Jump to content

East Kowloon line (1970 scheme)

From Alfawiki
East Kowloon line
Company typeProposed rapid transit line
IndustryPublic transport
FoundedLate 1970s
Headquarters
Hong Kong
,
Hong Kong
Area served
East Kowloon, Sheung Wan
ProductsRailway transport services (proposed)

East Kowloon line () was one of the initial five MTR routes proposed during the late 1970s in Hong Kong, aimed at linking Sheung Wan with the region of East Kowloon.

Hong Kong Mass Transportation Study (1967)

In September 1967, the British firms Freeman, Fox, and Wilbur Smith & Associates presented a mass transit proposal for Hong Kong. At that time, the East Kowloon line, then referred to as the Sha Tin line, was intended to extend 16 kilometers from Wo Liu Hang in Fo Tan to Tsim Sha Tsui.

Route and stations

Hong Kong Mass Transit Further Studies (1970)

In 1970, Freeman, Fox, Wilbur Smith & Associates updated their design: the Sha Tin segment was shortened from Sha Tin to Diamond Hill and renamed East Kowloon line (currently part of the Tuen Ma line), while extending across Victoria Harbour from Tsim Sha Tsui to Sheung Wan. The study indicated that due to census inaccuracies, the Sha Tin section could be postponed; however, it stressed significant demand for cross-harbour travel requiring extension to Rumsey. The revised alignment covered approximately 11 kilometers.

Route and stations

  • Diamond Hill
  • Kai Tak
  • Ma Tau Wai
  • To Kwa Wan
  • Ho Man Tin
  • Hung Hom
  • Mariner (previously named Tsim Sha Tsui and slightly relocated southward; today’s East Tsim Sha Tsui is close to Mariner’s original position)
  • Rumsey, located beneath Rumsey Street and designed to intersect perpendicularly with the proposed WM station on the Island line. Unlike the current Sheung Wan station layout, EKL platforms were planned one level below those of the Island line. The present exit E at Sheung Wan roughly corresponds with Rumsey’s location.

Modified Initial System (1975)

After a Japanese consortium withdrew from the MTR contract in 1975, the Government reduced the scope of the initial system to 15.6 km, calling it the Modified Initial System (MIS). Construction was planned with provisions for a future extension of the East Kowloon line (EKL), which would eventually reach back to Wo Liu Hang as originally envisioned. The EKL was projected to span about 10 kilometers.

The 1975 plan emphasized that without incorporating the Sha Tin segment, ridership on EKL would be inadequate to justify its development—reversing the earlier 1970 conclusion that a metro service for Sha Tin was not immediately necessary.

Architectural provisions

Because of the uncertain status of the Sha Tin extension and the unavailability of land for a depot along the route, trains for the EKL were assigned to operate from the Kowloon Bay depot belonging to the Kwun Tong line.

Choi Hung station

To prevent interference with Kwun Tong line services when EKL trains needed depot access, a direct connecting track was established passing through Choi Hung station.

Diamond Hill station

Diamond Hill station was constructed with five tracks and eight platforms to support anticipated future growth. During its development, space was deliberately allocated, resulting in a larger station area compared to others on the line.

Comprehensive Transport Study (1976)

In 1976, a government-commissioned transport analysis recommended replacing the original EKL proposal with phased development involving the Sha Tin Loop, East Kowloon line, and Tsim Sha Tsui extension. The Sha Tin Loop and TST extension closely mirrored the 1967 plan but were initially intended to be operated by KCRC, with operations transferring to MTRC after EKL completion.

Sha Tin Loop

Conceived as a rapid transit branch under KCRC’s Kowloon–Canton Railway, the Sha Tin Loop sought to connect eastern Sha Tin with urban districts and integrate with the East Kowloon line once completed.

Alignment

A newly planned tunnel was intended to link this loop with the Tsim Sha Tsui extension.

Eastern Harbour Tunnel

In 1984, the Government commenced construction of the Eastern Harbour Crossing, a combined vehicular and rail tunnel aimed at reducing traffic congestion at the Cross-Harbour Tunnel. This development enabled an extension of the Kwun Tong line from Kwun Tong to Quarry Bay. As a result, plans for the East Kowloon line were postponed due to this new cross-harbour link.

Sheung Wan station

During construction of Sheung Wan station, platforms intended for the East Kowloon line were pre-built to minimize future disruption. These reserved platforms, opened in May 1986, are located above those of the Island line; however, only 60 metres were accessible because brick walls blocked off other sections. Early promotional materials in the station referenced the East Kowloon line.

East Kowloon Corridor

In the 1970s, while building the East Kowloon Corridor, sheet pile walls were installed along the proposed alignment and stations for the East Kowloon line to safeguard the viaduct structure during any forthcoming MTR construction.

Second Integrated Transport Study

In 1989, as part of the Airport Core Programme, government authorities deferred construction of the East Kowloon line citing resource limitations. The plan for Central and Wan Chai Reclamation was amended to accommodate a fourth cross-harbour railway. The KCRC suggested extending its network southward, substituting the East Kowloon line’s cross-harbour segment with a third crossing on the Tung Chung line, which forms part of the new Airport Railway.

Third harbour rail crossing

In 1989, the KCRC put forward a plan to extend the present East Rail line southward to Central, passing through Victoria Park and adjacent reclamation zones. At the same time, the Government evaluated proposals to prolong the KCR line south and to extend the Kwun Tong line towards Fortress Hill on the Island line. As reclamation initiatives were still under consideration, authorities preferred establishing a new harbour rail crossing near Tin Hau and Fortress Hill, diverging from KCRC’s original suggestion.

Due to pressing need for an additional cross-harbour rail connection and uncertainties surrounding an Airport Railway crossing, the Government designated the Airport Railway project to fulfill this function.

Nonetheless, this newly introduced crossing did not alleviate capacity constraints on the Tsuen Wan line, which continued to accommodate passengers from both Kowloon and New Territories East.

Fourth harbour rail crossing

After assigning the third harbour rail connection role to the Airport Railway—which helped reduce congestion along the Nathan Road segment of the Tsuen Wan line—plans to extend the Kwun Tong line were deferred pending further evaluation. The reconsidered fourth harbour rail crossing was envisioned to link Hung Hom with Central via reclamation zones, reflecting elements of KCRC’s 1989 proposal.

Eastern Corridor

The 1993 railway development review modified the East Kowloon line concept into a medium capacity system, shortening its route to terminate at Kowloon station on the Lantau Airport Railway. This adjustment contributed to forming the Eastern Corridor alongside the Tsim Sha Tsui Extension and Ma On Shan Rail. Provision for the East Kowloon line remains preserved beneath Kowloon station.

In 1994, the Government’s Railway Development Strategy prioritized constructing the TST extension, Ma On Shan Rail, and Tseung Kwan O line, while postponing other segments such as the Eastern Corridor and fourth cross-harbour link. The 1998 Integrated Transport Study and second Railway Development Study divided the Eastern Corridor into components that later evolved into today’s West Rail line, Kowloon Southern Link, Tsim Sha Tsui Extension, Sha Tin to Central Link (which includes the fourth harbour crossing, East Kowloon line, and Tai Wai to Diamond Hill railway), and Ma On Shan line. That same year, KCRC was awarded contracts to build and operate West Rail, TST Extension, and Ma On Shan Rail. The East Kowloon line was integrated into the Sha Tin to Central Link as its East Kowloon segment.

Railway Development Strategy 2014

The designation "East Kowloon line" reappeared in the 2014 Railway Development Strategy as a fresh initiative distinct from previous plans. This proposed route would serve mid-level areas of Kwun Tong District, extending from approximately Diamond Hill station to Po Lam station, with stops planned at Choi Wan, Shun Tin, Sau Mau Ping, and Po Tat. The project aims to support extensive development within the former Anderson Road quarry site. Its projected expenditure is roughly $27.5 billion.

Bibliography

  • Dalby, E. & Great Britain. Road Research Laboratory. (1967). Hong Kong passenger transport survey (PTSU)
  • Freeman, Fox, Wilbur Smith & Associates. & Hong Kong Government (1967). Hong Kong mass transport study (MTS-1967)
  • Freeman, Fox, Wilbur Smith & Associates. & Hong Kong Government (1970). Hong Kong mass transit further studies (MTS)
  • Coulson, C. R. (1975). Development of the initial system of the Hong Kong Mass Transit Railway from the further studies proposals
  • Wilbur Smith and Associates. (1976). Hong Kong comprehensive transport study (CTS-1)
  • Roger Bristow. (1989). Hong Kong's new towns: a selective review
  • Wilbur Smith and Associates. & Hong Kong Transport Dept. (1989). Hong Kong second comprehensive transport study (CTS-2)
  • Hong Kong Government Secretariat, Transport Branch. (1989). Moving into the 21st century: the green paper on transport policy in Hong Kong
  • Hong Kong Government Secretariat, Transport Branch. (1990). Moving into the 21st century: the white paper on transport policy in Hong Kong
  • Hong Kong Transport Bureau (1993). Railway development study (RDS-1)
  • Hong Kong Transport Bureau (1994). Railway Development Strategy (RDS-94)
  • Steven Smith (1998). Kowloon transport super city
  • Hong Kong Transport Bureau (1999). The Second railway development study (RDS-2)
  • Wilbur Smith and Associates. & Hong Kong Transport Bureau (1999). Third comprehensive transport study (CTS-3)
  • Hong Kong Transport Bureau (2000). Railway Development Strategy 2000 (RDS-2000)
Retrieved from "https://www.alfawiki.org/index.php?title=East_Kowloon_line_(1970_scheme)&oldid=44290"