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| Central Reclamation Phase III | |
|---|---|
| Name | Central Reclamation Phase III |
| Location | Victoria Harbour, Hong Kong |
| Status | Completed/Contested |
| Start | 2000s |
| Completion | 2010s |
| Area | reclaimed land, transport infrastructure |
| Cost | public expenditure, private investment |
Central Reclamation Phase III is a large-scale land reclamation and infrastructure project in Victoria Harbour, Hong Kong, linked to urban development, transport expansion, and coastal engineering. The project intersected with plans by the Hong Kong Special Administrative Region, proposals influenced by the Hong Kong Planning Department, and controversies involving environmental groups such as World Wide Fund for Nature and activists associated with Civic Exchange and Greenpeace chapters active in East Asia. It connected with transport initiatives by the MTR Corporation, road realignments associated with the Cross-Harbour Tunnel, and planning frameworks from the Harbourfront Commission and the Legislative Council of Hong Kong.
The background involved competing agendas from the Urban Council, the Hong Kong Housing Authority, the Transport Department (Hong Kong), and private developers including Sun Hung Kai Properties and Sino Land Company Limited, each citing precedents like the Central Reclamation Phase I and projects near West Kowloon Cultural District and Kai Tak Development. Early planning referenced statutory frameworks such as the Protection of the Harbour Ordinance debated in the Court of Final Appeal and scrutinized by commissioners from the Harbourfront Commission and members of the Legislative Council of Hong Kong committees. Environmental assessments were guided by consultants linked to firms that had worked on Chek Lap Kok Airport and studies referencing incidents like the 1998 Asian financial crisis which affected fiscal planning.
The scope included reclamation of waterfront at Wan Chai and Causeway Bay to create land for a six-lane road, public open space, and MTR-related infrastructure, drawing comparisons to the layout of Admiralty (Hong Kong) transport hubs and the Central–Wan Chai Bypass concept. Design elements referenced civil engineering techniques used in projects such as the Tsing Ma Bridge and durable materials specified by standards similar to those in the International Organization for Standardization. Architects and urban designers with links to practices that have worked on Victoria Dockside and International Finance Centre contributed to masterplans; landscape components were compared to schemes at Kowloon Bay and West Kowloon Terminus.
Construction proceeded in stages coordinated by contractors experienced with marine works like those on the Airport Core Programme and employed dredging methods similar to projects at Cheung Chau and Lantau Link. Phases encompassed sea defenses, seawall erection, piling, and land formation, with contract awards often involving conglomerates such as China State Construction Engineering and local firms akin to Gammon Construction. Associated works tied into transport builds by the Mass Transit Railway and roadworks under the aegis of the Highways Department (Hong Kong), staged to minimize disruption to ferry services like those operated by Star Ferry.
Environmental impact statements addressed concerns raised by WWF Hong Kong, local chapters of Friends of the Earth, and academics from institutions such as The University of Hong Kong and The Chinese University of Hong Kong. Impacts on marine ecology included loss of water area affecting fisheries near Aberdeen Channel and habitats for species studied by researchers linked to the Agriculture, Fisheries and Conservation Department (Hong Kong). Mitigation measures proposed included artificial seawalls, sediment control used in projects like Tai O remediation, and creation of compensatory open space informed by precedents at Kowloon Park and Hong Kong Park.
Socioeconomic analyses by consultants tied to firms that have advised on Hong Kong Monetary Authority policy and urban redevelopment projects evaluated displacement effects on small businesses in Wan Chai and alterations to tourism flows involving attractions like Golden Bauhinia Square and hotels such as The Excelsior (Hong Kong). Compensation frameworks referenced ordinances and practices applied in redevelopments like those in Tin Shui Wai and relocation support similar to arrangements after works around Mong Kok. Proponents cited anticipated benefits for commercial districts comparable to gains seen near IFC Mall and Harbour City.
Governance involved coordination among the Civil Engineering and Development Department, the Transport and Housing Bureau (Hong Kong), and oversight from panels of the Legislative Council of Hong Kong with funding drawn from public coffers and projected private contributions as in partnerships like those for West Kowloon Cultural District Authority ventures. Timelines referenced milestone approvals by the Town Planning Board and contract awards following procurement standards observed in projects such as the Tseung Kwan O Line extensions, with contingency planning influenced by macroeconomic events including references to the 2008 global financial crisis.
Controversies paralleled disputes seen in cases like the Protection of the Harbour Ordinance challenges and public campaigns reminiscent of protests over the West Kowloon Cultural District and debates involving NGOs such as Conservation International affiliates. Public response included legal actions submitted to courts including the Court of First Instance, petitions to the Chief Executive of Hong Kong, and mobilization by civic groups similar to Society for Protection of the Harbour and student organizations from Hong Kong University Students' Union. Media coverage by outlets such as South China Morning Post, Radio Television Hong Kong, and international press like The New York Times amplified scrutiny and influenced subsequent policy reviews.
Category:Land reclamation in Hong Kong