Kowloon Station -
The Integrated City

Andy Blackburn, senior area project manager (property) with the MTRC, looks at the concepts and processes underlying the planning of an integrated city at Kowloon Station on the corporation's Airport Express line.

The Linear City Concept
The decision by Government to construct a new airport on the remote north of Lantau island, connected by a high sped rail link to the city, needed bold solutions if it was to become a success story.
MTR Corporation took up the challenge of constructing the new line across difficult terrain and has delivered the Airport Express service on schedule
and within budget. To create sufficient passengers to build the venture within prudent commercial principles required some more bold planning. The solution adopted has been to create developments at strategic points along the route, served by an urban passenger line using infrastructure common to the Airport Express over much of the line.
The "linear city" arising from the plan is already emerging, with homes occupied or nearing completion at Tung Chung, Tsing Yi, Olympic and Kowloon. Offices have already opened at Olympic and Hong Kong, with more coming on stream soon at Tung Chung. Shopping centres have opened at Tsing Yi and Hong Kong stations, whilst the centre at Tung Chung will open early next year. Many more homes, offices and hotels are still to come, along with more shopping facilities.

Kowloon Station - Development of a City
The location of Kowloon Station as principal gateway to the airport and the developments along the way, whilst in a superb spot alongside Victoria harbour, led MTR Corporation to consider a very large mixed use development. The thinking became one of providing a full mix of homes, offices, hotels and shopping, all integrated to provide a convenient location in which to live, for both work and leisure. Thus a masterplan was conceived in which these uses would be fully integrated with transportation provided by the railway, connecting buses, taxis and maxicabs. Excellent car parking provisions were also made to reflect the expected high car usage arising from the superior market position of the developments. The location, close to the businesses of Tsim Sha Tsui and adjacent to the Western Harbour tunnel and the expressway running north to the airport and the mainland, would ensure the interchange would be heavily used once the "linear city" and the immediate area is developed. Together, critical mass for both transport hub and development would be achieved, within a scheme of great vitality.

The Masterplan
Before preparing the first masterplan, careful consideration was given to the opportunities and the constraints of the site. In particular, the west edge of the site would be bounded by the expressway, generating quite high traffic noise; this area would also be the location for the railway station and tunnels which would occupy almost half of the total site area. From this a scheme grew based upon a residential zone to the north and east of the site, where neighbouring traffic would be quietest, with a more "urban" fabric of hotels and offices on the south and west areas, taking maximum benefit from the best views over the harbour and the Lamma channel, looking to the outlying islands. A number of view corridors were identified across the site and protected by the layouts chosen. In particular the "no build zone" above the railway would afford fine views and provide a natural axis of the site.
That first masterplan layout was constrained too by the height restrictions of Kai Tak Airport. To achieve the plot ratio of eight, a total of thirty-one towers were proposed to contain GFA of 1.1 million sq m, setting the challenge to create high density whilst retaining quality of the development.
In the earlier part of 1994, draft height restrictions were first posted for the area after the airport moved to Chek Lap Kok, along with guidance on how Government approval would be carried out in the intervening period. This allowed a much more spacious, fresh layout to be developed, resulting in a reduction to only twenty-three towers. Part of that reduction was based upon absorbing some of the GFA into a landmark office and hotel building, at a location already "earmarked" in Planning strategy for such a building. The resultant masterplan, developed over a three month period of intense effort has paid off - the present more refined scheme remaining quite close to the original masterplan.
A feature of the West Kowloon peninsula provided within the overall planning of the district is the use of first floor to connect the area by a walkway system whilst vehicular traffic primarily uses ground level. Thus the original masterplan was able to adopt first and second floors as a retail centre covering much of the site, with a public open space over the entire development site at third floor level. This approach has also meant that, once the airport height restriction was lifted, the towers could be given some additional height above the surrounding area to minimise impact from traffic and to enhance views. To suit this approach, the majority of the ground floor of the site was planned for station and transport interchange, with the railway platforms on two levels beneath. Thus the masterplan became a site of almost fourteen hectares containing a number of basement areas and covered completely at ground to third floor levels A key feature was also that the station would be constructed first. Thus foundations and columns to support the podium and towers needed to be located at an early stage. The MTR Corporation adopted a policy of constructing much of the development enabling structure along with the station works, and established a means of recovering its up-front costs once development commenced.

Refining the Masterplan
To be truly successful, development must always be better planned, better built and with more features than it's competition. A period of twelve years was considered appropriate from masterplan to completion of development at Kowloon Station, during which time much would change in the market for developments.
Thus the original masterplan has been kept under review since it's inception five years ago and has already undergone three significant revisions and several minor ones. MTR Corporation has, throughout all the changes, maintained what it considers to be the important features:
* a mix of uses and in particular an emphasis on offices, hotels and shopping as well as residential units in order to provide a proper urban plan and to generate a feeling of activity and vitality.
* high quality of development to maximise the benefits of the very special location
* tall buildings to preserve the open spaces between towers whilst maintaining the high plot ratio.
* a very special podium-top garden covering the entire site and providing a setting unique to Hong Kong.
So far the refinements have included significant improvements to the Landmark Tower in terms of form layout and efficiency; slightly reduced flat sizes to reflect current market sentiment; the introduction of some serviced apartments to meet a growing market sector; and a reduction in the number of parking basements arising from design development. The retail layout has also been amended several times to respond to shopping and leisure trends which have changed very quickly in Hong Kong. In building terms, the ongoing refirnements have been fascinating to implement, and also rewarding due to the continued improvement of the scheme. Tower heights have increased for the residential buildings because of the increased numbers of flats arising from smaller size, along with a trend towards greater floor - to - floor dimensions. The buildings now designed and in construction will be some of the best planned and most exciting homes imaginable, as well as the tallest. The Landmark Tower design has become a possible future symbol of Hong Kong, whilst providing high office efficiencies and a stunning atrium hotel.

Implementation of the Masterplan
At a very early stage of planning, it became clear that the development cost of the entire project would be too great for any single development consortium to take on within reasonably prudent terms. The solution was to prepare the project as seven developments, each being "stand alone" packages with vertical boundaries and complete with car parking, access ramps, delivery facilities and self contained services.
MTR Corporation has, due to this original separation, been able to proceed in the same manner as on the other Airport Railway developments, appointing developers to complete the design and construct the works, whilst participating in the development equity.
However, there has remained one unique feature of this process at Kowloon, namely the need to revise the integration into the masterplan, once the developer of each piece has completed the design development stage. By allowing this extra stage in the process, it has been possible to provide each development consortium with some design flexibility for their package to suit their own "house style" and approach. Indeed, in the more recent development tenders the normal "Control Documents" which prescribe MTR Corporation's requirements, have been augmented by less formal "Design Guidelines" to facilitate the process of design flexibility.
The masterplan, or more accurately, the entire scheme design, has been carefully updated to accommodate each developer's design package, so that whenever change is proposed it may be considered from a baseline that is current. That baseline includes all building codes, practice notes and statutory document requirements, along with Government interpretation of them, to ensure that the fundamental code issues are not breached by any proposed change.
To date, the station and it's infrastructure are complete and in operation. In structural terms the first development package is largely complete, the next two packages are at foundation stages, and development tender documentation is ready for two more packages. A large part of the landscaped podium is largely complete and design work is in progress for another part of it. So far the approach has been successful with no problems arising from assembly of the development in a series of parts, thus showing that time and money on careful pre-planning at each stage pays off. Nevertheless, it will be interesting to see how many more changes in the masterplan take place by the time the last development works on site are completed!

West Rail:
The Stations

Nine completely new rail stations are being constructed along the West Rail route. Turloch Mooney looks at their major influences and design features.
SMART YET PRACTICAL, upgradeable yet complete, integrated yet distinct - some of the opposing design criteria the KCRC and four of Hong Kong's prime architecture firms have reconciled in the designs for the nine West Rail stations. The influences with respect to each individual station are, of course, enormously varied, incorporating everything from passenger throughput estimates to the physical constraints and advantages of the diverse site locations.
Certain common factors have impacted on the design of all the stations too. One of the more obvious of these was the need to develop an overall identity for the line. Keith Fielder, the KCRC's chief architect for West Rail, says this was achieved through the retention of various elements of continuity in the designs of the different stations: "Certain architectural elements were standardised with respect to form, materials or layout, with the ultimate goal of establishing passenger-familiarity," he explains. The signage system (with its blue, red and while motifs), ticket offices, ticket gates and barriers, escalators and lifts all assist in the performance of this function to a greater or lesser extent.

Diversity
Despite this commonality, Fielder says a high level of diversity in the station designs was an equally important criterion. A major element in the achievement of this was the selection of various signature colours for each station. The colours, (terracotta red for Nam Sheung Road, smoky green for Siu Hong, light blue for Tuen Mun etc) are generally applied to the external roofs of the stations, giving external identity, and then selectively repeated on walls and columns inside. Interestingly, in the use of colour, the West Rail team appears to have learned wisely from the mistakes and successes of the MTRC. Thus while West Rail stations are considerably more colourful than the rather bland, yet calm, Airport Railway stops, they are far less arresting, and perhaps confusing, than the over-colourful older MTR lines. Fielder believes they got the balance right: "We made a conscious decision to introduce more colour and not to duplicate the general white/grey theme of the Airport Railway," he says, "West Rail stations will be bright and colourful, warm and welcoming."

Integration
Brightly coloured roofs are the main device used to ensure the stations will stand out in their various localities, but care is also taken to ensure they don't stand out too much - another common design criterion was that each station should achieve a high level of integration with its surrounds. Mei Foo Station, the "station in the park", with its heavily planted roof and complete integration with Lai Chi Kok park, is by far the finest example of this, and, as such, is Keith Fielder's overall favourite. "It is buried in the ground, the roofs will be beautifully landscaped and it will be totally integrated into the Lai Chi Kok Park. We feel the residents will love it," he says.
Consideration of surrounds is evident, though less spectacularly, in the design of other stations as well. Rocco Design, for example, is using non-reflective coatings on its Tin Shui Wai and Long Ping stations so as to avoid any visual discomfort for residents in nearby tower blocks overlooking the structures.

Safety
Identity, individuality and integration aside, it was the element of safety that Fielder says was by far the major design influence. Elimination of concerns such as fire, flood, overcrowding and crushing were first and foremost considerations in drawing up initial designs, he says. Widths of stairs, numbers and widths of lifts and escalators, gates and exits were thus based on carefully calculated estimates of maximum passenger loads. These provisions, along with simple station planning and clearly visible signage were design pre-conditions to ensure passengers could escape in the required four and a half minutes shouldany emergency situation arise. One major safety provision in all of the stations is the installation of platform screen doors, that will minimise the possibility of people falling off the edges of platforms either by accident or on purpose.

Nam Cheong Station
Architect: Liang Peddle Thorp

The first station on the West Rail route, Nam Cheong Station will be located on the West Kowloon reclamation and serve as the main interchange between the new line and the MTR.
For the architects, it was linking the two rail systems that proved the major challenge in designing the station. The solution came in the form of a 250m-long concourse to be shared by both corporations, a first for Hong Kong. Located directly under the West Kowloon Expressway, the concourse will be connected by escalators and staircases to the West Rail and Tung Chung Line platforms on either side of the road.
Colours used for the interior of the concourse have been chosen to suit the corporate identities of both the KCRC and MTRC. Walls will be covered with stone and blue-grey vitreous enamel (VE) panels, with yellow panels covering the columns. Blue-grey resin-bonded reconstituted marble will be used for the floors.
Externally, logos from both corporations will be fixed at the upper right corner of the station, with a range of materials, including glazing, exposed concrete and aluminium cladding, making up the façade. Scheduled for completion by 2003, Nam Cheong station is expected to experience a daily passenger throughput of 130,000.

Mei Foo Station
Architect: Liang Peddle Thorp

One of the more unique of the nine West Rail stations, Mei Foo Station will be completely integrated with Lai Chi Kok Park. Owing to the stepped design of the 50,000sq m building, the park will appear to climb across it. Heavy planting and landscaping on the roof of the building as well as the use of earthy-coloured external cladding systems will complete the illusion. Inside, extensive glazing along the first floor concourse of the station will allow passengers generous views of the park, while screen-printed bamboo motifs will adorn the enamel-clad walls of the train platforms. As an interchange point with the MTR, Mei Foo Station is expected to have a large daily passenger throughput of 140,000 when it opens in 2003.

Tsuen Wan West Station
Architect: Terry Farrell & Partners

The third station on the West Rail line, Tsuen Wan West Station will be located partially within the Rambler Channel reclamation close to Tsuen Wan pier. The Station will be the only fully underground station on the line (Nam Cheong Station will be partially underground). Comprising two tracks and one loop track serving two side platforms, one of the main functions of Tsuen Wan West Station will be as a disembarking point for passengers on the entire line during emergency terminal operations.
The Station's primary entrance will be from Tai Ho Road, fronting on to Tsuen Wan Park. Inside, orientation will be provided by its signature feature, a red vertical wall that extends from the entrance level all the way down to the concourse and platforms.
A public transport interchange (PTI), with facilities for franchised buses and green mini buses, will be located directly over the station box. Space for taxi and private vehicle drop off points, as well as an interchange with the Tsuen Wan Ferry Pier, has also been provided by the architects. A comprehensive property development is proposed above and adjacent to the station, as well as on sites over the West Rail track alignment to the north and south of the station box. Comprising eighteen 45-storey residential towers, this development will also include extensive office, retail, hotel and car parking facilities. A high-level pedestrian footbridge network, connecting the station, the PTI, retail development and Tsuen Wan town, has also been incorporated in the design.

Kam Sheung Road Station
Architect: RMJM

To be situated on a mainly rural site, the chief influence on the design of Kam Sheung Road Station, the fourth on the West Rail line, was the rail alignment, which is elevated to cross over nearby roads and surrounding farmland. The station platform has therefore been designed to sit above a ground level concourse, and its external look is dominated by the viaduct profile that continues through its length, giving strong horizontal emphasis.
Kam Sheung Road's signature colour will be terracotta red. Entrance canopies and accommodation blocks at the upper levels of each end of the station will be in this colour. According to project architect James Baker, these two blocks will remain visible after a proposed property development around the station has been completed, thus ensuring a continual point of identification.
The terracotta theme will be continued internally with the ceramic tile on the station's end walls, and at platform level, on the supporting columns. Additional colour will be provided by the use of blue ceramic tile on the vertical face of the stair/escalator openings between concourse and platform level. Light grey ceramic tile will be used on the longer wall to the west side of the concourse.
RMJM director Graham Jex says one of the main challenges in designing the station was the necessity to incorporate structures to facilitate the planned construction of a shuttle line from Kam Tin to Lok Ma Chau and Sheung Shui at a later date: "We had to ensure the additions could be done without effecting operations," he says. A row of columns for the future extension of the station was therefore included in the design for phase one, as it was felt that building the columns while the station was operating would prove too much of a difficult task.

The Yuen Long Section: Yuen Long, Long Ping and Tin Shui Wai Stations
Architect: Rocco Design

The Yuen Long section of the line comprises three stations, Yuen Long, Long Ping and Tin Shui Wai, with a strong element of commonality in design. All three will be elevated stations with fair faced finishes, designed to provide visual continuity from the rail-carrying concrete viaducts. The viaduct noise mitigation barriers that will continue through each station will also have fair faced finishes.
Long Ping and Tin Shui Wai stations, both of which will be adjacent to high rise property residential buildings, will each have profiled metal roofs finished with non-reflective silver PVF2 coatings so as to avoid any visual discomfort for the tower block residents. In contrast, Yuen Long Station will have a concrete roof that will become the podium deck for a future property development.
In each of the stations, the unpaid concourses, the busiest areas, will be demarcated by full height glazed windows. These are designed to facilitate optimum natural lighting and promote the dynamic nature of the space where patrons will enter and leave the station. For purposes of orientation and in order to create rhythm along the external façade, slit windows are also provided at 4m centres along the concourse lengths.
Floor grids will be laid 45 degrees to the grid alignments of the Stations in order to disguise any junctions where walls, escalators, stairs and balustrade posts do not align with floor joints and tile intersection. A striped floor pattern has been chosen to both reduce the conspicuousness of floor blemishes, and to accentuate the visual sense of motion and spatial dynamics of the overall rectilinear configurations of the structures. No ceiling panels will be used in the concourse areas, shaped off-white polyester powder-coated linear light reflector panels will be used instead. In order to satisfy acoustic criteria, high quality pyroc coating in grey will be applied to the concourse soffits.

Siu Hong Station
Architect: RMJM

Built over the Tuen Mun river channel, West Rail's penultimate station, Siu Hong, will be a major West Rail/Light Rail interchange point. Designed as a two story structure with a strong portal expression, the Station's predominant feature will be a large smoky green double-pitch metal roof that will make it easily visible from the adjacent Siu Hong Park estate. The structural portal frame of thestation will be finished in a light grey (fair face concrete) colour paint coating. Apart from the glazing, other solid infill panels between the portals will be finished with ceramic tiles and paint coating. At track level, on the east side, a series of secondary portals formed by glass blocks will provide controlled natural lighting to the rail platform during daytime, while at night, the glass blocks allow light to filter out, providing a subdued external lighting of the building. The focus of the Station's interior space will be a high glazed roof section over its main passenger flow area at the east/west entrance. It is here that the existing Sui Hong LRT platform will connect with the West Rail station. Architect Cheung Kong-Tak says the side walls of the central atrium will be suitably detailed to capture and reflect the natural light that the glazing allows in.

Tuen Mun Station
Architect: RMJM

Like Kam Sheung Road Station, the terminus of West Rail, Tuen Mun station, is also planned with a view to future expansion. In time an additional platform will be added to the western side of the Station. In order to facilitate this, the station's "back-of-house" control rooms will all be located in such a manner that will ensure minimal disruption to operations when the expansion takes place. In addition, an easily removable steel frame/metal cladding system will be used for a large central section of the station building's western façade. Solid wall, however, will be used to enclose the permanent accommodation sections of the station at both ends. As an interchange station, part of the design contract called for the raising of the two existing LRT platforms to the same level as the West Rail concourse, while the LRT continued to operate as normal. Pre-fabricated steel structures will therefore be used for construction at the end where the platform is to be raised, in order to reduce the amount of site work in that area.
A smoky light blue has been chosen as the station's signature colour. As with the other stations, the colour is selectively repeated and applied to interior surfaces to reinforce the station's identity.

West Rail:
The Project

CITED BY MANY AS one of the life-lines upon which Hong Kong's economic recovery depends, the HK$51.7 billion West Rail project is the biggest standalone infrastructure project Hong Kong has ever seen. For Hong Kong's ailing construction industry, in particular, the project is timely, with contractors and joint-ventures eagerly vying for contract dollars.
For the population of Hong Kong (which according to the Government's 1998 projections is set to grow from 6.2 million in 1996 to 8.1 million by the year 2011), West Rail will provide a crucial link to the KCRC's existing Light Rail Transit (LRT) system and the MRTC's underground railway system.

Two Phase Project
Conceived in 1994, as a result of the Hong Kong Government Railway Development Strategy, the West Rail project comprises two phases: Phase I incorporates a domestic passenger line from urban Kowloon to Tuen Mun; and Phase II, a cross-boundary passenger and freight services line extending to the north via Lok Ma Chau and Lo Wu.
The primary aim of Phase I is to improve transport for residents in the North West New Territories (NWNT) by providing a link with urban Kowloon. Its secondary role will be to provide a transportation network around which development of NWNT will take place, including the construction of more than 40,000 residential property development units.
Using high-capacity train cars, West Rail will serve 340,000 passengers a day when it opens in 2003, increasing to more than 500,000 passengers a day by the year 2011.

Project Management Approach
A contract strategy has been adopted by the KCRC in the construction of West Rail, following tendering practices in accordance with the World Trade Organisation procurement rules. Two approaches have been adopted: One is to combine the design and the construction works into a single design-build contract, and the second is to separate the design activities from the works, resulting in design-only contracts plus separate construct-only contracts.
The five detailed design contracts, totaling more than HK$1 billion, were awarded in March 1998:
* Yuen Long Section (DD-200) - HK$263 million - Ove Arup and Partners Hong Kong Ltd
* Tuen Mun Section (DD-210) - HK$172 million - Maunsell Consultants Asia Ltd
* Tsuen Wan Section (DD-300 - HK$219 million - Atkins China Ltd
* Sham Sui Po Section (DD-400) - HK$232 million - Hyder Consulting Ltd
* West Rail Depot and Station (DD-600) - HK$128 million - Parsons Brinckerhoff (Asia) Ltd

Civil construction contracts, with a total value of around HK$21 billion, account for the bulk of the project works. These works are packaged into two design-build contracts for the tunnels and 12 contract-only contracts for the stations and running lines based upon size, geographic location and similar type of work, thus allowing maximum opportunity for participation by local contractors. System-wide contracts, such as rolling stock, overhead traction power, signaling, and communications are generally being let on a design, supply and installation basis at a total value of approximately HK$8 billion.

The civil construction contracts awarded to date are:
* Kwai Tsing Tunnels (DB-320) HK$1,900 million - Dragages-Zen Pacific JV
* Tai Lam Tunnel (DB-350) - HK$1,790 million - Nishimatsu-Dragages JV
* Viaduct-Kam Sheung Road to Tin Shui Wai (CC-211) - HK$1,213 million - Maeda-Chun Wo JV
* Viaduct - Tin Shui Wai to Siu Hong (CC-211) - HK$904 million - Maeda-Chun Wo JV
* Tunnel works - Mei Foo to Nam Cheong (CC-403) - HK$651 million - China State-Zen Pacific JV
* Civil and infrastructure works (CC-601) - HK$948 million - Zen Pacific-China State-Ngo Kee JV
* Tin Shui Wai Station (CC-203) - HK$1,126 million - Chun Wo-Fujita-Henryvicy JV
* Siu Hong Station in Tuen Mun/Tuen Mun Station (CC-212/213) - HK$1,386 million/HK$1,352 million - Hong Kong Construction-AMEC-China Railway Construction Corporation-China Everbright JV (HKACE JV)
* Mei Foo Station (CC-404) - HK$1,243 million - Kier-Zen Pacific JV

Financing
The project cost estimate for West Rail Phase I is HK$51.7 billion in money-of-the-day terms. In 1998, The Finance Committee of the Provisional Legislative Council, approved a commitment of HK$29 billion Government equity injection for West Rail Phase I. The estimated internal rate of return of around 8.9 per cent will mean that the operation of West Rail Phase I will be commercially viable, without any Government subsidies. In recent months the KCRC has announced the launch of two separate note issuance programmes to help finance West Rail Phase I and other railway projects. The first programme is a HK$10 billion Note Issuance Programme arranged by the Hong Kong Monetary Authority with Bermuda Trust (Far East) as the trustee. The second programme is a US$1.5 billion medium term programme that will allow KCRC to issue debt securities in various currencies, interest rate structures and maturities in the international capital markets. The programme is jointly arranged by HSBC markets and Morgan Stanley Dean Witter. In addition, seven other dealers will support the programme to provide a worldwide distribution network. All property development along West Rail Phase I will be completed, for the most part, after the railway is in operation, and as West Rail Phase I will be able to achieve a reasonable rate of return without profits from its property development, the Corporation will pass the KCRC's share on profits from West Rail Phase I property development to the Government.

West Rail Phase I financing (HK$ billion)
Costs Sources
Captial Costs 43.4 Government Equity Injection 29.0
Land Costs 7.0 KCRC Borrowings 10.9
Financing Costs 1.3 KCRC Funds 11.8
Totals 51.7 51.7
Source: KCRC

Environmental Impact
Despite the fact that West Rail will eliminate the need for the road traffic equivalent of 2,500 bus trips per day, thus reducing impact on air quality, it does raise a number of environmental issues. As a result, an Environmental Impact Assessment (EIA) has been carried out by the KCRC to identify potential environmental impact arising from the construction and operation of the railway, and to develop mitigation measures. The study covered noise, air quality, landscape, visual impact, land use, archaeological and cultural resources, ecology, waste management, and man-made hazards.
As a consequence, all construction and operation activities will comply with relevant environmental requirements including Hong Kong's stringent Noise Control Ordinance (NCO). West Rail is among the first railways in the world to be faced with such strict noise level requirements - a modern railway operating at high speeds would normally generate wayside noise of around 88 dB(A). The NCO, however, limits the average noise over a 30 minute period to a maximum of 55 dB(A) during the hours 11pm to 7am, and requires noise to be mitigated at source.
To make West Rail one of the quietest railways in the world, a world-first combination of engineering measures has been adopted, including:
* A multi-plenum noise attenuation system comprising three major components: (1) under-car sound absorbing material, (2) sound absorbing body panels on both sides of the train to trap the noise, and (3) 1.2m to 4.2m high noise barriers along the viaducts
* Noise enclosures at points and crossings
* Floating track slabs with rubber pads
* Vibration absorbing rail fasteners
Creating a corridor for West Rail will also require a programme of land resumption and clearance. In total the project will cover 3,820,000sq m of which 980,000sq m comprises private land under residential, commercial, industrial and agricultural usage. In addition, several hundred graves and urns need to be cleared, and feng shui concerns at several areas have to be addressed. To counter such concerns, the KCRC and the Government have established an integrated team of land experts to carry out detailed site inspections, identify alignment boundaries and process the necessary programmes and documentation. In addition the KCRC opened its first West Rail Community Liaison Office this month, at Mei Foo Sun Cheun - aimed at providing feedback to Sham Shui Po residents concerned about the construction of West Rail.

Property Development
In conjunction with the railway system, a programme of 9 property developments along the railway corridor has been identified. These are expected to include a mixture of residential, retail and office facilities. About 3.3 million sq m of gross floor area is planned, the major part of which will be used for about 40,000 flats. Construction of West Rail is to be given priority, however, and the planned developments are not expected to come onto the market until 2005 onwards.

The Route
The alignment in the south commences below grade at the Yen Chow Street over-run tunnel, immediately south of the West Kowloon Prince Edward Road interchange. It then rises to the Nam Cheong Street station and then follows the West Kowloon Expressway northwards, running generally at grade, with a short underground section at the West Kowloon Lai Wan Interchange before curving right across the Lai Chi Kok Park to Mei Foo station.
From Mei Foo, the alignment heads northwards on a left hand curve, through the Ha Kwai Chung bored rock tunnel, under a portion of Kwai Fuk Road before transitioning back to bored rock tunnel at Tsing Tsuen Road Tunnel, then extending northwards to the existing Wah Kai and Paul Y Industrial Buildings. The alignment then transitions to cut-and-cover tunnel northwards to Tsuen Wan West station. From here, the route moves further north to the former site of Shun Kei Factory Estate, where it enters the Tai Lam (bored rock) Tunnel - passing below the Water Services Department Water Tunnel No 3. After continuing north the alignment continues into the Kam Tin Valley, with West Rail Depot maintenance and stabling facilities on the west side and additional stabling on the east side. Trains will then curve slightly to the west at a maximum speed of 130km per hour before the tracks separate to enter the double-island platform of Kam Sheung Road Station.
From here northwards, the route is mostly on viaduct. The two tracks cross Kam Tin Road and converge and rise to a grade-separated crossing over the future main lines to Lok Ma Chau, Lo Wu and Sheung Shui. It then turns to the west, crosses the Drainage Services Department drainage channel and then crosses over both Route 3 and Castle Peak Road at a high level to Yuen Long Station. To the west from here, the alignment is on viaduct following a highly constrained corridor formed by Long Yip Street, Yuen Long On Lok Road and a principal drainage nullah straddled by Long Ping station, another elevated island platform station. From here the alignment remains elevated before reaching Tin Shui Wai station which will be a key West Rail/Light Rail/bus interchange facility. From the station, the route continues on viaduct where trains will reach maximum speeds of 130kph en route to Siu Hong station - an island platform station built over the Tuen Mun drainage nullah adjacent to the Light Rail Siu Hong stop. The final staight is to Tuen Mun station, which is also elevated.

FACTFILE

Alignment Characteristics
Route length: 30.5km (from Nam Cheong to Tuen Mun)
Type: Viaduct 13.4km (44 per cent)
Open surface alignment 2.4km (8 per cent)
Bored tunnel 9.0km (30 per cent)
Cut-and-cover tunnel 2.5km (8 per cent)
Enclosed structure at grade 3.2km (10 per cent)
Number of stations: 9
Interchanges with MTRC: 2 Tsuen Wan Line at Mei Foo
Tung Chung Line at Nam Cheong
Interchanges with Light Rail: 4 Yuen Long
Tin Shui Wai
Siu Hong
Tuen Mun
Depot location: Pat Heung
Depot site size: 43 hectares
Tai Lam tunnel: 5.5km (the longest transportation tunnel in Hong Kong)
Kwai Tsing tunnels: Ha Kwai Chung Tunnel 1.70km
Tsing Tsuen tunnel 1.78km
Tsing Tsuen cut-and-cover section 0.12km
TOTAL 3.60km

Land
Total area required: 3,820,000sq m
Area of private land required: 980,000sq m
(temporarily required: about 150,000sq m)
No of private lots affected: 1,200

Property Development
Number of potential sites: 9
Estimated total floor area: 3,300,000sq m
Estimated no of units: around 40,000
Available date: from 2005

Operation
Maximum passengers per car: 335
Initial train frequency: 20 trains per hour per direction in 2003
Initial train length: 7-car
Number of cars on opening: 154
Train speed: Maximum 130km per hour
Average 60km per hour (inc station dwell time)
Operating hours: 5.30 am - 1.00 am
Average daily patronage: Year 2003: about 340,000
Year 2005: about 500,000

Journey time: Tuen Mun Centre - Nam Cheong 30 min
Tuen Mun Centre - Tsuen Wan West 22 min
Tin Shui Wai - Nam Cheong 22 min
Yuen Long - Nam Cheong 18 min

Buildings and the Internet

Responding to a heavily oversupplied market and consequent tenant drought, Hong Kong developers are finally beginning to bring their buildings on line. Turloch Mooney examines the issues behind the trend. Put yourself in the shoes of a Hong Kong developer attempting to lease a secondary office building in a central, but non-prime location in the midst of an office market characterised by heavy oversupply and free falling rents. This was the situation that the marketing and development team at Jardine Fleming Property Services faced recently as they tried to think of ways to attract tenants to a mediocre 28-storey project at Lyndhurst Terrace in Central. The solution became "the Workst@tion", Hong Kong's first Internet-enabled office building and a landmark project in terms of the future of telecommunications provisions in office buildings in the SAR. Simply put, it is the installation of the requisite infrastructure for immediate, fast and cheap Internet access that sets the building apart. To do so, and in a first for Hong Kong, the developer hatched a partnership with telecoms giant AT&T, who installed a super high-capacity T1 cable into the basement of the building. The full structure was then wired with category 5 cabling (most of Hong Kong's grade B buildings use category 3), capable of handling advanced networking protocols such as ISDN, and asynchronous transfer mode (ATM), with numerous Internet access ports installed throughout the building.
From a tenants point of view, these features give the building many advantages. It allows internet-focused SMEs, with little time or money for installing such sophisticated hardware, to literally plug-in-and-work. The cost savings for these companies on Internet services are extremely high. The Workst@tion offers instant Internet connectivity, network management, and other IT services such as Web site design and hosting for as little as HK$3,500 a month. By contrast, leasing a 256 kbps-line from Hongkong Telecom costs HK$7,500 a month.
The plug-in-and-work concept has since been adopted by a number of other secondary office developments in Hong Kong, all offering instant internet connectivity and a range of other IT services for SME's. Close to the Workst@tion, at 128 Wellington Road, is 22-storey .com House, a project that will also market itself as fully Internet enabled. Meanwhile, in Tuen Mun, Centaline Property Agency, Tai Cheung Properties and HKNet have invested HK$28 million in technology equipment and telecoms infrastructure to attract IT-focused start-ups to their Central Square development.

Taking the Initiative
Although the depressed office market is the catalyst for the development of this new generation of building, the inspiration for it comes from elsewhere. The Internet-related stock boom in the US, and locally, excessive press coverage of the proposed Cyberport development, have been at least partially instrumental in the development of the trend. Another significant factor is the transfer of knowledge from countries like the US and certain European countries, where the concept of Internet-enabled buildings for small and medium sized start-up firms is widespread. There is also impetus from the telecommunications and ISP providers themselves. According to Matthew Richardson of Property Market Intelligence Ltd (PMI), an Internet-based property information provider, the trend is part of the current phenomenon of Internet companies jostling for positions of dominance and market share at the moment: "Providers know that winning the contract to enable an entire building can have considerable advantages," he says, "at a most basic level, for example, it gives them an easily accessible market to sell all of their Internet and IT-related services to." But Richardson says the eventual rewards may be much greater, believing that as providers continue to tie themselves up with individual buildings or housing estates, they will eventually control more and more of exactly what goes in and out of these places: "Obviously, the repercussions of this, in more ways than simply advertising revenue, are enormous," he says.
Chris Purdon, the man behind the Workst@tion concept, agrees. He says AT&T jumped at the chance to become involved, realising that every tenant in the building, and company they work for, are potential lifetime customers. As for AT&T, the local office says it is actively pursuing this type of business. Yvette Ong, managing director for Online Services, says they are talking to a number of developers at the moment with a view to establishing arrangements similar to the Workst@tion. Ong says she is sure that other local providers are also looking into the idea, given the projected increase in demand for Internet services among Hong Kong companies over the next number of years. On this point, however, it is interesting to note that according to Jardine Fleming, a number of other providers besides AT&T were approached to discuss the Workst@tion idea; the majority of which "didn't quite comprehend what we were talking about."

Net Impact
So how long will it be before office buildings in Hong Kong, including the grade A variety, to be Internet-enabled from the planning stage? Richardson says this day is still some way off, believing that Hong Kong businesses still don't require a significant amount of Internet access at the moment. "The demand isn't here yet," he says, while at the the same time insisting that the day will come when advanced Internet provisions in the early stages of a building's construction will be a given, "like plumbing or air-conditioning systems." He also believes that these provisions will involve more than simply the installation of high bandwidth advancedn cabling systems, with raised access floors in all office buildings and special air conditioned high security rooms for servers becoming standard some day as well.
Yvette Ong fully agrees, saying the Internet will allow developers to become a lot more creative and add considerable value to their product: "Why shouldn't you be able to walk into a building for a meeting, input your details at an Internet outlet in the lobby, so that by the time you reach the office reception, the person you are meeting is already there to greet you?"
In Hong Kong at least, the ability to do this in every office building may still be some way off. However, one thing is certain, the impact of the Internet on building design in the city will be in proportion with its impact on every other sphere of human existence: Enormous.

The Changing Nature of Construction Contracts in Hong Kong
by Christopher Morgan

"With respect to projects forming the ACP, the government, as the employer, substantially amended many of the original terms in contractual documents. Virtually all of these changes put added pressure on contractors ..."

The construction of the new airport at Chek Lap Kok has had a bigger impact on Hong Kong than simply improving its aviation facilities. It has led to fundamental changes in the SAR's construction industry, through the introduction of innovative clauses and provisions to construction contracts. Prior to the start of the Airport Core Programme (ACP), standard forms of
government contract had been in place for many years. Two types of government contract existed: building, and civil engineering, both of which were very similar. For private contracts, the 1986 form of building contract, which was jointly drawn up by the Hong Kong Institute of Architects and the Royal Institute of Chartered Surveyors (Hong Kong branch) was used. A common feature of these contracts was that risk was spread more or less evenly between the contractor and the employer, and that this risk was understood and accepted by both parties.
With respect to projects forming the ACP, the government, as the employer, substantially amended many of the original terms in contractual documents. Virtually all of these changes put added pressure on contractors by increasing the amount of risk they have to bear. Subsequently, employers on major contracts have tended to retain these changes, by writing them into
newer contracts and generally modifying conditions to meet their needs. A good example of these new types of contract are the current KCRC contracts, which are significantly different to those that pre-dated the ACP project. As an example, one of the most onerous conditions for current contractors is the difficulty in complying with provisions for notices of claims. These provisions are sometimes cited in disputes.

Difficulties
The increased risk to contractors yielded by these new types of contract is just one contributory factor to the difficulties contractors are facing at the moment. The downturn in construction work, a fact always inevitable following the completion of the ACP, is another obvious one that is exacerbated by the ongoing economic downturn. The fact that the current
climate means there is less work around to chase, means contractors are tendering on extremely slim margins, allowing little or no provision for the risks they are undertaking.
Given these more difficult conditions, contractors have to manage their operations more effectively. Although the economic environment will improve in due course, with the result that more work may materialise, onerous contractual terms are here to stay, meaning contractors must move with the times and improve their administration systems if they want to get the most
out of their work.
Unfortunately, ensuring that contracts are administered properly is often quite difficult to achieve in the current environment. The fact that companies tendering for projects are reducing their prices as much as possible means personnel employed on the jobs are often extremely busy, simply carrying out basic duties, which can mean that this vital tool to
improve cash flow and protect positions is ignored. An example of the consequences of not administering contracts correctly could be the failure to meet deadlines, which can mean liability for huge sums in damages. To avoid this, and other similar consequences, it is vital that the project team understands the implications of failing to adhere to the terms of the contract.
Management therefore needs to set out the key points very clearly and ensure personnel are aware of their responsibilities. It is vital that administration is effectively carried out in a timely manner, particularly for high-risk projects where the companies involved cannot afford not to get it right.

Potential Trouble Spots
From the start of the project, it should be very clear to the contractor's staff that they are working to make a profit for their employer, so it is critical to comply with commercial procedures. Key personnel must have an understanding of the contract requirements. Even those contracts based on the traditional Hong Kong standard forms of contract are likely to be
slightly different from the basic standard document. They are likely to be amended by, for example, Special Conditions of Contract, Preliminaries and the Particular Specification, or any other clauses that the employer or consultant may choose to add. The differences can be quite marked in many aspects.
It is not necessary that the team become contract experts. We recommend that at the commencement of each project the project team, or those responsible for the administration, spend a day discussing the terms of the contract and outlining clearly what their individual responsibilities are in the administration of it. The session should be headed by a contracts specialist.
A common problem that arises once work is underway is that contractors frequently either do not notify claims within the time stated in the contract, or do not notify claims at all. This puts the company at risk. Not only may it lose entitlement to additional costs but also, in worst case scenarios, companies could be liable for delays and payment of liquidated damages. A simple system must be put into place for the notification of claims and the ongoing updating that is required in order to comply with the contract.
Contractors often do not apply for variations at the earliest possible date. This can severely damage cash flow. Companies sometimes wait until the work has been properly measured or quotations submitted before applying for payment for variations. Standard contracts require the contractor to provide a full valuation of all works done at the end of each month.

Solutions
It is important to keep abreast of 'on account' payments. The engineer or his quantity surveyor are obliged to make reasonable interim payments and value claims in a timely manner. It is not the intention of the contract that the contractor fund large amounts of variations or additional costs for lengthy periods.
The contract seeks to share the risk. If the job is delayed due to variations, for example, the employer generally accepts that the contractor needs more time to complete the work. The contractor is entitled to claim for expenses incurred. It is common practice to leave claims to the end of the project and not include them in the interim applications for payment. However, it is in the contractor's interest to include claims in the interim payments and there is a contractual obligation to do so. It is important that the contractor press the employer and consultants to deal with them as the work progresses. On the employer's side, the engineer needs to prepare a statement of costs compared to budget in order to forecast final costs of the project. It is essential to keep details up to date and not leave them until late in the project. It is also crucial that there are enough staff to handle the administration.
Management should request simple monthly reports, summarising the contractual and commercial activities on the project, including such matters as:
1) Interim Payments: amounts claimed and paid. Due dates and actual dates of payments;
2) Status of variations: numbers of variations issued, measured, priced, submitted, and agreed. Total value assessed, claimed, paid;
3) Claims notified and detailed; periods and sums claimed, paid, agreed;
4) Projected profit and loss statement;
5) Programme position, highlighting delays;
6) Materials and equipment submissions and approvals, highlighting delays or difficulties, and;
7) Delays and difficulties not covered in the above items.
These reports can be presented in a simple and concise format, which can be easily and quickly scanned by management and should alert management at an early date to any areas where support or assistance may be required. It is surprising how many contractors do not follow these schedules. Adhering to these simple procedures enhances the contractor's commercial and
contractual position. Income and cash flow improve, and the contractual position and entitlement to additional cost and extension of time is protected.

Christopher Morgan of Cannonway Consultants

"Added significance is given to the level of flexibility that the dual system allows by the fact that the new runway is classified as a category III landing and take-off strip, the highest possible in civil aviation"

Chek Lap Kok: Phase 2
by Turloch Mooney

With much fanfare and a little controversy Chek Lap Kok's northern runway was officially opened on May 26 last; a day that will be remembered in Hong Kong's aviation history as the first time the SAR had use of a dual runway system. In terms of both the long term development of the airport and its current day to day operations, the implications of such a system are far
reaching. Above all, it means an unprecedented level of flexibility for all concerned with airline travel in and out of Hong Kong. For the Airport Authority, it means the ability to deal with a huge variety of unforeseen events and circumstances without disrupting airport traffic. For passengers, it substantially reduces the chances of flight cancellations and delays; as well as permitting more arrivals and departures at peak times. And for airlines, it allows increased timetable versatility and, ultimately, more business in and out of Hong Kong.
Added significance is given to the level of flexibility that the dual system allows by the fact that the new runway is classified as a category III landing and take-off strip, the highest possible in civil aviation. The rating, achieved by a combination of factors including the positioning of the strip away from turbulence-generating elements, the highest possible lighting specifications, and most sophisticated landing instrumentation available, means pilots can land in Hong Kong, for the first time, in virtually all weather conditions; a more than considerable convenience in a region heavily prone to severe tropical storms and typhoons.

Construction
Construction of the runway began in May of 1997 following the awarding of the HK$995 million (US$128 million) works contract to the ACG Joint Venture (ACGJV) between Amec International Construction Ltd of the UK, China Fujian
Corporation of the PRC, and Heilit + Woerner Bau AG of Germany. As well as calling for the construction of the northern runway and taxiways, the contract also included the installation of drainage, irrigation, and emergency power generation facilities, an electrical distribution system, potable water and fire mains, facilities for the Civil Aviation Department and Hong Kong Observatory, marine approach structures, grassing and other miscellaneous works.

Differing Compaction Methods
Work began with the compaction of the ground on which the 4.5km runway would be constructed to a depth of 900mm. For this task, the contractor chose a different method of compaction to that used for the construction of the southern runway. In the case of the latter, compaction was attempted by using a large double-wheeled roller known as a "bonker", a device best known for its use in the construction of roads in South Africa. According to the Airport Authority's project manager for the runway and northern concourse extension, Bruce Benjamin, this type of machine works well only where material is consistent and well-graded: "Unfortunately, this turned out not to be the case on the southern runway," says Benjamin, "with the result that in order to achieve the desired level of compaction, the contractor had to make more passes than he had originally anticipated." The ACG joint venture avoided this problem by choosing the more conventional method of stripping material off and compacting it in layers, which, according to Benjamin, turned out to be very successful, and had the added benefit of ensuring the base material was well mixed.
The compacted ground was then covered with a layer of crushed rock, produced by screening and crushing the surplus material left over from the other construction contracts at the airport. "We proposed the system to the Airport Authority as a method of them getting rid of the stockpiles that had accumulated around the airport and us getting the material we required," says Roger Barnett, the ACGJV project director. Approximately one million tonnes of raw material was acquired in this matter which, after processing, was spread in a 450mm-thick layer across the length of the runway. This layer was in turn covered with another 450mm-thick blanket of a higher specification rock mix known as Crushed Aggregate Base Course (CABC), a harder, denser substance sourced from quarries in mainland China.

High-tech Paving Techniques
Three high-tech paving machines brought in from Germany and modified on site were used to spread both of these layers of material. Described by Barnett as "modified excavators", the machines were fully automated, and carried out the stone placing and compaction unmanned after the simple insertion of a floppy disk containing the day's paving programme into a controlling computer. Barnett says that as well as saving the contractor a substantial amount of time, using this type of machine also resulted in a considerable saving on labour. "There wasn't any need for the large surveying teams and the setting up of strings and wires and pegs that conventional machines require," he says, while also pointing out that there was no difficulty in training local workers to both operate and maintain them.
The surface of the runway consists of a 75mm-deep layer of asphalt which was spread using conventional paving machines and then grooved. Asphalt was chosen as the surface material for both of the airport's runways in order to allow for the differential settlement that results from them being partially constructed on the original Chek Lap Kok rock outcrop, and partially on reclaimed land. In contrast to concrete, the most popular material for runways on non-reclaimed land, asphalt allows for easy
adjustments in conditions of varying settlement.

"The extension will provide an additional 11 gates and airbridges which, together with the new runway, will eventually allow the airport to handle up to 80 aircraft movements per hour"

Fully Integrated Joint Venture
On November 22 1998, on time and only 17 months after work on the project commenced, the ACG joint venture received the certificate of substantial completion from the Airport Authority. AMEC International's regional director Ian McLeod, says that although the speed and accuracy of the automated paving machines was a major factor in the speed and accuracy that
characterised work on the overall project, there were also a number of other factors: "One of the main things was that the joint venture was so well balanced," he says. " It was fully integrated, with each element contributing its fair share of resources, whether that were manpower, technology or administrative know-how." Equally important, says McLeod, was the fact that a good working relationship with the Airport Authority was maintained throughout the contract: "Working as an integrated team
ourselves was one thing; but it was equally vital that we were fully integrated with the client as well."

Concourse Extension
The projected increase in traffic that the northern runway will facilitate will also be catered for by the northwest concourse extension together with an additional 100,000 sq ft of apron area. On its completion at the end of July, the extension will provide an additional 11 gates and airbridges which, together with the new runway, will eventually allow the airport to handle up to 80 aircraft movements per hour, an increase of over 40 on the number currently being handled.
At the moment, the airport does not require such a large capacity, however, according to the Airport Authority's Chris Donnolley, it was decided that, based on the economies of scale principle, it would be uneconomical not to construct the extension while many of the contractors who had worked on the main terminal building were still in town.
In terms of design, the 300m-long and 36m wide northwest concourse and connecting apron area is not substantially different from its counterpart in the south with each level of the structure serving more or less the same function as its corresponding level throughout the terminal building. Thus, level seven consists of various mezzanine areas accommodating airport lounges and retail outlets, level six is the boarding gate area, level five is the arrivals area, level four is the ramp access level, providing E&M plant facilities and offices for the ramp operators, and level three accommodates services tunnels carrying cables and pipework to the main building. As is the case with the southern concourse, levels one and two of the main building, which house the automated people mover and baggage handling areas, do not extend to the northwest extension.

Maximising Design
Eager to maximise the design of the southern concourse where possible, the Airport Authority's planning department included a number of minor changes to the new structure and its associated aircraft stands. Chief among these was the widening of selected aircraft stand areas to 80m. As well as allowing the stands to handle all types of current commercial aircraft, the
increased size also provides the capacity to house two smaller aircraft at once, and to handle the giant 80m-wingspan A3XX aircraft expected to come on-stream in the future. Other differences between the two concourses include the fact that the northwest version is 50m longer than its southern counterpart, a move aimed, according to the airport's general manager for
planning, John Pashen, at providing more space for passenger seating and commercial facilities at the departures and arrivals levels. In addition, the northwest concourse has an extra mezzanine level positioned around half way down its length to accommodate further numbers of frequent flyer and VIP lounges.

Bolted Roof Design
The HK$920 million contract to build the extension, 11 fixed link bridges and aprons was awarded to a joint venture between Zen Pacific Civil Contractors and Shui On Construction in February of 1998. Project manager for the joint venture Steve Wood says the contract presented a number of challenges, not least the construction of the steel roof. The roof has a
particularly complex geometry as the northwest concourse branches out from the main building at a 45-degree angle, which gives rise to grids of parallelograms with no right angles. A bolted design was chosen for the roof instead of the welded method used on the main building. A Malaysian company, Geahin Engineering Berhad, was appointed to fabricate and erect the steelwork, with sophisticated computer software used to determine the fitting and sizing of the sections so they were onstructed with pinpoint accuracy. In order to ensure the transition from software theory to high quality production, an experienced member of the joint venture staff was assigned to provide the necessary practical and technical knowledge at the factory. Using a combination of traditional and advanced fabrication methods, the sections were successfully produced and shipped to site in order. A full pre-assembly of one module was carried out at the factory in Malaysia prior to the shipment of the sections. Upon arrival on site, the six 36m by 36m modules were assembled at height on a scaffold platform section by section. Upon completion of first stage assembly and positional survey, a systematic bolting operation was carried out to ensure the correct torque was applied to the 15,000 bolts on each module.
Steve Wood says there were two main reasons for the choice of this method of construction over that used for the roof of the main terminal building. First, it was more economical given the small number of roof modules involved, and second, the contractor decided the bolted method would reduce the chances of error, and significantly improve installation time. In addition, the method addressed the Airport Authority's concerns over sparks from welding, which might have interfered with the airport's operation.

Restrictions
The fact that much of the construction work on the extension was carried out after the airport had opened presented another significant, mainly logistical, challenge to the contractor. The location of both the worksite and Central Works Area (CWA) - where materials and equipment were stored - within an enhanced security area, meant that all staff and operatives
associated with the project were subject to strict entry/exit security procedures. At the peak of construction, this meant 700 workers going through immigration-type procedures including weapons checks and security pass inspection every day. In addition, vehicles carrying either workers or materials across operational parts of the airport had to be escorted both
front and back at all times.
Other restrictions on the contractor included a ban on the storage of fuel on site and height limitations on the three tower cranes used for the project. The cranes were not permitted to swing out over operating taxiways and had to be locked in place at certain times of the day so as not to impact on airport operations. The contractor was also required to keep the site exceptionally clean, partially for aesthetic reasons, but primarily because of fears that loose equipment and other materials might be blown about in heavy winds.
Further restrictions on movement and materials storage came into operation with the opening of the second runway, which cut off a taxiway the contractor had been using to access the site. Up to this time, the contractor had exclusive use of gatehouse number five to access the site and CWA, but access is now only possible through gatehouse three in the southern part of the airport, which is used for a number of other purposes as well. Wood, who estimates the restrictions have resulted in the loss of
at least 15 per cent efficiency so far, says this will slow things down even further.

High-quality Finishes
The same cladding systems as those used on the main section of the terminal building were used in the northwest concourse, with the contractor responsible for the fitting of items such as internal wall cladding, doors, shopfronts, glazed balustrades, ceilings, floor and wall tiles, raised floor systems and signage. In total, 2,800sq m of granite flooring and 14,400sq m of carpet have been installed in the building. The contractor employed considerable effort to ensure that all of the external columns,
joints and surfaces of the building received the high quality finish demanded by the AA. This included the use of vibrating screeds and other methods to produce the smooth finishes desired so that, on completion, the exposed concrete surfaces would not compromise the overall aesthetic quality of the building. In terms of both the internal and external finishes, Steve Wood admits there was a certain advantage in having the already completed main building as a reference point: "It was a lot more useful than simply referring to drawings. More than anything else, it gave us the impetus to do things better, a task which I believe we have achieved."

"A full pre-assembly of one module was carried out at the factory in Malaysia prior to the shipment of the sections. Upon arrival on site, the six 36m by 36m modules were assembled at height on a scaffold platform section by section"

The northern runway was officially opened on May 26

Use of three high-tech paving machines from Germany made the stone placing exercise on the northern runway highly successful

The extension will provide 11 additional gates and airbridges

The Zen Pacific / Shui On joint venture chose a different method of construction of the extension's roof to that used for the roof of the main section of the terminal building

15,000 bolts were used on each roof module

Chek Lap Kok: Phase Two Works

Factfile:

Northern Runway Works AMEC International Construction Ltd, China Fujian
Corporation & Heilit + Woerner Bau AG (ACGJV)

Northern Runway - Thorn Lighting CLK Ltd
Airfield Ground Lighting

Northwest Concourse & Zen Pacific Civil Contractors Ltd & Shui On
Aprons Construction Co Ltd (ZPSO JV)

Northwest Concourse - Hsin Chong Aster Building Services Ltd, Aster
Building Services Associated, Termoimpianti SpA & Ellis Mechanical
Services Ltd (AWHJV)

Northwest Concourse - Ryoden Lift & Escalator Ltd
Lifts

Northwest Concourse - Construction Industrielles De La Mediterranee S.A.
Escalators and Walkways (CNIM)

Aircraft Loading Bridges - PT Bukaka Teknik Utama & Ramp International
Corp

Flight Information Display GEC (Hong Kong) Ltd
System

Public Address System Guardforce Ltd

Voice Cabling and Date, Hong Kong Telecom CSL Ltd
TMR & MSI

CCTV Guardforce Ltd

Access Control System Guardforce Ltd

The Foam Business

Jim Devonshire of Chemguard, Inc offers advice to architects working on projects that demand a foam system.

It is interesting to note that in Asia, the fire protection systems in the industrial segment are very sophisticated and utilise the most modern of technology. Industrial is considered to be chemical, petrochemical and aviation. The primary reason behind this "newness" is that the construction of these facilities is recent, allowing the architect to take advantage of current technology and incorporate that into the design phase of these new projects.
The fire protection industry, usually resistant to change, does periodically see improvements to existing equipment and the occasional new product.
Certainly one would hope that if an existing piece of equipment has an operational problem, this would be re-engineered to eliminate those problems. One would also hope that if there were a better method, it would be used to improve overall system performance.
The foam business, as in protein, fluoroprotein, AFFF (aqueous film forming foam), class "A" high expansion, is probably the simplest form of fire suppression, but perhaps the most abused. Whilst handling is not difficult, we find the foam agents misused, applied in the wrong place and through inappropriate equipment. We see the price of a litre of foam concentrate quoted for a particular application. This means that a fire may not be extinguished and the reputation of "foam system" is tarnished.

Codes and Standards
In the US, where there are fairly strong codes and standards, these have been adopted by the majority of the municipalities. Almost everybody in the enforcement sector has adopted the NFPA (National Fire Protection Association), codes and standards. By definition, the equipment used must be approved by an independent testing organisation. In the US this is
typically ULI (Underwriters Laboratories, Inc) of FM (Factory Mutual). There are costs involved in these approvals. However, it provides the end user will a level of comfort that indeed these products have been tested to the level of proficiency required to protect high hazard risk areas. In other words, the combination of UL listed or FM approved foaming agent, stroge vessel, proportioner, or mixing device and discharge device will effectively extinguish a fire. Remember, not all foam concentrates are created equal.

As an Architect What Resources do you Have?
When working on a project that demands a foam system, in most cases, you will find that the foam concentrate and hardware manufactures will have technical catalogues to offer guidance in the design of a specific system. Areas calling for a foam system can range from vertical flammable liquid storage tanks, aircraft hangars, flammable liquid warehouses, heli-decks, hazardous material storage, truck loading racks, dike areas and, process areas to an off-shore installation or drilling rig. There are then four or five different proportioning methods to choose from, a large number of discharge devices, and then if that is not enough, somewhere around two hundred different foam concentrates.
So how do you choose what is right for your application? It is no doubt a daunting task, particularly as this is likely to be a small part of a large overall task.
At this point, a specification, with a proper analysis of the risk is very important. The specification depends on the proper data being gathered. For example, let us say that we have to design a foam system for an above ground flammable liquid storage tank. When asking for the size of a flammable liquid storage tank, a petroleum engineer will likely reply in barrels. However, for a foam system design, we need surface area; therefore we need tank diameter. If we do not have the diameter, valuable time can be wasted until this data is obtained.
When selecting a foam concentrate, by all means seek options from the foam concentrate manufacturers. However, make sure that the manufacturers you select have all types of foam concentrates in their repertoire. After all, if they only have anAFFF, they will recommend AFFF for every application. If they promote protein-based foam concentrates as the primary line, then
every recommendation will be based on protein foam concentrates. It is rather like the old adage, if all you have is a hammer, everything begins to look like a nail.

Types of Foam Concentrates
When reviewing the foam concentrate choices, only the film forming foam agents, typically AFFF or AR-AFFF (alcohol resistant - aqueous film forming foam) can be used through a conventional sprinkler head. The normal protein-based foam concentrates require air-aspiration and thus will not form a cohesive foam blanket on a flammable liquid fuel surface through a
conventional sprinkler head. Proper air-aspirating foam/water sprinkler heads are required for this application. The choices you have are numerous, an outline of which follows:

Determining Foam Choice: The type of fuel determines the type of foam concentrate chosen. However, other factors, such as customer preference, proportioning method and price also play a part. It is important to determine what kinds of fuels are involved in the particular risk. Are they all hydrocarbons such as gasoline and diesel, or polar solvents, such as methanol, ethanol, or IPA (isopropyl alcohol)?
Polar solvents or water miscible fuels require the use of special alcohol resistant foam concentrates. These are typically applied at higher application rates than those for hydrocarbon fuels. This is because the fuel is extremely foam destructive. These particular foam concentrates contain special additives, known as polysaccharides, that protect the foam blanket from the effects of a water miscible fuel. In effect, a polar solvent mixes very readily with water. The foam bubble is mostly water, therefore if we apply a non-alcohol resistant foam to a polar solvent, it will be destroyed immediately.
In operation, when we apply alcohol resistant foam to a polar solvent, the water from the bubble is absorbed into the fuel, in effect breaking the bubble. This leaves the special additive to form a polymeric membrane or skin on the fuel surface, which acts like a raft and supports the rest of the foam blanket. Up to a point the polymeric membrane is replenished as more bubbles break, providing long-term vapour suppression and post-fire stability of the situation.
Other considerations for the selection of a foam concentrate may involve any impact that this material may have on the environment. In other words, the application of the mitigating media should not make the situation any worse than the spilled fuel. Fortunately, some manufacturers have addressed this issue and produce "environmentally friendly" foam concentrates. These products are considered environmentally friendly because they do not contain any hazardous air pollutants, such as butyl carbitol. Butyl carbitol is used as a foam enhancer and improves the quality and foamability of the finished foam blanket. Removing this material from the formulation is a significant step and requires a major re-formulation of a foam concentrate. Therefore, if a particular manufacturer does any reformulation, it would mean that any UL listings would be invalid and a full re-testing of that particular product would be required. By reviewing a manufacturers position on this issue, one can easily see what corporate strategy they have elected to adopt.

Choice of Proportioning Device: There are a number of different foam concentrate proportioning methods available to the architect. Each one has a place and it is necessary to select the best option for a given set of circumstances. There is the simple line proportioner or eductor, the bladder tank, the balanced pressure proportioning system using a foam concentrate pump, the ILBP (in-line balance pressure proportioner) and the electronic proportioning system. The latter choice is limited to very special applications at this time.
The line proportioner or eductor is usually reserved for fire department applications where hose lines are used, although some limited application is found in fixed systems. Fixed foam systems are usually driven by either a bladder tank or balanced pressure foam pump system. The choice between the two types can sometimes be difficult. However, for small systems, less
than 4,000 litres, a bladder tank is usually a good choice. It is self-contained, requires no external power, other than flowing water to operate, and will proportion properly over a wide range of flows. This range typically has a turn down ratio of 10:1. A 6-inch proportioner will accurately proportion from 1,000 lpm up to 10,000 1pm. Disadavantages are that they require special techniques to fill, it cannot be refilled while operating, and has a minimum flow through the proportioner or ratio controller before accurate, or any, proportioning will occur.
The balanced pressure system using a foam concentrate pump starts with an atmospheric foam concentrate storage tank. This tank is typically polyethylene, since polyethylene provides the largest number of beneficial features for this type of container. It is cost effective, won't rust and survives even the roughest of handling. A foam concentrate pump takes suction from the storage tank and drives pressurised foam concentrate to the proportioner or ratio controller, where it is mixed in the correct
proportions with the firewater. The foam concentrate and water pressures are "balanced" by a diaphragm operated pressure control valve that effectively matches the pressure of the two media allowing the ratio controller to meter the proper percentage into the fire water stream. This type of system has the advantage of being refilled while in operation; it will support multiple proportioners, even of different sizes, at multiple flow rates and provide a great degree of flexibility in the system design. There are some drawbacks, it requires a dedicated electrical power supply, which can be expensive and there is more maintenance than with a bladder tank due to the complexity of the package.

Choice of Discharge Device: There are so many different "applicators" for a foaming agent that one could almost write a whole article on this subject. However, there are sprinkler heads for deluge system application in warehouses, truck loading racks and aircraft hangars, monitors to project a foam stream into a process area, or oscillating monitors to discharge under the wings of aircraft. Foam chambers are used for application to vertical aboveground flammable liquid storage tanks. There are foam makers for dike area protection, high back pressure foam makers for injecting expanded foam into the base of a fuel oil storage tank and hand-line nozzles for the truly adventurous who want to fight flammable liquid fires, truly up close and personal.
No matter the device, each requires proper calculations to ensure that finished foam will be properly and evenly distributed over the fire area. Furthermore, each device needs careful selection to ensure that it is being used in the most appropriate manner. For example, high back-pressure foam makers, according to NFPA 11 must not be used for any kind of floating roof
tank. There is sound logic to this, in that proper distribution of the foam may be impeded by the structure of the roof.
As an architect or design engineer, choose wisely, develop a relationship with a manufacturer that encompasses a universal product range, be guided with common sense and remember; if it does not sound right, it probably isn't.

Jim Devonshire is manager of engineered systems for Chemguard, Inc located in Mansfield, US. Devonshire has been involved in fire protection engineering since 1970, has travelled extensively to present papers, conduct training, hazardous analysis and site surveys at petroleum plants, aircraft hangers, hazardous materials storage areas, offshore installations, heli-decks and chemical plants. He is a guest instructor at a number of international fire schools and has instructed at the Annual Industrial Fire School at Texas A and M university for fifteen years. His experience touches almost all facets of fire protection systems but he is also skilled in the practical application of extinguishing media.

The Intelligent Building:
An Evolving Concept

Angela Tam searches for a modern definition of the concept of an Intelligent Building.

You go back to the office late one night to finish off some work. The smartcard in your pocket alerts the building to your arrival, and as you cross the lobby, a lift which serves your office floor re-starts itself. The lights and air-conditioning in your private office are automatically switched on and a phone line is automatically assigned to your wireless receiver, which you carry with you wherever you go in the office, to ensure you do not miss any calls. Elsewhere in the building, the security system
senses a forced entry and immediately switches on the lights in the area, zooms in the CCTV cameras, and alerts the security personnel. Sounds a trifle futuristic? In fact, these and other technologies are already available to the forward-looking developer prepared to invest in a truly intelligent building, a concept which has come a long way since it first came into being in the early 1980s.

Broad Definition
Not so long ago, a building with a fibre optic backbone and raised flooring would be touted as an intelligent building, but not anymore. So what does the term 'intelligent building' mean today? The question was explored by the architectural firm DEGW in the early 1990s, which concluded that, in addition to advanced electrical and mechanical installations, the basic planning of a building, its energy management and ability to flexibly accommodate new ways of working and living were also essential elements of an intelligent building.
That means simply having the various building services systems under the control of the same computer is not enough; rather, the definition is a broad one which covers a diverse range of materials and systems, concepts and designs.
For example, the Instabus system from Siemens provides light fittings and air-conditioning nodes which can be individually switched on and off, to suit the preferences of occupants and achieve energy efficiency. The light fittings can also sense and compare the brightness of various parts of a room, so that lights closer to windows are automatically dimmed relative to
those farther from natural lighting; while the indoor temperature is monitored and indicated to ensure maximum comfort.

Integrated Solutions
Like Siemens, more and more manufacturers of building services products are now offering integrated solutions rather than just air-conditioning, fire and security systems. Johnson Controls for example signed an agreement with AT&T a few years ago in order to offer such a solution to customers. The agreement means that the former's facility management system, which covers
energy management, direct digital control, fire protection, access control and lighting can be put on the latter's universal information access platform. The open platform offers voice, data, video, and building control functions on a single cabling system which can be connected to the customer's local area network (LAN). Honeywell, which can link up fire, security and building management systems to a client's LAN or wide area network, is another licensee.
The structured cabling system, called Systimax, consolidates the various cabling needs of a building, so that instead of separate cables for telecommunications connections, videos, security control, power, etc, they can all be hooked up to just one cabling system. According to Lucent Technologies, the entity which owned the licence to the system following AT&T's split into three divisions, Systimax could save as much as 30 per cent of the cost of installing each of these systems. The company claims
that Systimax also simplifies maintenance and is designed to accommodate future technologies, so that complicated retrofitting will not be necessary. As an evolving concept, intelligent buildings have attracted the development of very diverse products which directly or indirectly compete with each other for customers. Crosstrack, for example, is an alternative raised flooring system which seeks to cutcost not by rationalising the cabling but by reducing the volume of a building. It is only 75 mm high,
compared with 100-200 mm for a typical raised flooring system, and consists of plastic load-bearing modules which, because it does not require the support of metal stilts, does not cause drumming and will not sag over time. Each module features a patented system of crossovers which maintain a 50mm segregation between services to minimise electromagnetic interference
and ensure that the cabling meets with approved electrical and telecommunications wiring standards without the need for metal conduits or separate cable trays. Since it takes up less room than the typical raised flooring system, it can save substantial concreting cost if specified in the early stages of a project, before construction has begun.

Wireless Technology
Wireless technology too has spawned products which compete with conventional cable products. Using DECT (Digital Enhanced Cordless Telecommunications) technology, Kantone Asia has developed a cordless telephone system which can be simply connected to an existing PABX to provide direct access to outside calls without the need to duplicate the PABX system. A radio controller acts as the interface between the two, making all the features of the PABX system available to the wireless system in a process transparent to the user.
An Australian company, Fibre Light, offers a fibre optic lighting system consisting of one lamp with several lenses distributed throughout a room. It does away with electrical wirings in the ceiling and therefore does not need power cables, and it is cheaper than conventional lightings because it employs only one lamp.
Still another cost-saving intelligent building solution involves the adoption of a new air-conditioning concept which literally turns the standard ceiling ventilation practice upside down. Called a Displacement Ventilation System, it involves the installation of air vents in the floor rather than the ceiling. Since it requires the typical 100-200 mm high raised flooring system, it competes indirectly with a product like Crosstrack.
According to Ove Arup associate director Raymond Yau, the displacement ventilation concept is based on the stratification of air layers in an indoor environment: heat generated by equipment and occupants rises to the top, where heat generated by lights also amasses. This is the area where the internal heat load is highest, but not the area actually occupied by a building's users. Since the purpose of air-conditioning is to keep a building's occupants and equipment such as computers cool, only the layers
of air in which users move and equipment operate need to be addressed. Thus, a system involving the installation of fan-assisted terminals (FATs) under raised flooring is developed which sends cooled air through air vents in the floor panels. By reducing the size of the area to be cooled, a displacement ventilation system can achieve up to 20 per cent in energy savings, Yau said.

Energy Management
As the conclusion drawn by DEGW indicates, energy management has become an increasingly important consideration in the intelligent building concept. From a practical point of view, good energy management saves money and allows a building to comply with more and more stringent environmental regulations. While there is a tendency to immediately think in terms of
making various building services more energy-efficient, there is in fact more to energy management than that.
For example, energy wastage in the form of heavy air-conditioning is a common problem which is only partly due to inefficient, centrally controlled air-conditioning systems; another reason being the amount of heat absorbed by a building's envelope, in particular curtain walling. While new air-conditioning systems with independent controllers and temperature sensors can provide a partial solution, addressing the heat transfer characteristic of a building's envelope requires attention to the building facade. This is reflected by new regulations governing the OTTV (overall thermal transfer value) of buildings. Thus, how a building is oriented, what type of shading and cladding materials are used and how the facade is engineered to be more thermal-efficient, all contribute to the energy efficiency and hence the intelligence of a building. An innovative solution called ventilated cavity was studied for possible adoption by the International Finance Centre in Hong Kong a few years ago. Basically, the concept involves the use of triple glazing, with a gap between the first and second panes of glass facilitating the free circulation of air. Solar radiation is absorbed by the first layer while heat absorbed passes into the cavity and is naturally dissipated as it rises to the top.
According to Arup's Yau, the facade of Richard Rogers' famous Lloyds Building in London features a similar system, but ultimately the idea was not adopted in Hong Kong, partly because the cavity, which must be wide enough to accommodate a maintenance worker, will take up valuable space. Yau hopes that the Buildings Department would be receptive to new ideas and consider exempting ventilated cavities from plot ratio calculations, thus removing one barrier against adoption of the system in Hong Kong. Of course, energy management is only one of the goals of such intelligent building features as adjustable lighting and air-conditioning and better glazing. There is so much hype about the concept because it not only saves costs, but also improves the working environment and thus enhances productivity. With growing attention given to Sick Building Syndrome,
perhaps more pressure will be exerted by tenants on developers to offer more intelligent buildings which are not just cost-effective to build and run, but also pleasant to work in.

One International Finance Centre and the Cheung Kong Center: two of Hong Kong's most intelligent buildings

The SKYWAY Double Deck and Super Double Deck lift systems from Otis

ATS computer control screen

ATS installed the security system at the British Library in London

The security control room at Yan Chai hospital in Hong Kong

Otis: Higher Speed and Loading for Higher Buildings The ongoing worldwide construction boom in 500m high-rise structures is continually driving demand for faster elevator transport with higher loading capacity. At the same time, customers are looking for more efficient system technology that delivers optimum performance without compromising safety and comfort. Otis says its new SKYWAY elevator system addresses all of these concerns. The system offers a selection ranging from the high speed single-deck lift, featuring a speed of 15m/s, and the world's largest load capacity double-deck, capable of carrying 2,250kg +
2,250kg at a speed of 10m/s, to the Super Double Deck, which is flexible enough to accommodate uneven floor heights in buildings. Otis says SKYWAY has been rigorously checked under the Otis quality assurance programme, and has passed the world's strictest safety codes.

ATS Integrated Systems
Integration is the key word when discussing intelligent building security systems and Austria's ATS Integrated Systems Ltd is a specialist in the field. Based on the concept of one network, one protocol and one common database, the ATS system integrates alarm monitoring and access control to guard monitoring and time and attendance-recording. At the core of the system are its user-friendly softwares, DIGIlock-2000 Security Management Software and DIGIcontrol-2000-The Intelligent Building System. Using the industry standard Windows NT operating system, both softwares provide users with total control over site configuration and management via a powerful, easy to use, intuitive graphical user interface. Detailed building maps
containing interactive icons, linked audio alerts and textual event and device status indicators enable clear and precise communication of all events. In addition, distributed intelligence throughout the system ensure that individual field devices retain a high degree of functionality in the event of network or computer failure, thus ensuring continuing high levels of security.
Supplied in Hong Kong by Security Systems (Far East) Ltd, ATS systems are fast making inroads into the more high profile projects in the local market, having been already installed by the MTRC on its Airport Railway and at the Hospital Authority's large Tsuen Kwan O facility currently under construction. On the Airport Railway, the integrated access control system
provided by ATS uses encrypted proximity contact-less smart cards, and is based around DIGIlock-QA door controllers and DIGIlock-PR encrypted contact-less smart card readers. ATS also developed the interface that enables seamless data exchange between the MTRC's accounting and management systems and the access control system.
The Yan Chai hospital system comprises 56 CCTV cameras, 40 access control card readers, 200 alarm system points, 200 guard control points, 12 infant tagging systems, and 1 Dialoc library protection system. The program effectively blends architectural, technological and operational elements into a flexible, responsive, and fully integrated security system.

Hong Kong Companies with British Roots

British firms have always had a central role to play in Hong Kong's construction industry. Turloch Mooney discovers this role has allowed them become so established in the local industry, that many no longer view themselves as British.

A quick glance across a list of the major players and projects in Hong Kong's construction industry over the years reveals the enormous extent of British involvement in the industry. From the construction of the SAR's major reservoirs in the early to mid-century, through the beginnings of the major infrastructure projects in the 1970s, right up to the landmark projects of recent years, British names like Foster, Gammon, Binnie and Balfour Beatty, have played principal roles. Indeed, when the Duke and Duchess of York visited Hong Kong a year ago, a large part of the Duke's itinerary was taken up by a seminar on Britain's role in building Hong Kong and a tour of a number of major projects in the SAR designed by British architects. But although the Duke marveled at the sheer scale of Terry Farrell's MTR station on the Kowloon reclamation, and commended the innovative design of Norman Foster's KCR development, also in Kowloon, what he found impressive above all was the level to which these architects' Hong Kong offices, and the vast majority of British construction-related firms operating in the SAR, had integrated into the local scene.

Expanding Operations
British Trade Commissioner Malcolm Day, who accompanied the Duke on his tour, says there has been a tendency over the years for many of the British construction-related companies in the SAR to come to regard themselves as Hong Kong companies. According to Day, most of the more established of these firms, with the exception of those involved in the building of the SAR's reservoirs in the early part of the century, started in Hong Kong as relatively small operations in the 1970s. He says many of the firms came to work on the major infrastructure projects at the time such as the building of the first phase of the MTRC and the cross harbour tunnels: "Generally, what happened was that consultants came out to work on one or other of these projects, saw the potential for more work, and advised headquarters to set up offices here to target that work." These small offices quickly grew into much larger operations, and in that process began hiring increasing amounts of local staff and gradually reducing ties with their British parent firms. Day explains that this trend has continued to a point today where the vast majority of these companies now view themselves as independent Hong Kong entities as opposed to offshoots of British parents.

Amec International
Day cites Amec International, a fifth of the joint venture that built the airport terminal building, as a prime example. Amec's presence in Hong Kong was established through its electrical and mechanical engineering company, Amec Electrical & Mechanical Engineers Ltd, in 1971. That presence allowed the company to grow by acting as, what Amec's project development manager John Hesketh describes as, "An excellent springboard for developing and expanding [the company's] activities into building, civil engineering, and maintenance." The firm, described by Hesketh as "undoubtedly a Hong Kong
company", now employs only around 10 per cent expatriate staff (the majority of which are long term Hong Kong residents), and ties with Britain consist merely of technical or specialist support links. Hesketh points out that Amec's recent investment in new office premises, to be shared by its E&M and civil engineering companies, is evidence of the firm's continuing effort to integrate further into the local scene.

Atkins China
Rodney Collins, managing director of consulting engineers Atkins China, tells a similar story about the development of his firm's identity in Hong Kong. Atkins established an office here in 1973 "to assist the MTRC with the design of its first line", and more specifically, to plan and design the first MTR Kowloon tunnels. Business for the firm expanded rapidly in the early years and it soon found itself working on a number of other major infrastructure projects at the time, including the Muk Wu/Tai Lam Chung
aqueduct, Junk Bay Road, and the Sau Mau Ping Road interchanges. As was the case with Amec, increasing amounts of local business, and the consequent growth in size of the Hong Kong office, went hand in hand with growing autonomy for the local operation and decreasing links with home. Collins says ties with Britain now consist simply of "a financial tie to our parent, WS Atkins plc". He says the firm views itself as a Hong Kong company and now employs around 75 per cent local staff.

Babtie BMT Harris & Sutherland
Although the process of integration for these firms can be regarded primarily as an automatic development due to their long term establishment in the locality, it is also probable that it has been accelerated somewhat at a more conscious level. Engineering consultancy Babtie BMT Harris & Sutherland devotes a full section of its company brochure to the fact that
it views itself as a local firm. This is obviously an indication that the firm believes localisation is good, and perhaps very necessary, for business. The brochure explains that the firm's official approach to its various overseas operations is "to adapt to local circumstances and build and maintain an effective, indigenous presence". This shows a realisation that a high level of local integration means more familiarity with local client requirements and expectations, working conditions and regulations, etc, which in turn implies an ability to do the job better. Babtie's Hong Kong chairman Dr Robert Kennard says the firm has developed an intimate knowledge of the local working environment and counts itself as a Hong Kong company "owned and influenced by two outside parties", (namely Babtie, a large Glasgow-based consulting engineering firm, and BMT, a maritime and marine engineering consultancy based in Teddington, outer London). He says links with both of these firms are now fairly thin, consisting mainly of occasional requests for specialist support on certain projects, which the firm "[has] to pay for like everybody else". Of Babtie's 242 staff, only 26 need work permits, and Kennard says this ratio would be even less except for a shortage of qualified geotechnical engineers in Hong Kong. Kennard says he now counts himself as local, having been here for nearly 25 years.

Davis Langdon & Seah
One of the older British-name companies in Hong Kong, and in fact one of the first to divest itself of links with Britain and localise, is construction cost consulting firm Davis Langdon & Seah. The company set up in Hong Kong in 1949, when, as Langdon & Every, it came from Singapore to work on army and navy facilities for the British war office. More work for
the war office soon followed and eventually the firm began receiving contracts from the private sector as well. By the fifties, the firm was growing steadily almost completely independently of its British link: "The connection very quickly consisted of no more than a small equity link," says director Derek Mackay. "We're as local as you can get," he adds, pointing out that not only is the firm's Hong Kong office staffed almost entirely by Hong Kong Chinese (only nine out of 314 are non-local), but its
other Asian offices in Singapore, Malaysia, Brunei, and Indonesia, Thailand, and the Philippines, are also almost fully staffed by local people.

Binnie Black & Veatch
Another example of a British firm with a particularly long history in Hong Kong is Binnie Consultant's Ltd, now Binnie Black & Veatch. Binnie began working on reservoirs in the SAR as far back as 1930 after the government decided to improve water storage and supply facilities. The firm's first major project was Gorge Dam, started in the '30s. David Cheung, Binnie's
business development manager, says the company was primarily staffed by expatriates at the time, but had a considerable amount of local staff support. Since then, Binnie's Hong Kong operation has grown to include work on water and waste water projects, geotechnical projects, urban development projects, environmental services, building and building services, drainage projects and major transportation developments. Cheung says today only 10 per cent of Binnie's staff are expatriate, with a large percentage of those now permanent Hong Kong residents. He points out that ties with the UK still remain, but is quick to add that ties with the US, China, and other Asian countries are becoming more important: "We wouldn't label ourselves a British company anymore. We are a Hong Kong company serving Hong Kong and the north east Asian region including mainland China, Korea and Taiwan."

ERM Hong Kong
Paradoxically, it would seem that for some British-name firms operating in Hong Kong localisation has come about as a result of their increasing internationalisation. This phenomenon is perhaps best exemplified by Tsim Sha Tsui-based consultancy Environmental Resources Management (ERM). The firm began in London in 1971 as a small environmental consultancy called
Environmental Resources Ltd. Its first involvement with Hong Kong came in the mid-70s when it was requested by the Hong Kong government to review the local environment. By 1981, it had established an office at Star House, was officially registered in Hong Kong, and was gradually taking on an increasing number of local staff. In tandem with its growing presence in Hong Kong, ERM was also furthering its business in Europe, the Americas and other parts of the Asia-Pacific region. These developments resulted in a change in the global group structure, whereby offices began reporting to separate holding companies in their respective regions instead of back to the London headquarters. By 1994, the firm changed its name to ERM Hong Kong and, according to managing director Thomas Tang, had "ceased to be a UK subsidiary", becoming "fairly autonomous in terms of shareholding and company structure".
ERM's process of integration into Hong Kong seems therefore to have come about as a result of three major causes: First, the "naturalisation" of the firm that occurred simply because of long term exposure to the local market; second, because the company's overseas expansion necessitated changes in its administrative structure and power hierarchy; and third because, as we have seen, localisation is a necessary factor for, and result of, good business practice. In Thomas Tang's words: "We service Hong Kong clients, we are in a Hong Kong market, so we are a Hong Kong company."

Spreading the Risk
Given the examples above, the question arises of whether it is possible to speak any more of a British construction industry in Hong Kong. "Yes and no", answers Malcolm Day. No, because, as we have seen, the British companies that operate here have established themselves to the point of being local, but also because the nature of the modern construction industry in Hong Kong means that the majority of large projects involve large numbers of companies and are generally led by multi-national joint ventures: "It's normal now to spread the risk involved in projects in this manner, so I think the days of being able to speak about fully British projects, or British-dominated projects are more or less over." Day also points out that since the handover, competition in the industry is stiffer: "Before the handover, the French, the Germans, and the Americans regarded Hong Kong as off limits. That's not to say that it was. The reality is that it has always been an open market, but prior to 1997, British firms were perhaps better placed to win contracts. Now it's considered very definitely an open market, and that obviously means more competition for projects." But Day believes that Britain's presence in Hong Kong's construction
industry will remain strong, even if not quite at the same level as before. "There are still plenty of links," he says, "For example, standards used across the industry are still British standards, and a large number of Hong Kong engineers are still trained in the UK." Moreover, Day maintains that a new style of British company is now breaking into the local market. He points out that an increasing number of small "specialist" companies, particularly on the supply side, are securing footholds for the first time in the SAR. Many of these smaller firms come in on the back of big projects that involve British architects or contractors: "Foster's is a good example," says Day, "Sir Norman Foster knows what he likes, so when he's involved in building an airport terminal building for example, he'll have pretty strong views on details like door handles, window frames, and roof
fittings. A lot of British suppliers have their products specified very early on because of this type of thing." When asked for examples, he cites the Tsing Ma Bridge which, he informs AAC, is held together by nuts and bolts made in Sheffield.

Babtie BMT Harris & Sutherland chairman Dr Robert Kennard describes the firm as a Hong Kong company owned and influenced by two outside parties

Babtie BMT Harris & Sutherland has been involved in a number of landmark projects in Hong Kong including the AAT freight terminal at Chek Lap Kok (left), Citibank Plaza (right), and the Tolo Highway Scheme

Mr W J E Binnie, son of Binnie's founder Sir Alexander Binnie, pictured on a site visit to Gunong Pulai dam, Malaysia, in 1929

Gorge Dam, photographed in August 1936, was the first major project in Hong Kong undertaken by Binnie Consultants Ltd

Binnie Consultants, now Binnie Black & Veatch, has expanded its business in Hong Kong to include major transportation developments such as the Ting Kau Bridge, completed in 1998

ERM's managing director Dr Thomas Tang

Chief Executive Tung Chee Hwa launches SUSDEV 21. ERM is conducting a landmark study to help define and integrate sustainable development principles in future government planning in Hong Kong

Without Smoke, Fire Could be a Temporary Nuisance

David Ball, general manager of Colt Ventilation East Asia - Hong Kong and Singapore, examines ways of reducing fire risk in large space buildings, and at the advantages of a Performance-based Engineered smoke control solution, and its mechanical and architectural implications.

Smoke is now seen as THE major hazard when fire breaks out in a building, and its control has become an important aspect of providing life safety and building protection - not only to the services engineer, but equally to the architect in planning the design and the shape of the building.

The Hazards of Smoke and Hot Gases
The trend toward building larger volume factories and warehouses, as well as the tendency for larger amounts of people to congregate in larger spaces, such as shopping complexes, atria and stadiums, have created a need for more dependable protection systems, in order to match the risk. A fire in such large spaces can fill the building with smoke and hot gases within
minutes, which together with factors such as intense heat, complex escape routes, and the element of panic (which can spread like an epidemic), can cause those even within a few feet of safety, to fail to reach exits. For the fireman, who also has the restriction of breathing apparatus, it has become less and less possible to carry out his job, and increasingly difficult for him to survive.

Benefits of Smoke Control
In many fires, the turning point is where the fire has vented itself either by roof collapse or by explosion to release smoke and hot gases. Unfortunately however, this is almost always too late to save anything. Adequate smoke control, which includes automatic smoke ventilation can offer considerable benefits for life safety, by:
* providing improved visibility for people to escape;
* allowing more time to evacuate the building;
* assisting in lowering temperature so people can breath more easily, building materials and contents can be kept below their flash point and structural collapse can be avoided;
* assisting the fire fighters to do a better job;
* reducing water damage and the risk of explosion;
* reducing fire and smoke damage.
Other control methods consist of compartmentation where relevant, pressurisation of escape routes to maintain a safe area of refuge, and smoke curtains or channelling screens to limit the spread and expansion of the gases. All of these methods require consideration by the engineer and architect, who must make provision at the planning stage.

Principles of Smoke Prevention
Smoke ventilation consists of either natural or mechanical ventilators designed to respond early in a fire's development, by removing hot gases from pre-designed and determined-size reservoirs of smoke, at a high level. Providing the rate of smoke emission from the fire into high level reservoirs can be matched with an equivalent rate of smoke removal from the reservoir to outside, then a fixed level of clear visibility can be maintained above the heads of the people in the escape routes, giving them more time to exit the building.
The success of the system would be based on calculating the quantity of smoke from the fire and then providing adequate ventilation, the value of which would be related to the design, fire size, the risk, other fire suppression systems and a thorough knowledge of how smoke flows through the building to form a clear area of visibility.
'Prescriptive Codes' and some earlier designs generally based the requirements on providing a given number of 'air changes' or other such simple considerations such as percentages of the building floor area. Ventilation rates based on building volumes in the form of air changes or areas can be a misconception since the design does not take into account the many important factors which are fundamental to the production of the mass flow of gases and the protection of people. The result in a real fire emergency is suspect and not easily quantifiable.

Increasingly Sophisticated Approach
Smoke release as a means of fire loss protection has been practised for more than a century, and in Europe and the US the system is well proven. Scientific research into the effect of smoke release in simple buildings has been carried out world wide, and for more than 30 years in the UK at the Fire Research Station. In Asian countries such as Singapore, Malaysia and Hong Kong, the scientific approach to smoke control is well practiced and laws and codes exist.
Today, as building shapes and occupancies become more complex, it has been necessary for researchers to keep pace with increased fire risks, and for the authorities to try to establish some form of code of practice pertaining to such buildings.
However, this is not a straight forward proceedure, mainly due to the complex patterns of smoke flow in large areas. To apply rules across the board would require such wide standards that their economic impracticability would force them into disuse.
Studies carried out by research organisations allow designers to make an accurate assumption of the production of gases from a fire, and technical papers are well recognised for studies relating to large industrial buildings. From technical research relating to smoke flow in atria and shopping complexes, it is clear that each must be considered on its own merit, and by advice from specialist fire engineers.

Design Methods
For design in atria, the publication "Design approaches for smoke control in atrium buildings," BR258 is seen as a principle work of reference, whilst for shopping centres, it is BR186, "Design Principles for Smoke Ventilation in Enclosed Shopping Centres". These publications include the latest data on the flow of buoyant gases, the calculations of smoke flow, the behaviour of smoke plumes and the interaction of ventilators and sprinklers. In these papers the vast volume of smoke to be removed and the methods to overcome this problem is acknowledged.

Screens and Barriers
Limiting smoke flow and gas expansion can be achieved with careful building design and with the use of specific shaped reservoirs, down stands and channelling screens. These aspects are most definitely architectural and not matters the mechanical engineer can decide upon alone. Screens will reduce smoke spread, limit fire damage and result in the capacity of the smoke vent system being reduced to practical and manageable proportions. Heat and smoke control can be achieved either mechanically or naturally where the decision is based on technical analysis of the building situation. Additionally, the aesthetics of the smoke prevention system must fit in with the building's architectural style and finish.

Making the Right Choices
Mechanical equipment should be considered where wind pressure over the building might result in the smoke products being blown back inside, when there is likely to be cool smoke under a low roof, or when ducting is used for smoke extraction from confined areas or basements. It should be realised however that such equipment is limited to its specific capacity having an influence over a distance equal to 1-2 times the fan diameter. Fan extraction has little effect on natural air movement and its ability to "draw air" is more imaginary than real.
Powered exhaust must be operated by a separate source of electricity that will not be damaged or cut off in a fire emergency. The failure of any single component can put an end to effective operation. So too can unexpected high smoke temperatures, unless the equipment is specifically designed to cope with them.
A natural ventilation system can be more reliable and efficient and tends to adjust its capacity automatically to the fire size and the quantity of heat produced. Normally, the ventilators would be opened by a detection system, although a fusible link would act as a back-up function. Pneumatic systems that provide early opening of the equipment according to air pressure release, are commonly used. These are set off by smoke or heat detectors.
Natural ventilators can be of the louvred type or of double flap construction. Both provide, when opened, an unobstructed passage for the release of the product of combustion. Low profile vents with translucent or opaque material allow the architect to blend the smoke control equipment into the building structure whilst at the same time ensuring that the equipment is sited in exactly the correct position for effective performance. The vents, of course, can be designed to act as an architectural feature.
Because the equipment, whether mechanical or natural, may not be used for years, but will always need to be ready for an emergency, quality is important. It is recommended that only equipment suppliers with ISO9001 registration should be considered. The British Standard BS7346 has set down methods of test and performance criteria for both mechanical and
natural equipment.

Design Process Crucial
Smoke and heat control is already a science in its own right. Building service engineers who favour straight forward standards that can be used in particular applications should be warned that the subject is complex and fire is not inclined to observe any rules.
Whatever the building, the risk must be defined and the protection systems designed to save as much of the structure as possible, preserve the contents and provide for the safety of the occupants. Taking into consideration the points below, the system can be arranged to cope with the likely fire size, speed of growth, behaviour and volume of smoke, temperatures that can be expected or the escape time needed:
* an understanding of the building shape, size and air flow patterns;
* the consideration of risk, likely fire size, heat output, smoke flow patterns, escape routes and areas of protection;
* the calculation of the smoke mass flow, temperature and determination of the acceptable smoke reservoir size;
* the choice of the most suitable equipment for performance efficiency and reliability, and an understanding of architectural special needs;
* the consideration of air inlet requirements and interaction with other fire protection systems;
* the consideration of system control options.

Colt International and Colt Ventilation East Asia is a recognised company in the design of smoke control systems and in the manufacture of associated equipment. Colt have a substantial track record in Asia with design offices in Hong Kong and Singapore. Colt are represented in the Hong Kong and Mainland China by: Inchcape Engineering.

Typical smoke flow into shopping mall

Atrium with natural static smoke release units

Typical glazed natural smoke release units

Typical upward discharge powered smoke exhaust unit