SUSTAINABLE CITYHONG KONG5E (2012-2013)

Lok Ma Chau Loop i(LMCL) s located in the north-ern part of Hong Kong next to the Lok Ma Chau MTR station with an area of about 87 hectares large. It is located at the lower course of Shenzhen River which is a low land and it is just about 200 metres apart from the boundary of Hong Kong. There are predominantly flat land with grass and shrubs on it, surrounded by wetland (the Mai Po Nature Reserve (the Ramsar Site), woodland, vil-lage settlements, agricultural land and fishponds.

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LOK MA CHAU LOOP

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The two cities agreed in 2008 to develop the area into a higher education and high-tech research and development (R&D) hub. The loop is to be complemented with cultural and creative indus-tries. The entire project is expected to cost HK$10 billion. Once completed, it will provide 29,000 jobs.

The loop is expected to complement the development of Huang-gang Port and Futian Port in Shenzhen, and the Kwu Tung North New Development Area. Surrounding villages will also benefit by providing commercial, community and ancillary facilities for the LMCL in Hong Kong.

The 720,000-square-meter area for education could accommo-date a school slightly bigger than the University of Hong Kong (HKU). HKU welcomed the government's announcement, saying it has submitted a proposal to the government indicating an inter-est to establish a campus in the loop, as an extension of the exist-ing one. HKU is awaiting the decision of the government. The spokesman added that any recommendation on campus expan-sion would be helpful for fostering further scientific research at the university.

THE PROPOSED DEVELOPMENT PLAN

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Firstly, LMCL can favour Shenzhen-HK to have a closer co-operation. It lies in close proximity to Shenzhen, which can help to strengthen its links with the Mainland to increase the R&D ca-pacity.

Secondly, LMCL has extensive space for the expansion. As we can see, there are fishponds nearby and undeveloped land. It also consists of flat land mainly, which allows more educational and R&D facilities to be built.

Thirdly, LMCL can enjoy the high accessibility. As shown on the map on P.2, there are several transport networks available, for example San Sham Road and Lok Ma Chau Spur Line. Hence, it expands a larger market for the technology.

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FAVOURABLE CONDITIONS FOR THE DEVELOPMENT OF EDUCATION AND R&D FACILITIES IN LMCL

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IS LMCL AN EXAMPLE OF SUSTAINABLE DEVELOPMENT?

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Sustainable Not sustainable

Economic

- to provide job opportunities, e.g. 29,000 jobs are provided in higher education, high-tech research and development hub, cultural and creative industries

- high cost of investment, e.g. the entire project is expected to cost HK$10 billion

- to complement the development of Huanggang Port and Futian Port in Shenzhen, and the Kwu Tung North New Development Area.

- long-term investment is required and profits are difficult to estimate

- to foster closer economic cooperation with Mainland and the Pan-PRD area

Social- to foster elites in higher education and creative industries

- land resumption is inevitable to provide sufficient linkage with urban area

- to provide more educational opportunities for students in HK and Mainland

- receive strong opposition from local residents and environmental groups

- to develop Hong Kong as the hub of higher education and high-tech R&D centre

Environmental- an ecological zone would serve as the reedbed compensation area

- dredging of Shum Chun River may expose highly-contaminated mud which may cause huge environmental destruction in the lower course in Mai Po

- existing bird flight lines would be preserved as well as corridors for terrestrial animals

- destruction of natural habitats for wildlife and migratory birds

- destruction of nearby fish ponds and woodland may lead to the reduction of biodiversity

Kai Tak Cruise Terminal will open in mid-2013, pro-viding a gateway to Hong Kong, and from Hong Kong to Asia.

The cruise terminal will provide efficient services for embarking and disembarking cruise passen-gers, and enjoyable rooftop garden and dining ex-periences for locals and visitors alike.

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KAI TAK CRUISE TERMINAL

The size of the current Ocean Terminal is small. It provides a few berthing spaces for the cruises. How-ever, it is expected that the Asia-Pacific region is an emerging market in the cruise industry, with enor-mous growth potential. The existing supply of the cruise berthing facilities is not sufficient to meet the growing demand. So the development of the new terminal facilities is important for Hong Kong to cap-ture the growth of the cruise industry in the Asia-Pacific region. The new terminal can also handle large cruise lines with big new ships such as Royal Caribbean. Besides, as a Special Administrative Region of China, Hong Kong can sustain its development as a regional cruise hub, serving as a stepping stone to Mainland tourism.

Conversely, there is a large vacant land on the old runway which provides abundant space for further development. The long runway with a length of 2800 m bordering the sea provides sufficient space for the berthing of cruises. Actually, it is the only site within Victoria Harbour with the capability to provide two or more alongside berths without reclamation.

Secondly, the deep sea provides an ideal site for the berthing of large vessels. The submarine contour lines show the depth to be 5 to 10 m.

Thirdly, as it is located in the spacious part of Kowloon Bay, it provides a sheltered bay for navigation.

Fourthly, there are proposed transport links with existing road and highway network which provide high accessibility to tourists. For example, an electrified monorail system will be built to connect the cruise terminal to Kwun Tong and Kowloon Bay MTR Stations. The major transport corridors surrounding the site include Prince Edward Road East on the north and Kwun Tong Bypass on the east. Therefore, it has proximity to major urban areas like Kwun Tong, Kowloon Bay and Kowloon City. The driving dis-tance between the cruise terminal and the CBD is only 10 minutes.

LOCATIONAL ADVANTAGES AND DISADVANTAGES

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Last but not least, cruise terminal is only part of the comprehen-sive planning in Kai Tak Development. There are other major plans of development in the old Kai Tak Airport such as govern-ment, institution and community facilities, residential and commer-cial areas and an extensive open space network. For government, institution and community facilities, there are hospital, metro Park, multi-purpose stadium complex and district cooling systems. For residential area, Public Rental Housing is built. For commercial ar-eas, there are tourism nodes of cruise terminal. Finally Trunk Road T2 and Shatin-to-Central Link (Tai Wai to Hung Hom Section) are built for transport network. All these provide useful supporting services and facilities for the future cruise terminal.

KAI TAK CRUISE TERMINAL

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Due to the KTD the government will put more resources to the sur-rounding areas in transportation, tourism and commercial. More transportation land use would be found as a new cruise terminal and the Shatin to Central Link are built which to increase the ac-cessibility. Besides, there will be more commercial land use in Kwun Tong and Kowloon as the increase of accessibility attract more investors to start their business there. As Kowloon and Kwun Tong are the transshipment station, rest area and accom-modation centre of the passengers, more hotels will be con-structed. In addition, there will be more large-scale recreation area to the tourist and general public such as the Metro Park and the Multi-purpose Stadium Complex.

IMPACT ON LAND USE PATTERN IN EAST KOWLOON

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IS THE CRUISE TERMINAL AN EXAMPLE OF SUSTAINABLE DEVELOPMENT?

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Sustainable Not sustainable

Economic - to increase job opportunities- higher land rent may increase the operating cost of business

- to increase flow of customers so as to increase the business opportunities of the nearby shops

- long-term investment is required and profits are difficult to estimate

- to attract more tourists

Social- to improve community facilities, e.g. Metro Park, multi-purpose stadium complex and hospitals

- increase the traffic flow in east Kowloon

- to provide more open space and green areas so as to increase people’s quality of life and reduce air pollution- to keep the collective memories, e.g. preservation of Lung Tsun Stone Bridge- to increase land supply for housing the increasing population

Environmental- more green areas to improve air quality- lower building height to improve wind circulation

- to preserve the harbour resources - it does not require any reclamation

According to the government planning, the new run-way should be located north of, and parallel to, the existing two runways in Chek Lap Kok.

About 650 hectares of land to the north of the exist-ing airport island has to be reclaimed. Then, a third runway, dual parallel taxiway and connecting taxi-ways to the passenger concourses and apron areas will be built. A 58 new passenger aircraft parking stands and new passenger concourses for the third runway will be constructed.

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THIRD RUNWAY

Hong Kong Ideas Centre under the Hong Kong Airport Focus Group research report pointed out that the airport's two existing runways usage has reached 93%, even if the measures taken to improve passenger and cargo capacity, can only hold 2016, 2017 runway would will be saturated.

With a third runway, Hong Kong International Airport (HKIA) would be able to handle 102 air traffic movements (ATMs, also known as flight movements) per hour, or a practical maximum an-nual capacity of about 620,000 ATMs. This means HKIA could ac-commodate its forecast demand up to 2030 and possibly be-yond, giving a substantial boost to Hong Kong’s economy and securing the airport’s status as one of the world’s most important aviation hubs.

REASONS FOR A THIRD RUNWAY

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Business sector

The Chamber of commerce/businessmen agreed to build the third runway of Chek Lap Kok Air-port. They think that is can be beneficial to the foreign trade, tourism and logistics industries of Hong Kong as this can increase the competitive-ness of Hong Kong and consolidate the status of International Airport. Also, they think the third run-way of Chek Lap Kok Airport can increase the job opportunities and attract more foreign airlines to join which can increase the status of Hong Kong Airport.

Government

The Government thinks that this project can boost up the growth of an engine. Hong Kong In-ternational Airport (HKIA) is much more than just a piece of transport infrastructure. It is an interna-tional aviation hub that creates enormous eco-nomic value for Hong Kong. The economic contri-bution generated by Hong Kong's aviation indus-try in 2008 was HK$78 billion in value added*, corresponding to 4.6% of Hong Kong's gross do-mestic product (GDP). By facilitating the flow of people and goods, HKIA actively supports the four pillars of Hong Kong's economy: financial services, trading and logistics, tourism, and pro-ducer and professional services, which together accounted for 57% of Hong Kong's GDP in 2008.

Environmental groups

They think that this reclamation programme will destroy the habitats of the dolphins as water pol-lution exists. Also, they will be affected by the wa-ter pollution which sludge disposal cannot help much as the problem cannot be controlled. The polluted water will affect the health of dolphins and also affect the food chain of the dolphins. Therefore, the environmental groups do not agree with the progrmme of the third runway of the airport of Hong Kong.

VARIOUS VIEWPOINTS OF DIFFERENT STAKEHOLDERS

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Air connectivity - the number of destinations served and the frequency of flights along each of the routes - is essential for Hong Kong to maintain its competitiveness as a world city. Today, international businesses tend to cluster around the aviation hubs with extensive connectivity. Hong Kong Interna-tional Airport is the lynchpin of Hong Kong's global connectivity. Our hub airport facilitates an efficient and convenient flow of people and goods, which is of paramount importance to Hong Kong's role as Asia's financial centre as well as its pillar industries of financial services, trading and logistics, tour-ism, and producer and professional services.

These traffic forecasts have taken into consideration factors such as cross-strait direct flights and the growth of high-speed rail. Traffic forecasts from both Boeing and Airbus also indicate that over the next 20 years, global passenger and cargo traffic will grow at around 5% a year. Asia Pacific - driven by the Mainland - will see even higher growth of about 6%.

Though those data, we can see that construction of the third runway can coincide with the principles of sustainable development.

First, the economic aspect. The Hong Kong International Airport (HKIA) is much more than just a piece of transport infrastructure. It is an international aviation hub that creates enormous economic value for Hong Kong. If building the third runway, the transportation of goods and tourists can be in-creased. It bring a lot of money to hong kong. Also, it can bring a lot of employments to Hong Kong.

Second, the social aspect. Building the third runway in HKIA is one of the capital construction. It can benefits to HK citizens when they traval to other place.

Third, the Ecological aspect. Though those data. We can see building the third runway will not de-crease the air quality in HK.

In the conclusion, we think that building of the third runway can coincide with the principles of sustain-able development as it does not have a large damage to the ecological but can bring a lt of econom-ics benefits to HK.

IS THE CONSTRUCTION OF THE THIRD RUNWAY IN LINE WITH THE PRINCIPLES OF SUSTAINABLE DEVELOPMENT?

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South Island Line (East), or SIL in short, is a railway by MTRC that connects the northern and southern part of Hong Kong Island. Its construction started in May of 2011, and is expected to last until year 2015. The line has a length of 7 km and stations in-clude: Admiralty, Ocean Park, Wong Chuk Hang, Lei Tung and South Horizons. Admiralty will be an interchange station with existing MTR lines and the future Shatin to Central Link. The route of another part, the western part, is still under planning.

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SOUTH ISLAND LINE

Southern District provides limited job & education opportunities, shopping malls and recreational facilities to its residents. In order to satisfy residents’ needs, they need to access other districts, such as Central and Western District as well as Wan Chai District. This generates huge inbound and out-bound traffic flow.

The district relies on Aberdeen Tunnel and Pok Fu Lam Road for such con-nection. However, both of them are often congested. The winding and nar-row Pok Fu Lam Road often causes traffic congestion for both inbound and outbound traffic. The situation is worsened by the congestion at Canal Road Flyover and Wong Nai Chong Gap Flyover during peak hours that stops the traffic from the tunnel.

Ap Lei Chau, in addition, solely relies on Ap Lei Chau Bridge for external traffic with exception of kai-to. In an unfortunate event that the bridge breaks, the island would immediate lose road connection with Wong Chuk Hang.

WHAT ARE THE CURRENT TRANSPORT PROBLEMS IN SOUTHERN DISTRICT?

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INCREASE OF COMMERCIAL LAND USES AND DECREASE OF INDUS-TRIAL LAND USES

Currently, Wong Chuk Hang consists of mainly industrial land uses and residential land uses. The in-dustrial buildings are mainly along the Wong Chuk Hang Road nowadays. However, it is expected to be renewed as a commercial district due to various favorable factors, including: large number of cheap land available (by converting industrial buildings), direct connection to railway, accessible loca-tion (6 minutes away from CBD), being a developed town with manpower available. Examples of such land use may include office buildings, shopping malls, hotels, etc. There will be a possibility that Wong Chuk Hang may become a business centre due to increase of commercial land uses in coming years.

INCREASE OF RESIDENTIAL LAND USES AND INSTITUTIONAL LAND USES

Residential superstructures will be built along the line, most notably 4700 flats provided at Wong Chuk Hang Station. Despite the development by MTRC, it is also expected that different developers will also convert existing industrial buildings into residential houses as accessibility is highly increased. In-crease of residential land uses pushes the development of institutional land uses.

INCREASE OF TRANSPORT LAND USES

In addition to the four new stations built, several transportation structures will be built. These include: Public Transport Interchange (PTI) at Wong Chuk Hang Station, widening and straightening of different roads, covered footbridge and footpath at different places. The increased accessibility allows distant residents, especially Ap Lei Chau Estate, to access the line more easily.

INCREASE OF RECREATIONAL LAND USES

In order to compensate the disruption made to residents, MTRC will build numerous new open spaces and green parks to the public. This includes: overlaying part of the new extension of Admiralty Station at Harcourt Garden, the nullah adjacent to Wong Chuk Hang Station Station and underneath the via-duct.

WHAT ARE THE POSSIBLE LAND USE CHANGES AFTER THE OPENING OF SOUTH ISLAND LINE?

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As defined by Brundtland Commission, sustainable development means "development that meets the needs of the present without compromising the ability of future generations to meet their own needs." Common perspectives include: economy, environment, and society.

There are increases in four main types of land uses, which will allow the community to develop sus-tainably as a self-contained town.

Economic:

Availability of job provides income to residents. Economic restructuring can be carried out when the accessibility is higher. Also, tourism in southern district will also benefit. As the land of the southern district hasn’t been all developed, if the accessibility is higher, a large piece of land can be devel-oped well. Private housing estate may construct to boost the hosing price, as the housing estate may own a sea view.

Social:

The renewed town brings residents with better living standard. Residents can live, work and study right in the town without the need to travel. Commercial services such as banking and community fa-cilities are provided due to increased commercial land use. At the same time, population redistribu-tion is made possible to reduce urban population pressure and problems. Links to main urban areas are developed so urbanization is facilitated. Adequate parking facilitates and straightened/widened roads reduce traffic congestions to minimum. Land use conflicts are reduced due to better planning, such as separation of residential and industrial land uses.

Environment:

Better living environment brought by increased recreational areas and open spaces. Also, there will be more trees planted around the area. It is expected that the air will be cleaner in Wong Chuk Hang. The MTRC said that there would be a green belt along the depot façade. There will also be a shaded walking environment for pedestrians. The new trees and shrubs planted in the areas beneath the via-duct will provide a pleasant open space/plaza along the nullah for the use of the local community for rest and recreational purposes. This is considered a positive addition to the Wong Chuk Hang area.

CAN SOUTH ISLAND LINE COINCIDE WITH THE PRINCIPLES OF SUSTAINABLE DEVELOPMENT?

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The Central - Wan Chai Bypass and Island Eastern Corri-dor Link under construction forms part of an east-west strategic route along the northern shore of Hong Kong Is-land, which serves to alleviate the traffic congestion along the existing Gloucester Road - Harcourt Road - Connaught Road Central corridor.

The Central - Wan Chai Bypass and Island Eastern Corri-dor Link is a 4.5 km long dual three-lane trunk road with a 3.7 km long tunnel. It will link up the Rumsey Street Flyo-ver at Central with the Island Eastern Corridor at North Point near City Garden.

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CENTRAL-WAN CHAI BYPASS

Traffic congestion along the Connaught Road Central/Harcourt Road/Gloucester Road Corridor (the Corridor) at present is not limited to just the few rush hours experienced by other busy roads in Hong Kong. Gridlocks are not uncommon at most times of the day, especially when there is a minor traffic ac-cident along the Corridor.

Vehicles commuting between the western part and the eastern part of the Hong Kong Island along its northern shore have to make use of the Corridor. CWB will divert such through traffic away from the Central Business District (CBD), cater for the anticipated traffic growth and alleviate congestion on the Corridor and the existing local road networks in the area.

Gridlock: A traffic jam in which no vehicular movement is possible, especially one caused by the blockage of key intersections within a grid of streets.

WHY IS CWB NECESSARY?

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Sustainable Development in Hong Kong bal-ances social, economic, environmental and re-source needs, both for present and future gen-erations, simultaneously achieving a vibrant economy, social progress and a high quality envi-ronment, locally, nationally and internationally, through the efforts of the community and the Gov-ernment

The construction of the CWB is a long-term solu-tion to the problem of traffic congestion along the Connaught Road Central/Harcourt Road/Gloucester Road Corridor (the Corridor). The pro-ject can meet social, economic, environmental needs through the following ways:

Economic:

- around 6400 job opportunities will be created in by the construction work and benefit local job market

- reduce economic cost as travelling time re-duce. Business and economic activities can un-dergo efficiently

Environment:

- it diverts existing at-grade traffic underground, improving air quality

- ventilation system will be built to supply fresh air to maintain a good air-quality environment to the commuters inside the tunnel while discharg-ing vitiated air in a controlled manner at pre-determined suitable locations of exhaust.

- it provides an opportunity to build noise barri-ers and noise semi-enclosures at Island Eastern Corridor Link to minimize noise levels, reducing noise pollution (fig.3)

- it provides an opportunity to remove sludge in the Causeway Bay typhoon shelter during the construction, improving water quality

- trees will be planted along the corridor, creating a greener environment. And more open area will b created. Air quality and ventilation system will thus be improved. (fig.4)

Social:

-improves living environment along corridor by reducing noise pollution, air pollution and water poluution

-creates additional space at harbourfront for rec-reational land use & greeneries

- providing an expressway for east-west traffic in Central and Wan Chai to divert traffic from com-mercial centre and alleviates the existing traffic congestion problem.

At-grade: a junction at which two or more trans-port axes cross at the same level (or grade).

CAN CWB ACHIEVE SUSTAINABLE DEVELOPMENT?

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The Central – Wan Chai Bypass constitutes a missing link in Hong Kong's transport network as it brings traffic from Hong Kong Island west to Hong Kong Island east. Without the bypass, the corridor along the northern shore of Hong Kong Island would result in a steady increase of bottlenecks and traffic congestion. On the other hand, enhancing transportation infrastructure capac-ity by constructing the Central – Wan Chai Bypass (4.5km long dual three-lane expressway, with 3.7km being road tunnel) would greatly facilitate east-west traffic flow around Central and Wan Chai districts (reducing traveling time to 5-minutes) and give driv-ers an alternative route to choose from, thus distributing traffic more evenly. The bypass will also enhance the capacity of the connecting road networks of the Western Harbour Tunnel and the overall efficiency of the traffic network in Hong Kong will thus be improved. This would also lower vehicular emissions and noises, reducing air pollution and noise pollution along the corridor. Thus, this project helps tackle the problem of deteriorating traffic congestion in the Central and Wan Chai areas, which is a major transport problem in the northern shore of Hong Kong Island.

CAN CWB EFFECTIVELY SOLVE THE TRANSPORT PROBLEMS?

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GUANGZHOU-SHENZHEN HONG KONG EXPRESS RAIL LINK

The 26-km long Hong Kong Section of the Guangzhou-Shenzhen-Hong Kong Express Rail Link (Express Rail Link, or XRL) runs from West Kowloon in Hong Kong to the boundary of Hong Kong and Shenzhen. The Express Rail Link will connect with the 16,000-km National High-speed Railway Network and will enhance Hong Kong's role as the southern gateway to the Mainland. Construction of the Express Rail Link commenced in January 2010, with completion targeted for 2015.

WHAT IS XRL?

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WEST KOWLOON TERMINUS

West Kowloon Terminus is centrally-located in the West Kowloon Reclamation Area. It has proximity to the present CBD in Tsim Sha Tsui. On the west of the railway terminus, commercial land use is found. On the south of the railway terminus, the future cul-tural centre is found. However, the railway terminus are not well-connected with the existing rail network because of the 12-minute walk from Kowloon Station. Various transport means are provided. This location may involve high construction and devel-opment cost as it is built underground.

KAM TIN TERMINUS

There is another option for the siting of the railway terminus, Kam Tin. However, the location is too remote and far away from the city centre. The choices of transport connection is also limited. Though the cost of construction is lower, the government does not prefer this location.

LOCATIONAL ADVANTAGES

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Guangzhou-Shenzhen-Hong Kong Express Rail Link (XRL) is planned to connect three large cities in the Zhujiang Delta Re-gion. It aims at providing a fast and direct route linking the three cities, creating synergy for economic development in the delta area. With the XRL, the journey time between Hong Kong and Guangzhou will be reduced from about 100 minutes to only 50 minutes in the future.

Socially speaking, XRL can help to promote Hong Kong as a gateway to the international destinations. This further aids strengthening the economic ties and cooperation between Hong Kong and Mainland. In longer term, this can create lots of job op-portunities, facilitate business and tourism.

With the development of XRL, West Kowloon will be promoted as a tourist district with various tourist infrastructure, such as West Kowloon Cultural District, hotel development and large shopping malls.

WHY IS HIGH-SPEED RAILWAY LINE NECESSARY TO HONG KONG?

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IS THE XRL DEVELOPMENT IN LINE WITH THE PRINCIPLES OF SUSTAINABLE DEVELOPMENT?

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Sustainable Not sustainable

Economic- XRL can enhance economic development. It is estimated that it can bring up to $87 billion income in 50 years.

- high construction cost ($66.9 billion)

- provide more job opportunities, e.g. workers, technicians

- high cost of compensation to villagers in Choi Yuen Village

- provide more business opportunities to attract mainland investors

- foster the growth of commercial sector in the area

- favour the development of various tourist spots, e.g. West Kowloon Cultural District

Social- can improve the inter-city transport with high accessibility

- can affect the residents’ daily life during construction

- upgrade the image of Tsim Sha Tsui as the CBD / core of the city

- some local residents think the project is not necessary

- upgrade the tourist facilities in old CBD in Tsim Sha Tsui

- multiplier effect on the economic activities in Jordan, Tsim Sha Tsui area

Environmental- attractive and modern urban design for the future XRL terminus, promoting it as an icon for international city

- various environmental pollution during construction, e.g. air, water and noise pollution

- railway is electrified which emit less pollutants / regarded as environmentally-friendly means of transport

Thank you for all students for their contribution to complete this booklet.

Chapter 1: Lok Ma Chau Loop ~ Peter Lui, Daniel Chan, Gavin Cheung, Marco Tam, Karine Wong and Donna Cheung

Chapter 2: Kai Tak Cruise Terminal ~ Jenny Ng, Pang Yiman, Ryan Wong, Sheen, Terry Ng and Kelly Lam

Chapter 3: Third Runway in Chek Lap Kok ~ Sedrick Chan, Jenni-fer Wong, Eric Law, Victor Ma, Sam Wu and William Wu

Chapter 4: South Island Line ~ Isaac Kwan, Jenny Chen, Yuki Che-ung, Felix Lui, Alex Wong, Owen Yiu

Chapter 5: Central-Wan Chai Bypass ~ Elizabeth, Eunice Lam, Doris Poon, Katherine Sze, Hilda Lau

Chapter 6: Express Rail Link ~ Anthony Fung, Aaron Wan, Kelvin Ng, Jason Hung, Milky Wong, Daisy Yue

ACKNOWLEDGEMENTS

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© Copyrights belong to all 5E students (2012-2013)

Sustainability indicators (http://www.susdev.gov.hk/html/en/su/SustainabilityIndicators_e.pdf)

Joint development of Lok Ma Chau Loop as part of the proposed Hong Kong-Shenzhen Metropolis plan (http://www.lmcloop.gov.hk/eng/index.html)

Cruise terminal in old Kai Tak Airport (http://www.tourism.gov.hk/english/ctkt/ctkt.html)

Kai Tak Development(http://www.ktd.gov.hk)

The third airport runway of Chek Lap Kok Airport (http://www.hkairport2030.com/en/masterplan/index.html)

High-speed railway (Hong Kong Section) (http://www.hyd.gov.hk/xrl/public/LCPTP/eng/tp_rdp0502cb1-1439-1-ec.pdf)

MTRC site on high-speed railway(http://www.expressraillink.hk/en/home/)

South Island Line (http://www.mtr-southislandline.hk/en/home/)

Central-Wan Chai Bypass (http://www.hyd.gov.hk/eng/major/road/projects/6579th/index.htm)

Central-Wan Chai Bypass and Island Eastern Corridor Link(http://www.cwb-hyd.hk/introduction.html)

REFERENCE

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