and registration. The proposed extension of the Atrium Link will achieve better integration of the centre, as the halls in both phases, and not just the lobby spaces, will be extended to become effectively contiguous.
<![if !supportLists]>2.22 <![endif]>By extending the existing Atrium Link rather than building a separate facility, many supporting spaces such as the main entrance lobby, driveways and car ramps will not need to be added as they can be shared with the existing centre. In this way, the most efficient leverage of existing facilities can be achieved.
<![if !supportLists]>2.23 <![endif]>According to the Government’s planned Wan Chai Development Phase II (WDII) reclamation, the existing water channel will be reclaimed for the Central-Wan Chai Bypass and the future surface road P2. Should the Government decide to go ahead with the WDII reclamation and the programme of the reclamation works is established, TDC will dovetail its construction sequence with the reclamation time-table. Besides, the proposed locations of the northern row of columns supporting the proposed ALE will stay clear of the eastbound slip road of the planned future Central-Wan Chai Bypass.
<![if !supportLists]>2.24 <![endif]>According to the current Wan Chai North OZP No. S/H25/1, the MTR Reserve for the North Island Line (NIL) falls within the proposed site of ALE. The NIL tunnel passes through the site at about -10 mPD. The proposed Extension will most probably be completed before the NIL implementation as there is no definite programme for the construction of NIL at present. It has been agreed in principle with Mass Transit Railway Corporation Ltd. that the conflict of the southern row of columns with the NIL will be resolved by future underpinning of the foundation for the Atrium Link Extension.
proposed Extension is designed to present minimal impact to the exterior
appearance of the HKCEC so that the existing landmark architectural features
will not be affected. The footprint has been reduced by 18% as compared with
above-mentioned alternative Scheme 1 and Scheme 2. The main portion of the
Extension will be of a similar height to the podium roof of the existing Phase
I podium. The new Extension, which is confined within the width and rooflines
of Phase I and Phase II, will not create any visual obstruction to nearby
buildings. The Extension will not infringe on the visual corridor along
proposed Extension will not involve any reclamation. The Extension will be
supported by five trusses spanning over 85 metres across the existing water
channel. The northern row of the supporting columns will land on Expo Drive
Central while the southern row of supporting columns will land on
<![if !supportLists]>2.27 <![endif]>The marine piles will be removed by means of pile extraction method upon completion of the Atrium Link Extension (ALE). No dredging of marine sediment would be required using the pile extraction method, and therefore it would not cause any adverse impact on water and sediment quality. Also, there would be no need for sediment transportation and disposal arrangement.
<![if !supportLists]>2.28 <![endif]>Other environmental considerations include:
<![if !supportLists]> <![endif]>Steel from the existing atrium link can be re-used or recycled
<![if !supportLists]> <![endif]>The choice of steel for the structural framework minimises use of timber and concrete
<![if !supportLists]> <![endif]>The main structure can arrive pre-fabricated, mitigating on-site construction time, noise and waste
<![if !supportLists]> <![endif]>The ALE structure can be transported to the site by marine vessels, reducing road congestion and traffic pollutants
<![if !supportLists]> <![endif]>The “off-site” environmental impact for the construction of pre-fabricated structure, mainly construction noise, dust and site run-off, would not be considered significant if appropriate pollution control measures are properly implemented
<![if !supportLists]> <![endif]>Glass surfaces can be coated to reduce heat penetration without sacrificing natural light
Indirect/Secondary Impact on Traffic Generation
<![if !supportLists]>2.29 <![endif]>Vehicular trips will be generated during the construction phase by the delivery of equipment, materials and waste. The traffic impact during the construction phase was assessed during planning application under Section 16(<![if !supportFootnotes]><![endif]>). It was forecasted that the construction works would contribute a maximum 10 pcu/hour to the adjacent road network. It was concluded that such a low construction traffic flow would not cause adverse impact to the traffic.
<![if !supportLists]>2.30 <![endif]>The proposed extension will increase the floor area of the exhibition halls and this may induce an increase in traffic by the exhibitors and visitors. From TDC’s experience of vehicle management during Mega-Fairs, the sudden increase in traffic load to the surrounding road networks will be avoided by the employment of an offsite vehicle marshalling area. In this arrangement, the time and number of vehicles leaving the marshalling area and entering the surrounding road network will be under the control of the TDC management. The practicality of such measure has been proven during the Mega-Fairs held earlier in year 2005 and no traffic queue was observed.
<![if !supportLists]>2.31 <![endif]>The traffic generation and the effects of the mitigation measures were assessed for the planning application under Section 16(1). It was concluded that, with proper implementation of vehicle management procedures, adverse traffic impact during operational phase of the Atrium Link Extension is not expected.
Consideration of Alternative Project Design
<![if !supportLists]>2.32 <![endif]>Apart from the current design, there are two alternative schemes, namely, Scheme 1 with larger footprint without intermediate column support; Scheme 2 with the same footprint as Scheme 1 but with intermediate column support in the existing waterway between Phase I and Phase II of the HKCEC (see Figures 2.2 to 2.4).
<![endif]>With the scheme of a large footprint, the ALE would block
the proposed vent building for the future
<![if !supportLists]>2.34 <![endif]>Regarding Scheme 2, the presence of permanent column support may obstruct the flow and reduce the flushing capacity of the sea channel between Phase I and Phase II of the HKCEC. The changes in the flushing capacity may affect the dispersion of pollutants discharged from the nearby stormwater culverts and may affect the water quality of the nearby cooling water intakes and saltwater pumping station.
<![if !supportLists]>2.35 <![endif]>In order to minimize visual impact and water quality impact as far as practicable, the current design has been proposed even though the construction cost has been increased by approximate 10% more.
Consideration of Alternative Construction Method
<![endif]>Owing to the site constraint i.e. the site is mainly on
and across the existing waterway, hence, the structure will more or less
be supported by the roof trusses which are supported on the columns at both end
<![endif]>Method of lifting the roof trusses (exceeding
<![if !supportLists]>2.38 <![endif]>Pilings will be placed without much allowance for variations from the conventional method. Moving the pile rigs to the position and then drill the holes to the founding level with casings or without casings (bentonite will be used for without casing method). It is the foundation type that would have variation in this case i.e. Bored Piles or Barrette Walls.
<![if !supportLists]>2.39 <![endif]>The only variations in the construction method that could be allowed is the extent of the temporary working platform over the waterway during the construction stage. Three options have been considered.
<![endif]>The whole waterway would be fully covered with temporary
working platform (see Figure 2.5).
The bright side of this option would be a safe working environment (i.e.
prevent the people working within the site from falling into the water); a
stable working platform; sufficient working space (i.e. increase the resources
and plants at anytime easily to cope with the various stage of
construction). The down side would be over 329 nos.
<![endif]>The northern shoreline would be extended southwards by
<![if !supportLists]>2.43 <![endif]>Amongst these three options, only Option 2 and Option 3 could meet the requirement on the number of temporary marine piles as stipulated in the Gazette Notice No. 5415 under Foreshore and Sea-bed (Reclamations) Ordinance. In terms of water quality, Option 2 is preferable to Option 3 as the effective flow area in the main flow directions would be larger under Option 2. Water quality impact assessment for Option 2 and Option 3 is presented in Section 5 of this Report.