UNIVERSITY OF HONG KONG LIBRARY. Hong Kong Collection. 61 ft from Information and Public Relations Unit, Lands & Works Dept., Goverrment Secretariat

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2 UNIVERSITY OF HONG KONG LIBRARY Hong Kong Collection 61 ft from Information and Public Relations Unit, Lands & Works Dept., Goverrment Secretariat

3 Strategic Planning Unit Land* & Works Branch PORT AND AIRPORT DEVELOPMENT STRATEGY

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5 PORT & AIRPORT DEVELOPMENT STRATEGY (PADS) BACKGROUND NOTES Introduction 1. In order to sustain and promote economic growth in Hong Kong (and also taking account of trends in South China), it will be essential for the territory to plan for the expansion of port facilities and to ensure that airport facilities remain adequate to meet demand. Given the magnitude of the investment likely to be required and the implications concerning strategic development, it is essential that studies be coordinated to produce a comprehensive long term Port and Airport Development Strategy (PADS). Trade of the Port 2. In 1987 about 47.7 million tonnes of commercial cargo were discharged and 22.9 million tonnes loaded in Hong Kong (Table 1). These figures are, respectively, 2.7 times and 3.8 times greater than those for 1976 (Fig. 1). Ocean going cargo traffic occupies an important role in Hong Kong's trade (see Table 1). In 1987, the inward flow of cargo from ocean vessels amounted to 41.5 million tonnes, comprising mainly bulky goods like coal, petroleum products, cement, basic metals and primary materials such as timber, stone and sand. The outward flow of local cargo in 1987 amounted to 19.6 million tonnes, comprising a wide range of manufactured goods, 3. There has been a tremendous growth in river trade during the last ten years; its share of total cargo discharged rose from 9% in 1976 to 13% in 1987 and of total cargo loaded from 3% to 14% over the same period* This reflects the growing importance of Hong Kong's trade with South China* 4. Total trade of the port is forecast o increase

6 steadily, reaching possibly 138 million tonnes by 1996 and 205 million tonnes by the turn of the century. 5. In 1987, containers totalling 3.45 million Twenty-fisot Equivalent Units (TEUs) were handled in Hong Kong of which 76% were handled at the Kwai Chung Container (Table 3). The volume of containers handled at Kwai Chung has grown steadily over the last ten years, increasing from 1,0 million TEUs in 1976 to 2,61 million TEUs in The volume is forecast to double by 1996 and triple by Another important trend has been susbstantial increases since 1980 in the number of passengers travelling by sea, particularly between Hong Kong and China (Table 2). Growth in China Trade through Hong Kong 1. Ambitious plans are being implemented for the expansion of port facilities along China's eastern sea board. Certain ports will be expanded as 'hubs 1 whilst others will be improved to develop regional economic growth. In parallel, considerable efforts will continue to be directed at improving and extending the railway system. 8. Hong Kong will also need to further expand its own port facilities both to sustain and promote the territory's economic growth and to serve as a major entrepot for China, Regarding Hong Kong's entrepot functions, the following points are to be

7 (a) the Hong Kong-China trade accounts for about one quarter of the territory's total visible trade in money terms; (b) in 1986 the Hong Kong-China trade corresponded roughly to 21% of China's total visible trade; (c) the transhipment cargo to/from China accounts for at least 25% of total transhipment via Hong Kong; (d) since 1978, about one quarter of the increase in China's visible trade in recent years has been accounted for by increases in the Hong Kong-China trade which has grown at about 40% p.a. in money terms; (e) in tonnage terms, about: 90% of all Hong Kong cargo, including transhipment, is carried by water-borne transport. Of the Hong Kong-China cargo, about two thirds is carried by water-borne transport and one third by land; and (f) the Hong Kong-China trade now accounts for about 86% of all river cargo handled by the port. 9. The future growth of Hong Kong-China water-borne trade and transhipment will have implications on future demand for cargo working areas and mid-stream buoys, as these are respectively the main port facilities used by the river vessels and ocean-going ships carrying China cargoes. Since the establishment of the first PCWA in 1975, increasing fleets of the Pearl River traffic have been utilizing the port's

8 4 facilities, especially those at western Hong Kong Island and along the Yau Ma Tei-Sham Shui Po-Cheung Sha Wan seafront. Prior to that, the cargo-handling and wholesaling activities at the prayas of Western District and Kennedy Town already have strong traditional connections with the Pearl River trade. More recently, certain sites on West Tsing Yi, previously used for ship repairing, are being adapted to handle Pearl River cargoes. 10. There is a possible long term trend towards containerisation of China's cargoes with implications on demand for port facilities in Hong Kong. In the medium term, a significant increase in containerised cargoes for transhipment could be carried to or from Hong Kong by train, thus favouring the current KCRC' s proposals for expansion of the Hung Horn freight terminal. In the longer term, there may be justification for the provision of a KCRC frieght line from Tai Wai (Sha Tin) to Kwai Chung. In addition, the containerisation of river trade cargoes may affect the cargo-working efficiency at the existing and proposed PCWA's, public waterfronts, and other special cargo handling facilities (e.g. private wharves). Consequently, there may be greater needs for special types of port facilities with container handling equipment, e.g. private bulk cargo terminals. Special Port Facilities 11. In recent years, there has been an upsurge in demand for the provision of deep water sites in Hong Kong for various special bulk cargo and processing facilities including such,uses as the handling of urea and potash, extensions to oil storage installations, an ABS resin plant and a chemical tank farm. The development of such facilities recognises the considerable scale of potential demand in the wider region. However, opportunities for providing suitable sites in Hong Kong in the short term are very limited. For the longer term, however, there may be scope for the provision of facilities in the West Harbour, Junk Bay and/or the reclamation of sites between Tap Shek Kbk and Black Point (West Tuen Mun) subject to overcoming, the navigational constraints of the Ma Wan Channel*

9 Air Services Demand 12. Hong Kong International Airport at Kai Tak now generates more international passenger traffic than any other airport in Asia. Hong Kong has enjoyed a continuous record of passenger growth over the past 12 year period, even in times when the rest of the world was suffering traffic decline due to recessionary conditions. In 1987, total terminal passenger throughput is expected to be more than 12,3 million (14 rail lion if transit passengers are included). Cargo growth has also been dynamic with uninterrupted increases since 1975 culminating, in a 4-fold expansion to more than 600,000 metric tonnes in 1387, This places Kai Tak among the world leaders in cargo volume. Aircraft movements have increased modestly as a result of increasing aircraft size and load factors. Due to the relatively long-haul nature of Hong Kong's markets, most of the fleet serving Kai Tak International Airport consist of wide-bodied aircraft. As a result, the average aircraft size is the largest of any airport in the world. Tables 4, 5 and 6 set out relevant statistics over the period A consultancy study now being undertaken under the management of the Director of Civil Aviation indicates that the outlook for Hong Kong's future remains optimistic, even though there may be short downturns of economic growth. forecasts reflect strong continuing traffic growth Unconstrained Hong Kong's primary markets are seen to remain basically unchanged for some years ahead. Some of these markets, such as Japan, the United States, Canada, and West Germany - countries with large affluent populations '- can be expected to continue to find Hong Kong attractive. Other nations in the Asian region are undergoing profound socio-economic changes, which could stimulate travel to other countries. Hong Kong residents may also be expected, to... ' ' ' ' '.. ' <* ' ' ' ' ' ' ' sustain a high demand for international travel«the consultants foresee that total passenger traffic at Hong Kong

10 International Airport has the unconstrained propensity to increase at an average annual growth rate of 5.7% up to Cargo has the propensity to increase at an average annual rate of 6.5%. Finally, total civil international aircraft movements could increase at an average annual rate of 5*6%.j Previous Related Studies 14. Previous major studies relating to strategic planning.issues comprise : (a) Replacement Airport Studies which were undertaken in the late 1970s and early 1980s to establish the feasibility of constructing a new airport at Chek Lap Kok. These studies reached an advanced stage but were held in abeyance in 1983, largely as a consequence of the then prevailing financial situation. (b) The Territory Development Strategy (TDS) completed in 1984 and updated in 1986, The TDS provides a land use-transport framework for development initially over the medium term. It provides for urban growth on major reclamations around Victoria harbour, the upgrading and extension of principal transport links, the development of additional container terminals at Kwai Chung and the continued use of Kai Tak airport to its full practical capacity. Work is now proceeding towards the implementation of various TDS projects', ' including the development of Container Terminals 6 and 7 and the preparation of detailed planning/engineering feasibility studies for the Wanchai - Central, Green Island and West Kowloon Reclamations. A study is also well

11 advanced with regard to identifying a firm alignment for Route 'X* to provide a link between the North West New Territories and the Shenzhen Special Economic Zone on the one hand and the Kwai Chung container port and the metropolitan area on the other. Another feasibility study is proceeding to investigate the provision of a freight rail link between Shatin and the.kwai Chung Container Port. In parallel, plans ara being formulated for -the expansion of the KCRC freight terminal at Hung Horn Bay.? (c) The Port Development Strategy (POS) being an 'in house* study completed in 1336 to provide a framework for the long term development up to 2001 of container terminals at additional provision of mid stream buoys and the development of other port facilities. However, the PDS was the product of a "desk top" study involving no engineering feasibility investigations. (d) The Western Harbour-Lantau Strategic Development Plan produced in November 1986 by a consortium led by Hopewell Holdings Ltd. The consortium presented a number of alternative but conceptually similar proposals which provide for :- (i) a major expansion of deep water terminal facilities in the western harbour; (ii) a replacement airport at either Chek Lap Kok, North Lantau or on reclamation in the West Lamma Channel;

12 (iii) a new trunk highway from Hong Kong Island'west connecting with Route "X* to provide access to/from the Shenzhen Special Economic Zone; and (iv) the development of new infrastructure facilities (especially the airport) on a 1 turn, key ' basis. However, it has so far not: been possible to reach any substantive conclusions on the Hopewell proposals because of the lack of a comprehensive picture of the many issues involved. The PADS Study 15, From the above, it will be seen that there has been a progression of important studies which, in the light of currently forecast trends, now need to be brought together and carried forward to produce a long term, comprehensive Port and Airport Development Strategy (PADS). This study will need to : (a) review demands for the long term provision of new port and airport facilities together with associated transport infrastructure and urban development; (b) identify and evaluate a range of viable development options taking account of the studies noted above; and c) produce recommended alternative courses of action and outline programme of works which should be versatile so as to be able to accommodate changes in the quantity and composition of future demands.

13 16. The general approach to the study is outlined by Fig. 2. In broad terms, two scenarios will be examined, namely : (a) Port expansion with Kai Tak international airport retained; (b) Port expansion with Kai Tak international airport relocated early (2001) or late (2011) to either Chek Lap Kok or East Lantau. 17. The study, which will take 22 months to complete, will initially involve the formulation of several broad options under each scenario. The options will be 'coarse screened' to produce a more limited number of Preferred Strategies. These, in turn, will be evaluated to produce five alternative Recommended Strategies, assessment of which will provide a basis for a submission to the Executive Council in early 1990, During the course of the study, an early view will need to be taken on the siting of Container Terminals 8 and 9 so as to keep apace with the rapidly escalating container trade. 18. The study is to be undertaken by the consultants Mott, Hay & Anderson (Hong Kong) Ltd. in association with Shankland Cox. Various specialist sub consultants will also be engaged. 19. by the Secretary for Lands & Works will deal with high level policy matters and will keep related studies under review. An interdepartmental Steering Group, chaired by the Deputy Secretary/Lands & Works (1), will deal with more detailed procedural matters. Technical matters relating to specific issues will be handled by Working Groups. The Director of Civil Aviation will manage three airport related studies from which data will be fed into the PADS study. These studies cover :

14 10 (a) a review of the future capacity of Kai Tak International Airport; (b) the updating of data produced in connection with a replacement airport at Chek Lap Kok; and (c) investigations into an alternative replacement airport at East Lantau. 20. A final decision on the most appropriate strategy to follow will have to give due regard to likely financial and economic implications. In that context, it will be important to identify the potential for involvement by the private sector. Strategic Planning Unit Lands & Works Branch February 1988

15 Table 1 Cexnsnercial Cargo Carried by (in Tonne) Vessels Cargo Discharged Cargo Loaded Year Ocean-going Vessels I?d ver Vessels Total Ocean-going Vessels River Vessels Total / n /* OZ.D /* U S C S ijl C S T> <~ J G rr«n _ U* ID : o O -> ">ft w CIO C <~ n rt O-*k> ") r»n «~ O S5 35 G G G * ' * *1X» J5 9C or; r> v.*-/ %-» *~l r; / 6C G &*<u 372 T -t r? * ^L* Source : Hong Kong ronthly Digest of Statistics/ C&SI

16 Table 2 Sea Transport \ t '.' '-^tv Pas: 3cncjcr Arrivals Passenger Departures Year Ocean-going Vessels 21,188 21,585 22,531 Macao Ferry Tormina Is 3, 357,849 3,662,773 4,058,512 China Ferry Terminals 156, , ,780 Ocean-going Vessels 14,205 14,763 20,415 Macao Ferry Terminals 3,369,818 3,697,581 4,071,723 China Feffy TerminalSJ 2 4 7, '307>:044lf 510, ,722 4,155, ,229 24,199 4,112, ,49? ,758 4,437, ,244 25,762 4,386, ,621 L985 25,489 4,665, ,873 26,680 4,593,995 1,2 9 2, 4 5; L986 25,892 4,730, ,236 28,042 4,651,680 l,407,12l;f L987 39,172 5,649,617 1,139,984 39,561 5,542,001 1, 6 6 1,0 03 Source i Hong Kong Monthly Digest of Statistics, C&SD

17 Table 3 Containers Carried by Ocean-going Vessels (Million TEU's) Year Handled in Kwai Chung Terrainals Others Total I O.S Source Hong Kong Monthly Digest of Statistics, C&SD

18 Table 4. of Passengers Handled (Air Traffic) (Thousand) (provisional) 4,415 4,899 5,590 6, 23G 6,813 3,213 8,548 8,S5D 9,539 9,856 13,510 12,713 Source : Statistics Section of Civil Aviation Department (CAD)

19 Table 5 Number of Planes' Handled Arrivals Departures Total G S (prov isional ) Source Hong Kong Annual Digest of Statistics, C&SB

20 Table 6 Tonnesof Cargo Handled-by Air (Tonne) Import Export Total S 'J 29C * «L. J vj ««/ ? Q S4 44S C 1937 (prov isional ) CCC Source : Hong Kong Annual Digest of Statistics and Hong Kong llonthly Digest of Statistics, CSSD

21 60 - LEGEND CARGO DISCHARGED BY RIVER VESSEL 1 CARGO DISCHARGED BY OCEAN-GOING VESSEL 50 - CARGO LOADED BY RIVER VESSEL CARGO LOADED BY OCEAN-GOING VESSEL 40 -i CO ULJ I 30 H o o: < o 20 H 10 H fflbs YEAR YEAR COMMERCIAL CARGO CARRIED BY VESSELS SOURCE: H.K. MONTHLY DIGEST OF STATISTICS 0

22 SCENARIO B (81) PORT EXPANSION * NEW AIRPORT AT CHEK LAP KOK OPTIONS ASSUMING EARLY / LATE RELOCATION OF KAI TAK RECOMMENDED STRATEGIES FOR EARLY & LATE RELOCATION OF KAI TAK INITIAL OPTIONS PREFERRED OPTIONS (B2) PORT EXPANSION + NEW AIRPORT AT EAST LANTAU DECISIOf BY EXC( / OPTIONS ASSUMING EARLY / LATE RELOCATION OF KAI TAK EARLY & LATE DATES FOR RELOCATED AIRPORT CONTAINER TERMINALS 8 &9 SCENARIO A INITIAL OPTIONS PREFERRED OPTIONS PORT EXPANSION * KAI TAK RETAINED COARSE SCREENING CONCEPTUAL PROCESS FOR FORMULATION OF PORH &._ AIRPJ)RI_IlOiLQEMENLSTRATEGY

23 FURTHER PROVISION NEEDS TO BE MADE FOR PUBLIC CARGO WORKING AREAS AND TYPHOON SHELTERS

24 THERE ARE GROWING DEMANDS FOR ADDITIONAL DEEP WATERFRONT SITES FOR VARIOUS PORT RELATED INDUSTRIES

25 KWAI CHUNG CONTAINER PORT - OPERATING AT FULL CAPACITY

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