June 5, 2005
Government Press Release
On track to the future

Works on the Route 8 expressway are progressing well with the first segment of the Stonecutter's Bridge steel deck due to be lifted into place by the end of next year.

The 15km route will stretch from Sha Tin to Tsing Yi, and at $15 billion is one of the Highways Department's largest and most challenging projects. In terms of cost and complexity, it is very similar to the roads that were constructed for the new airport on Chek Lap Kok, department Deputy Project Manager (Major Works) David English said.

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In full swing: The construction of Route 8, including the Lai Chi Kok Viaduct, West Tsing Yi Viaduct and Stonecutters Bridge, is progressing well.

2 stages

The dual three-lane expressway will be completed in two stages - Stage 1 between Sha Tin and Cheung Sha Wan will open to traffic in mid-2007, while Stage 2 from Cheung Sha Wan to Tsing Yi will be ready by mid-2008.

It is being constructed under seven civil engineering contracts together with a traffic control and surveillance system contract. It will provide full traffic control for the whole route from a centralised control room. The Civil Engineering & Development Department is constructing the vital T3 connecting section of the expressway in Tai Wai under a separate contract.

Mr English said: "On completion of Route 8 we will have erected over 8,000 concrete viaduct segments, all of which have been cast in the Mainland and shipped to Hong Kong and we will have excavated nearly 1.4 million cubic metres of rock, enough to fill Hong Kong's biggest building the International Finance Centre, to build 4km of tunnels."

Alternate route

Writing in the department's latest newsletter, Mr English said the strategic route will offer an alternative for residents in the northeast New Territories to get to the airport and the northwest New Territories, and for container vehicles to access container ports thereby relieving traffic congestion at the Lion Rock and Shing Mun Tunnels, and on Tai Po Road.

He said Stage 1 works, comprising three contracts - the Lai Chi Kok Viaduct, the Eagle's Nest Tunnel and Sha Tin Heights Tunnel - started in November 2002. The department achieved a milestone tunnel breakthrough for the Sha Tin Heights Tunnel, and the breakthrough for the 2km long Eagle's Nest tunnel is forecast for mid-2005.

About 100 pre-cast segments for the Lai Chi Kok Viaduct have already been erected by crane, and full erection is underway, using a 180-metre long gantry that places concrete segments up to 3.5 metres high and weighing up to 100 tonnes each.

On Stage 2, Mr English said works on the 1.2km Nam Wan Tunnel have been running smoothly, and are 55% complete. The first tube breakthrough was achieved in February and the second in May. Works on the tunnel concrete lining are being conducted and installation of lighting and ventilation equipment will start later this year.

"The West Tsing Yi Viaduct is also making good progress, with about 80% of the bridge structures completed and connection with the Cheung Ching Highway near the Tsing Ma Bridge in progress," he added.

Centre showpiece

Mr English said the works contract for Stonecutters Bridge was awarded in May last year and the bridge will be in place by mid-2008.

With a central span of 1,018 metres, the bridge will be one of the longest span cable-stayed bridges in the world, beating Tatara Bridge in Japan, the present record holder, by 130 metres.

"The deck will be suspended by cables from two towers nearly 300 metres in height, the same as Central Plaza in Wan Chai. The top section will be clad in stainless steel, which will be a world first."

Piling for the eastern backspan, comprising four piers and the east tower, has been completed, while piling for the western backspan and west tower is in progress.

The steel wire material for the stay cables is being made in Japan and is ready for delivery to its fabrication yard in Jiangyin in Jiangsu Province. The first segment of the steel deck is now being made in the Shanhaiguan fabrication yard, near the Great Wall's eastern entrance. The fabricated steel will then be shipped to Dongguan for assembly, before being delivered to Hong Kong for erection.

Mr English said the bridge will take four years to build, and the first segment is scheduled to be lifted into place at end-2006.

"The bridge is more than an engineering feat in which our engineers will no doubt take pride. It will also be a defining piece of architecture for Hong Kong and a reflection of the confidence of this world city to rise to the challenges of the new millennium. We look forward to the delivery of this strategically important project in mid-2008."

Stonecutters Bridge

http://www.hyd.gov.hk/eng/major/majorworks/sb/images/scb_3.jpg

http://www.hyd.gov.hk/eng/major/majorworks/sb/images/scb_2.jpg

Route 8 - Tsing Yi to Cheung Sha Wan Animation (http://www.hyd.gov.hk/eng/major/road/projects/MOVIE/Route%208%20Project%20Trip.wmv)
Route 8 - Cheung Sha Wan to Sha Tin Animation (http://www.hyd.gov.hk/eng/major/road/projects/MOVIE/r8cswst-english.wmv)

http://www.globalphotos.org/hongkong/20070409/IMG_1455.jpg

^^^ Now all these container ports are bounded by bridges. Funny location.

八 號 幹 線 沙 田 長 沙 灣 段 收 $12
比 同 區 隧 道 貴 　 恐 難 疏 導 擠 塞
蘋果日報
2007-06-30

http://appledaily.atnext.com/images/apple-photos/apple/20070630/large/A14_01_a.gif

【本 報 訊 】 耗 資 58 億 元 建 造 的 八 號 幹 線 沙 田 至 長 沙 灣 段 將 在 今 年 底 至 明 年 初 通 車 ，由 大 圍 經 新 路 往 尖 沙 嘴 將 比 現 時 快 15 分 鐘 ， 但 新 幹 線 的 隧 道 需 要 收 費 ， 其 中 私 家車 每 程 收 12 元 ， 比 獅 子 山 隧 道 貴 4 元 ， 比 城 門 隧 道 貴 7 元 。 民 間 監 管 公 共 事 業 聯委 會 批 評 新 幹 線 收 費 過 高 ， 只 顧 收 回 成 本 ， 無 法 疏 導 獅 隧 擠 塞 ， 恐 怕 會 重 演 三 條 過海 隧 道 流 量 不 平 均 的 荒 謬 局 面 。 記 者 ： 麥 志 榮

環境 運 輸 及 工 務 局 提 交 立 法 會 的 文 件 表 示 ， 八 號 幹 線 是 連 接 沙 田 至 大 嶼 山 的 新 公 路 ，其 中 沙 田 至 長 沙 灣 段 將 在 今 年 底 至 明 年 初 通 車 ， 而 長 沙 灣 至 青 衣 段 將 在 09 年 中 才全 部 完 成 ， 加 上 早 在 97 年 已 通 車 的 青 衣 至 大 嶼 山 段 ， 日 後 駕 車 人 士 由 沙 田 往 新 機場 將 更 為 方 便 。
環 運 局 建 議 ， 八 號 幹 線 長 沙 灣 至 青 衣 段 將 不 用 收 費 ， 但 快 將通 車 的 沙 田 至 長 沙 灣 段 ， 由 於 包 括 尖 山 隧 道 及 沙 田 嶺 隧 道 兩 條 新 行 車 隧 道 ， 所 以 和沙 田 區 其 他 行 車 隧 道 一 樣 要 收 費 ， 兩 條 新 隧 道 之 間 會 設 有 收 費 廣 場 。 為 反 映 不 同 類別 車 輛 對 道 路 造 成 的 耗 損 ， 新 幹 線 將 不 按 政 府 隧 道 所 有 車 輛 劃 一 收 費 的 慣 例 ， 不 同類 型 車 輛 有 不 同 收 費 。

貨 車 收 費 高 3.8 倍

當局 建 議 新 幹 線 私 家 車 每 程 收 12 元 ， 與 私 營 的 大 老 山 隧 道 一 樣 ， 比 政 府 的 獅 子 山 隧道 （ 收 費 8 元 ） 貴 50% ， 比 城 門 隧 道 （ 收 費 5 元 ） 貴 1.4 倍 。 貨 車 的 收 費 差 距 更 大， 其 中 重 型 貨 車 建 議 每 程 收 24 元 ， 比 獅 隧 貴 2 倍 ， 比 城 隧 貴 3.8 倍 。 當 局 又 建 議新 幹 線 逃 避 繳 費 的 罰 款 為 155 元 ， 而 壞 車 的 拖 車 費 則 由 280 元 至 660 元 。
民間 監 管 公 共 事 業 聯 委 會 發 言 人 蔡 耀 昌 批 評 ， 政 府 公 路 不 應 只 顧 收 回 成 本 ， 不 理 交 通效 用 ， 八 號 幹 線 沙 田 至 長 沙 灣 段 收 費 過 高 ， 只 會 迫 駕 車 人 士 繼 續 使 用 較 便 宜 的 獅 隧、 城 隧 及 免 費 的 大 埔 公 路 ， 擠 塞 無 法 疏 導 ， 而 新 幹 線 流 量 偏 低 ， 會 重 演 三 條 過 海 隧道 流 量 分 佈 不 平 均 的 局 面 。

另 外 ， 環 運 局 文 件 顯 示 ， 屯 門 公 路 擴 闊 後 ， 可 應付 深 港 西 部 通 道 及 港 珠 澳 大 橋 帶 來 的 交 通 量 至 2016 年 ， 而 為 應 付 2022 年 以 後 的 交通 需 求 ， 當 局 建 議 興 建 新 屯 門 西 繞 道 及 由 屯 門 跨 海 至 赤 角 的 連 接 路 ， 疏 導 交 通 ， 工 程 費 約 201 億 元 。

八 號 幹 線 沙 田 至 長 沙 灣 段 建 議 收 費

電 單 車 ： 10 元
私 家 車 及 的 士 ： 12 元
輕 型 貨 車 ： 12 元
中 型 貨 車 ： 18 元
小 型 巴 士 ： 18 元
單 層 巴 士 ： 24 元
重 型 貨 車 ： 24 元
雙 層 巴 士 ： 30 元

資 料 來 源 ： 環 境 運 輸 及 工 務 局

^^^ I don't think 12 is too much. It's Lion Rock and Shing Mun setting the price too low. I think the other two should increase the price tag to balance the difference out instead.

Cross Harbour Tunnel should raise its price and EHC/WHC should lower.

Is this bridge going to be managed by a private company? If not, why are they charging a fee as it's against public interest?

Is this bridge going to be managed by a private company? If not, why are they charging a fee as it's against public interest?

The bridge is free; only the tunnel between Cheung Sha Wan and Shatin is charging.

Cross Harbour Tunnel should raise its price and EHC/WHC should lower.

Consultant reports actually came up that conclusion as well.But the problem is Cross Harbour Tunnel is government own. It can't raise its price without the approval of LegCo and the public will definitely vote against the change.

Even ECH/WCH do not lower their prices, but if gap difference can be narrowed, the traffic flow can already be distributed more evenly and help the congestion in Cross Harbour Tunnel.

The bridge is free; only the tunnel between Cheung Sha Wan and Shatin is charging.

O, so the tunnel will be operated by a private company?

O, so the tunnel will be operated by a private company?

"Private" as similar to the operation at Shing Mun, Lion Rock and other non-BOT tunnels. So it's not free of charge, but not expensive, too.

^^ Thanks!!! =]

11/14

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12/11

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昂船洲大橋將展跨海工程
07月 23日 星期一 06:30AM
綜合報道
星島日報

用作連接昂船洲與青衣一段八號幹铫的昂船洲大橋，將於今年下半年展開最為矚目的跨海橋工程，兩年後竣工時將成為全球第二長的斜拉索橋。負責興建大橋的路政署工程師指出，昂船洲大橋主跨達到一千零五十八米，是繼江蘇蘇通大橋之後，成為另一條能突破「千米」界限的斜拉索橋。他期望大橋落成後，能令港人引以為傲的另一地標。

三年多前開始動工的昂船洲大橋，屬連接青衣至沙田 的八號幹铫一部分，兩段的三百米橋塔現時已興建至二百米的高度，預計今年稍後時間能開始興建跨海的橋身部分，按計畫於○九年落成。

一手籌劃大橋興建工作的路政署主要工程管理處高級工程師黃劍波表示，建造跨海橋身部分，是最矚目，難度也最大。他說：「跨海的橋身部分，會是像懸臂伸出去；以預製組件製成的橋身，逐一由躉船吊上半空燒焊連接，再跟拉索連接。當橋身伸出愈遠時，會愈受到風力影響，也是橋最脆弱的時候；直至兩邊的『大臂』合籠時，橋身才會穩定下來。」

全長一點六公里的昂船洲大橋，主跨部分達到一千零五十八米，落成後會成為世界第二長的斜拉索橋；位於江蘇省東部、主跨一千零八十八米的蘇通大橋，則會於明年率先竣工，成為全球最長的斜拉索橋。黃劍波指出，興建斜拉索橋的最大難度，在於當橋身愈長時，近橋塔的橋面所承受的應力亦會相對較多，昔日一直以一千米作為興建極限，目前全球最長的日本 多多羅斜拉索橋，只有八百九十米。

隨覑科技和工程的不斷進步，拉索強度日漸增加，才令橋身的跨道可以愈來愈長，昂船洲大橋的最長一段拉索就達到五百四十米，「蘇通大橋早前亦已『合籠』，說明『不肯定因素』已不存在。」他補充說，過去橋身較長的橋梁，多以青馬大橋 的「吊橋」方式興建；斜拉索橋主要利用拉索「約束」橋身，毋須建造較深的橋躉作支撐，相對較具成本效益。

曾參與長青隧道興建工作的黃劍波，已於路政署工作達十七年。他憶述，於九七年開始接手昂船洲大橋的興建工作，從大橋的走铫規劃，到大橋設計比賽，眼見大橋逐步按計畫落成，是一件賞心樂事。他笑言：「沒有轉部門的其中原因，是由於個人對建造大橋有一份興趣；昂船洲大橋的建造過程前後將會達十二年，如果我的公務員生涯有三十多年，相信會有三分之一的時間是花在『照顧』這條橋之上。」

昂船洲大橋是繼汀九橋 、汲水橋和西部通道後，本港另一條大型斜拉索橋。黃劍波希望，坐落在維港顯注位置的昂船洲大橋，可成為本港另一地標，經常在電視或明信片中「亮相」。

八號幹線局部三月開通
新隧道收費貴
12/01/2008
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http://orientaldaily.on.cc/photo/20080112/new/0112nhko17b1.jpg

【本報訊】貫通新界東西及九龍中部的八號幹線正全速興建，幹線其中一段、連接沙田至長沙灣段的新行車隧道會在今年三月通車，當局昨日透露，私家車收費每程為十二元，較獅子山隧道的八元收費高出五成。

政府表示，以該隧道興建費約五十八億元計算，收費定在十二元水平，要三十四年才能收回成本，五十六年才達到回報率要求。不過，立法會議員對沙田段收費高逾獅子山隧道五成極表不滿，批評無法有效分流獅隧擠塞，擬提出修訂調低該隧道收費。

當局表示，曾評估過將收費調低至與獅隧看齊，結果顯示分流效用並沒明顯增加，定價太低，亦影響收回成本年期，故釐定私家車收費為十二元。

1/12

http://www.globalphotos.org/hongkong/2008/0112/IMG_5783.jpg

Route 8 - Eagle's Nest Tunnel and Associated Works Computer Animation

http://www.hyd.gov.hk/eng/major/road/projects/MOVIE/r8cswst-english.wmv

2008/01

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2007/12

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Source : http://www.hyd.gov.hk/contractwebsites/r8k/ENT/Project.htm

Nam Wan Tunnel & West Tsing Yi Viaduct
Source : http://www.r8nscv.net/nwt/eng_project.htm

2008/01

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2007/12

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Ngong Shuen Chau Viaduct
Source : http://www.r8nscv.net/nscv/eng_project.htm

2007/12

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And HK's infrastructure continues to grow...

Those retaining walls are insane!

didn't know the bridge towers are almost done.

HK's new engineering marvel

Hong Kong will mark another engineering milestone this year after the new Kowloon-Sha Tin link opens March 21, Highways Department Major Works Project Management Office Chief Engineer Michael Hui says. Stonecutters Bridge's last main span deck will be lifted by year's-end.

Mr Hui built one of the Airport Core Programme projects - Route 3 Kwai Chung to Tsing Yi section - before taking up the Route 8 project in 1997.

Valuable experience

"I gained a lot of valuable experience in handling mega infrastructure when partaking in the Route 3 project. Reference was made when laying down the contract terms for Route 8," Mr Hui told news.gov.hk.

"The project team encountered a number of challenges when building Route 8, as some of the work sites were located near Kowloon Reservoir and water pipes, some near congested roads and some with many utility pipes underground.

"A well-thought-out plan, state-of-the-art construction techniques and team spirit have helped us overcome the difficulties to complete the project. It is everything engineers dream to see, an infrastructure project successfully implemented," he added.

The new $5-billion Kowloon-Sha Tin link will open at 7am March 21 and can cater to up to 120,000 vehicles a day. It will take 10 minutes to drive from Sha Tin town centre to Cheung Sha Wan or Mei Foo via the new route, 15 minutes to Tsing Yi and 35 minutes to the airport.

As the Tsing Sha Control Area will adopt a flat rate of $8 for all vehicles Mr Hui expected the new link to help improve traffic flow.

Big challenge

He said construction of the remaining section of Route 8 linking Tsing Yi and Cheung Sha Wan is in full swing, with Nam Wan Tunnel and related viaducts to open by the end of this year and Stonecutters Bridge in mid-2009. Click here to tour the bridge.

Mr Hui said: "About 70% of the works on Stonecutters Bridge have been completed, with the East Tower reaching 273m and the West Tower 230m, both higher than the Tsing Ma Bridge towers.

"Main span segments are being erected. We expect another big challenge to come before the last bridge deck is lifted by year's-end."

"Cable-stayed bridges are more flexible and will be subject to vibration when the wind blows. As a cantilevering construction method will be deployed, the arms will be built out piece by piece from the bridge towers until the halves meet. Therefore, the bridge will be the most flexible before the last bridge deck is erected to connect the arms. This will also be the most critical moment for us. We will devise measures to keep the level of vibration to a minimum."

Bridge builder

Noting better understanding of the technical aspects, in particular aerodynamics, of long-span bridges is key to project management, Mr Hui spent five years studying the topic. He received his PhD degree in bridge aerodynamics in Tongji University, Shanghai, in 2006.

His hard work was also recognised by a panel of seven judges for the prestigious Nevada Medal for Distinguished Graduate Student Paper in Bridge Engineering, being the first winner of the prize from an Asian university.

Mr Hui said: "My PhD degree is very much related to the investigation needed for implementing long span bridge projects. The technical knowledge I gained from the studies interacts and echoes well with the aerodynamic investigations for building Stonecutters Bridge. This makes the learning process a lot more interesting."

Apart form studying and working, the expert has raised pets which help him ease work pressure. He is also a music addict who plays guitar and sings.

"Music is one of the best ways to unwind. It also serves as the best communication bridge. Apart from listening to Canto-pop singer Sam Hui's golden oldies, I also join the department's band and play live at office annual dinners," Mr Hui added.

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Quoted from: http://news.gov.hk/en/category/infrastructureandlogistics/080314/features/html/080314en06004.htm#

http://www.r8nscv.net/nscv/2007/12/003image.jpg
5 storeys of driveway. From bottom to top:

1. MTR Tung Chung Line, Airport Express, West Rail Line, and Lin Cheung Road
2. Lai Po Road/Lai Wan Interchange
3. West Kowloon Highway of Route 3
4. driveway linking Route 8 and Route 3
5. Tsing Sha Highway of Route 8

See the noise barriers now serving for a car park. Another skyscraper wall may soon be built there just in front of the Manhattan Hill skyscraper wall.

It's a big bridge, but it seems it doesn't really go anywhere. Couldn't thay have saved a lot of money and just built a viaduct above the existing highway from Lai Chi Kok to Tsing Yi? Why did they go out over the bay on a huge bridge?

Kwuntongchai

^^Route 8 mainly serves as a "Kwai Chung container terminal by-pass". The area would be in trouble when airport, seaport, 2 million population in the growing New Territories West, the rise of Lantau Island tourism, HK-Shenzhen bridge, plus the future HK-Macau mega bridge all rely on the narrow Kwai Chung container terminal area if Route 8 was not built....

It also facilitates more direct transportation to Western Kowloon and the heart of Kowloon.

Like Pax said, without it, anyone who wanted to get out of Tsing Yi and Lantau to Kowloon or HKI would be stuck using one road, which subsequently causes secondary reprecussions throughout the entire Lai Chi Kok/Kwai Fong/Cheung Sha Wan area.

Truckers laud opening of fast link to port
22 March 2008
South China Morning Post

A route linking Sha Tin to the airport came one step closer to completion when a section between Sha Tin and Cheung Sha Wan opened yesterday - but without making much impact initially on traffic flow in the area.

The new highway, part of Route 8, can handle up to 120,000 vehicles a day and had been expected to take 21,000 a day at first. But it carried just 7,000 in its first nine hours yesterday.

A lack of use by public transport contributed to the low flow, with no franchised bus or minibus operators having applied to run routes on the new highway.

But the section - which offers a direct link for mainland goods to the Kwai Chung container terminal through Sha Tau Kok and Man Kam To - is expected to be popular with container truck drivers.

Use is also expected to grow when the road reaches Tsing Yi and the airport link road next year. Medium and Heavy Truck Concern Group chairman Lai Kim-tak said he expected 35 per cent of truck drivers - who mostly use the hilly Tai Po Road now to reach the dockyard - would switch to the new road.

"The road is smooth and spacious and it takes only a bit more than five minutes to reach the container terminal from Sha Tin," he said. "We are happy to use it."

The toll for the section, comprising three tunnels and a viaduct, is HK$8. It cuts journey time from Sha Tin to places such as Kwai Chung, Mong Kok and West Kowloon by up to 15 minutes compared to existing routes through the Lion Rock, Shing Mun and Tate's Cairn tunnels.

But Kowloon Motor Bus said it would not change any routes to use the new highway. "We have established stops along our routes via Lion Rock Tunnel and Tai Po Road. If we change the route a lot of passengers would be affected," a spokesman said. There were also concerns about the lack so far of any bus interchange.

Green minibus licence holder Chan Man-chun also said he did not see the need to open a minibus route on the new road.

"What's the point? Existing transport between Sha Tin and Kowloon West is efficient enough and there are no strong transport demands in those areas at present," he said.

The road was more for private vehicles and container trucks than public transport, he said, because it consisted mainly of highways and tunnels, offering few pickup and drop-off points.

Transport analyst Hung Wing-tat agreed, although he said it might be different when the entire Tsing Sha Highway - as the section between Tsing Yi and Sha Tin is known - came into service. He said an express bus service from Sha Tin to the airport also seemed likely to be profitable when the entire Route 8 opened.

Route 8 comprises three sections. The first, from North Lantau to Tsing Yi, was completed in 1997. The second has now opened and the third, between Tsing Yi and Cheung Sha Wan, is expected to open next year. Green New Territories taxis and the unregulated red minibuses are not permitted to operate on it.

Legislators questioning on the low usage of Route 8.

Gov't Press Release:
LCQ10:Public transport service plying Route 8 (http://info.gov.hk/gia/general/200804/23/P200804230199.htm)

--I really wonder why the KMB does not open new routes and modify the routes to use this route. It is really an opportunity for them to have new growth. Shame on the conservative management of the KMB and what a waste with the bus interchange! :bash::bash::bash:

Legislators questioning on the low usage of Route 8.

Gov't Press Release:
LCQ10:Public transport service plying Route 8 (http://info.gov.hk/gia/general/200804/23/P200804230199.htm)

--I really wonder why the KMB does not open new routes and modify the routes to use this route. It is really an opportunity for them to have new growth. Shame on the conservative management of the KMB and what a waste with the bus interchange! :bash::bash::bash:

How would you move the existing routes to use that new tunnel? Move the Tsim Sha Tsui to Shatin buses there instead of routing them through Mongkok? I don't think we should judge the route until it is fully opened. It's supposed to work with the Stonecutters Bridge. You can't build a conclusion when that half isn't done yet.

The 15 existing routes via Lion Rock Tunnel terminate in Kowloon Tong, eastern or southern Kowloon Peninsular with one cross harbour route. It really make no sense to reroute these 15 routes to Route 8 to increase the journey time and distance.

It may be possibly to reroute some of Shing Mun Tunnel's routes to Lai Chi Kok, Lai King / or Mei Foo area. But the question is how is the ridership on these routes in the Kwai Chung area.

How would you move the existing routes to use that new tunnel? Move the Tsim Sha Tsui to Shatin buses there instead of routing them through Mongkok? I don't think we should judge the route until it is fully opened. It's supposed to work with the Stonecutters Bridge. You can't build a conclusion when that half isn't done yet.

Why not put some of the routes on Lai Chi Kok Rd, the West Kowloon Highway and Lin Cheung Rd, even before the Stonecutters Bridge completed? Don't forget the heavy traffic for the Waterloo Rd.

The 15 existing routes via Lion Rock Tunnel terminate in Kowloon Tong, eastern or southern Kowloon Peninsular with one cross harbour route. It really make no sense to reroute these 15 routes to Route 8 to increase the journey time and distance.

It may be possibly to reroute some of Shing Mun Tunnel's routes to Lai Chi Kok, Lai King / or Mei Foo area. But the question is how is the ridership on these routes in the Kwai Chung area.

I agree with your first point but only a little for the second. Among the Shing Mun Tunnel's routes, only Route 46X (http://kmb.hk/english.php?page=search&prog=route_no.php&route_no=46X) could be applied with your idea. The problem is this route is a main interchanging route for those who want to to and from Tai Wai to Tsuen Wan/Kwai Chung/Tsing Yi and the passenger flow is large. It is almost impossible to reroute Route 46X then.

To solve this problem, it is more possible to modify the routes from Sha Tin to Sham Shui Po via Route 8. It is also possible open some new routes such as Tsing Yi direct to Sha Tin and the Northern District to Sham Shui Po.

There are very few routes from Shatin to Sham Shui Po to begin with, and to do that routing means eliminating much of the stops in Kowloon. Basically, it's moving the route to go west instead of east.

http://i199.photobucket.com/albums/aa162/vickycheng/IMG_5223s.jpg

http://i199.photobucket.com/albums/aa162/vickycheng/IMG_5247s.jpg

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http://i199.photobucket.com/albums/aa162/vickycheng/IMG_5262s.jpg

Author : http://www.vickycheng.org/dc/

昂船洲大橋超支10億, 天氣惡劣致工程延誤10個月
(http://hk.news.yahoo.com/article/080713/4/75gb.html)

__________________
Buildings that don't get posted often (HK) Part I (http://www.skyscrapercity.com/showthread.php?t=211362) or here ( http://www.skyscrapercity.com/showthread.php?t=209576) | Part II (http://www.skyscrapercity.com/showthread.php?t=212436) or here (http://www.skyscrapercity.com/showthread.php?t=212435) | Part III (http://www.skyscrapercity.com/showthread.php?t=316338) | Part IV (http://www.skyscrapercity.com/showthread.php?t=366314) | Part V (http://www.skyscrapercity.com/showthread.php?p=13282175)
Artistic decorations inside and outside of the buildings (http://www.skyscrapercity.com/showthread.php?t=319077)

Source : http://www.fotop.net/freddyli

http://images1.fotop.net/albums/freddyli/natural/08b5236.jpg

http://images1.fotop.net/albums/freddyli/natural/08b5241.jpg

http://images1.fotop.net/albums/freddyli/natural/08b5243.jpg

All pictures here are the own work of mine taken on August 9, 2008. Originally posted at http://s491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/

This was my first time to travel on the new Expressway No. 8 between Stonecutter Island and Shatin. Interesting how the link isn't a single tunnel like Lion Rock or Tate's, or even two tunnels like the Shing Mun. Between Kowloon and Shatin is linked by three different tunnels actually, and the toll plaza is located between two tunnels.

It is definitely being under-used, and no wonder why. Indeed, it wasn't easy to find the entries on either end of the link. There was almost no sign of direction to Route 8 from West Kowloon Highway, or very bad/confusing signing on the Tai Wai side. This can be fixed relatively easily, and I hope it will happen with better signing once the Stonecutter Bridge is actually opened. So more cars will travel on this link.

But my biggest question is why there is no direct interchange between the Route 8 and Route 3 (W Kowloon Hwy) on either direction? All have to get off the expressway, and then turn around at the roundabout to get on the on-ramp of the other one. I am not getting this part from the planning point of view at all. IMO, this is just the stupidest thing to do not linking two major expressways together directly.
:ohno::ohno::ohno::ohno::bash::bash::bash::bash::bash:

Eastbound going from Kowloon into Shatin
http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0010.jpg
http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0012.jpg
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http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0020.jpg
http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0021.jpg

Westbound going from Shatin to Kowloon
http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0027.jpg
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http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0037.jpg
http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0038.jpg
http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0039.jpg
http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0040.jpg
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http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0042.jpg
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http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0045.jpg
http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0048.jpg
http://i491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/20080809_0050.jpg

8/24

http://www.globalphotos.org/hongkong/2008/0824/IMG_3082.jpg

http://www.globalphotos.org/hongkong/2008/0824/IMG_3111.jpg

http://www.globalphotos.org/hongkong/2008/0824/IMG_3112.jpg

Picture of mine.
http://i491.photobucket.com/albums/rr280/ericishim/2008%20Random%20Hong%20Kong/20080809_0054.jpg

All pictures here are the own work of mine taken on August 9, 2008. Originally posted at http://s491.photobucket.com/albums/rr280/ericishim/2008%20Route%208%20Expressway/

This was my first time to travel on the new Expressway No. 8 between Stonecutter Island and Shatin. Interesting how the link isn't a single tunnel like Lion Rock or Tate's, or even two tunnels like the Shing Mun. Between Kowloon and Shatin is linked by three different tunnels actually, and the toll plaza is located between two tunnels.

It is definitely being under-used, and no wonder why. Indeed, it wasn't easy to find the entries on either end of the link. There was almost no sign of direction to Route 8 from West Kowloon Highway, or very bad/confusing signing on the Tai Wai side. This can be fixed relatively easily, and I hope it will happen with better signing once the Stonecutter Bridge is actually opened. So more cars will travel on this link.

But my biggest question is why there is no direct interchange between the Route 8 and Route 3 (W Kowloon Hwy) on either direction? All have to get off the expressway, and then turn around at the roundabout to get on the on-ramp of the other one. I am not getting this part from the planning point of view at all. IMO, this is just the stupidest thing to do not linking two major expressways together directly.
:ohno::ohno::ohno::ohno::bash::bash::bash::bash::bash:




Actually, I feel a lot of road infrastructure in HK has linkage problems. Here in the US, a highway has exits and entrances at every major road for every possible direction. In HK (and I suspect UK too, as the road planning concepts came from there) a lot of roads only have exits on one side, or completely bypass an important intersection.

Also, roads in the US follow a very simple and predictable grid layout.

There may be logical and efficiency-related reasons for building roads this way, but it makes it very easy for me to get lost in HK. And I do.

Also makes me wonder how useful a GPS Navigation system would be in HK, where there as so many road forks, roundabouts and fast merging spaces.

Actually, I feel a lot of road infrastructure in HK has linkage problems. Here in the US, a highway has exits and entrances at every major road for every possible direction. In HK (and I suspect UK too, as the road planning concepts came from there) a lot of roads only have exits on one side, or completely bypass an important intersection.

Also, roads in the US follow a very simple and predictable grid layout.

There may be logical and efficiency-related reasons for building roads this way, but it makes it very easy for me to get lost in HK. And I do.

Also makes me wonder how useful a GPS Navigation system would be in HK, where there as so many road forks, roundabouts and fast merging spaces.

IMO, for the most part, the connections between roadways in HK are pretty good except a few locations, especially at this Route 3 and Route 8 thing. It's just nonsense here from whoever designed and approved it. There are a lot of turning restriction from intersection to intersection, but that's more an operational constraints rather than lack of connection.

To my understanding, the grid system is easy to layout, zone and build since every lot is exactly the same size. In some cases, usually in older cities, it is also for military purpose to mobilize troops as quick as possible from one side to the other. If you think HK is ridiculous, I think Manhattan is a trillion times worse. In urban planning, street layout is usually the first step of design; but somehow in HK, it's the other way around. Buildings, communities, areas and facilities are located first, then try to fit the roads in.

The GPS in HK works just as the GPS we have in the States. It tells you the route, the time, and which lane to be in before you get to the junction point.
In roundabout case, it tells you which number of leg to get off in order to get on the right road. The driving map is detail enough to tell the driver anything. The challenge isn't the complicated network, but operational restrictions (e.g. no left/right turn) as well as the satellite signal interruption due to high skyscrapers, flyover and tunnels. If the GPS is actually installed in the vehicle, it is all possible to have a system that pick up GPS at wherever possible. Once the satellite signal is lost, it coverts to calculate distance and real-time location based on mileage and turning from where the signal is lost. It's not very accurate, but better than nothing sometimes.

Source : http://www.fotop.net/dreamer/

http://images4.fotop.net/albums2/dreamer/09082008/DSC_1432a.jpg

http://images4.fotop.net/albums2/dreamer/09082008/DSC_1418.jpg

http://images4.fotop.net/albums2/dreamer/09082008/DSC_1425.jpg

http://images4.fotop.net/albums2/dreamer/09082008/DSC_1426.jpg

Stonecutter Bridge to be connected in the beginning of 2009 according to the Highway Department newsletter Issue 2/2008 (as of August 2008)
----------------------------------------------------------------
昂船洲大橋 明年初合龍

【明報專訊】最新一期《路政署通訊》透露，截至8月中，昂船洲大橋橋身的26段樑段中，有25件已經架設好，而最後一件樑段的嵌裝，即大橋的合龍架設工程，就會在明年初完成，下層橋塔則已建成；以鋼料和混凝土混合而成的橋塔上層，亦已完成一半，已開始套入斜拉鋼索，最終鋼索會多達56對。

昂船洲大橋是全球最長的斜拉索橋，《通訊》指出，大橋長達1018米，橋身拱腹在水平以上900米高，足以供大型貨櫃船駛入。

大橋橋塔外層由不鏽鋼所製，為往上逐漸收窄的圓形橋塔，將會配以燈光效果，希望成為香港新地標。

可成港新地標

另外，本港6月至8月底期間，高掛3次8號風球，令工程要實施額外的安全措施，每次都使進度延後了2至3天。

yeah!

Drivers shun HK$6.8b road link
Route 8 carries under a sixth of its capacity
5 January 2009
South China Morning Post

Low use of the city's newest multibillion-dollar road link is raising fears that taxpayers may have invested in a huge white elephant. Nine months after it opened, the HK$6.8 billion Route 8, which links Sha Tin with Cheung Sha Wan via two tunnels, is carrying less than a sixth of the vehicles it was designed for.

The Transport Department has no plans to introduce new bus routes using the link despite having built two 100-metre bus bays, each capable of servicing 10 routes. And although the link was aimed at reducing congestion on other routes between Sha Tin and Kowloon, a minimal initial effect has since vanished.

Route 8 - which will eventually link the eastern New Territories with Tsing Yi and the airport via another project under construction, Stonecutters Bridge - passes through the 2.1km Eagle's Nest Tunnel and the 1km Sha Tin Heights Tunnel, which have dual three-lane carriageways.

In May 2002, the government told Legco's public works subcommittee the link would ease traffic congestion in the Lion Rock, Tate's Cairn and Shing Mun tunnels and Tai Po Road.

It was estimated the peak-hour volume could be cut by 15 per cent in the Lion Rock Tunnel and 27 per cent in the Shing Mun Tunnel.

But between March and October, a daily average of just 17,200 vehicles used Route 8 - 14 per cent of the design capacity of 120,000. By contrast, more than 83,200 vehicles used the Lion Rock Tunnel daily and 48,390 vehicles used the Shing Mun Tunnel.

In the first four months after Route 8 opened, traffic fell 5.9 per cent in the Lion Rock Tunnel and 9.1 per cent in the Shing Mun Tunnel. But the trend did not last and traffic volume rose in July and September.

Sha Tin district councillor Yeung Cheung-li said he did not believe the new route would lure drivers away from the Lion Rock Tunnel. "I am worried that when the tunnel is undergoing major renovation, the traffic congestion will get much worse," Mr Yeung, chairman of the council's traffic and transport committee, said.

However, transport experts are more ready to give the new route the benefit of the doubt. "It is normal that for new road links, it takes some time for traffic to build up," former Transport Advisory Committee member Leung Kong-yui said. "The link to Tsing Yi has not yet been completed."

He said he expected that when connecting routes such as Stonecutters Bridge were in operation, more vehicles heading for Lantau or the airport would use Route 8.

The Route 8 project includes bus interchanges at the exits of the Eagle's Nest Tunnel, but they will remain unused in the foreseeable future.

Mr Yeung was puzzled as to why bus bays had been provided when the government had no plan to introduce new bus routes.

"The Sha Tin District Council has been pushing the Transport Department to introduce new bus routes that run through Route 8 to Kowloon West. This would help reduce the vehicle load on the Lion Rock Tunnel and Tai Po Road," Mr Yeung said. "But the Transport Department has been firm in response that there is no demand for new services."

Closing the gap soon
http://i5.photobucket.com/albums/y181/Genuine007/UC/090110c_063s.jpg
__________________
Buildings that don't get posted often (HK) Part I (http://www.skyscrapercity.com/showthread.php?t=211362) or here ( http://www.skyscrapercity.com/showthread.php?t=209576) | Part II (http://www.skyscrapercity.com/showthread.php?t=212436) or here (http://www.skyscrapercity.com/showthread.php?t=212435) | Part III (http://www.skyscrapercity.com/showthread.php?t=316338) | Part IV (http://www.skyscrapercity.com/showthread.php?t=366314) | Part V (http://www.skyscrapercity.com/showthread.php?p=13282175)
Artistic decorations inside and outside of the buildings (http://www.skyscrapercity.com/showthread.php?t=319077)

:banana: Three more sections. :banana:
Probably some time around beginning of February.

Perhaps is the Government increased the toll for through traffic from Shatin to HK island via Lion Rock and the Central tunnel people might be persuaded to use this less convenient root 8. Does the Gov have the backbone to make unpopular decisions - obviously not. They can only poor concrete to try to resolve issues.

^^ Yep. and there are no mass transport in hong kong right? they only have concrete right?

If your in Shatin and want to get to Mong Kok then the new route 8 is great. If you want to go to CWB then taking lion rock route is faster and cheaper than ENT ad WHT. If there was an additional charge for through traffic that uses Lion Rock and Central Harbour tunnel then more people would switch to the eagles nest and WHT. WHT could then reduce the fees and still make the same amount of return.

Again HK Gov is just populist - I know broken record.

If your in Shatin and want to get to Mong Kok then the new route 8 is great. If you want to go to CWB then taking lion rock route is faster and cheaper than ENT ad WHT. If there was an additional charge for through traffic that uses Lion Rock and Central Harbour tunnel then more people would switch to the eagles nest and WHT. WHT could then reduce the fees and still make the same amount of return.

Again HK Gov is just populist - I know broken record.

Since the first day of in the early planning stage, IMO, Western Harbour Tunnel and Route 3 Expressway have never had the intention to relief the congestion at CHT due to the eastern NT crossing harbour traffic. The whole project is solely to relief the traffic on Tai Po Road, Lion Rock and Shing Mun Tunnels, between Western Kowloon/Kwai Chung/Tsuen Wan area with a new direct connection to the Tsing Ma and Ting Kau Bridge. There is no direct interchange between Route 3 Nouthbound towards Kwai Chung and Route 8 Eastbound towards ENT, and Route 8 Westbound towards Route 3 Southbound towards WHT in case you don't know. If eastern NT crossing harbour had had been a concern, that half interchange wouldn't have be ignored.

I would agree that the intention was probably not to relieve congestion from the CHT, but your argument that the TCT/EHC is relief route for the CHT is somewhat mistaken. In reality the 15 mins of congestion are each side the CHT are worth the reduced drive through to take the LRT to get to Shatin. ONLY if the Gov ups the peak time toll rates in the CHT so the EHT route becomes cheaper but longer would it really be an alternative route in the true sense.

Why the best tunnel has the lowest price is only down to the backbone of the Gov in making non-populist decisions. Bring on another by-pass. Again if someone could mention a policy that manages congestion rather than tries to build out of it (be it road or rail) I would be happy to listen, but still no evidence.

If your in Shatin and want to get to Mong Kok then the new route 8 is great. If you want to go to CWB then taking lion rock route is faster and cheaper than ENT ad WHT. If there was an additional charge for through traffic that uses Lion Rock and Central Harbour tunnel then more people would switch to the eagles nest and WHT. WHT could then reduce the fees and still make the same amount of return.

Again HK Gov is just populist - I know broken record.

I would agree that the intention was probably not to relieve congestion from the CHT, but your argument that the TCT/EHC is relief route for the CHT is somewhat mistaken. In reality the 15 mins of congestion are each side the CHT are worth the reduced drive through to take the LRT to get to Shatin. ONLY if the Gov ups the peak time toll rates in the CHT so the EHT route becomes cheaper but longer would it really be an alternative route in the true sense.

Why the best tunnel has the lowest price is only down to the backbone of the Gov in making non-populist decisions. Bring on another by-pass. Again if someone could mention a policy that manages congestion rather than tries to build out of it (be it road or rail) I would be happy to listen, but still no evidence.

Hum?? You are the one brought up the idea Eagle Nest were built to relieve Crossing Harbour traffic. Not me.

Policy?? High taxation on private motor vehicle and high fuel taxes are some policies of discouraging driving. The Executive branch has proposed to balance the tolls on tunnels (either raise or drop) to balance traffic; but it's up to the Legislators to approve the proposals. I don't think it's fair to blame its the Executive branch fault to not to do something in the soft side.

OK I accept the high tax on new car purchases. But fuel prices are similar to western Europe. Indiscriminate tax is like using a hammer on every job even when it is a screw your trying to fix.

Equalisation of toll's how ill that help? Why should my tax money be spent on nationalising a private business for the benefit of a few motorists. Raise the peak time tolls in Government owned tunnels is a harder but better solution.

surely they should all be at the market rate - not some arbitrary rate the government thinks will keep

OK I accept the high tax on new car purchases. But fuel prices are similar to western Europe. Indiscriminate tax is like using a hammer on every job even when it is a screw your trying to fix.

Equalisation of toll's how ill that help? Why should my tax money be spent on nationalising a private business for the benefit of a few motorists. Raise the peak time tolls in Government owned tunnels is a harder but better solution.

surely they should all be at the market rate - not some arbitrary rate the government thinks will keep

You are correct. Fuel tax in Western Europe is just as high as HK does. Why?
It's because the European also want to discourage private vehicle ownership.
The same philosophy applies. Tax is only one of many policies. There are other policies to discourage driving such as, lack of parking facility, high parking fee, very tight vehicle registration and maintenance process etc. etc.

Equalization does not mean the Government has to subsidize the privately operated tunnels for the price different. It can go the other way by raising the Government operating tunnels (read my statement from last reply again, I had said that already.) The extra income can use to pay back for other thing that benefit to the communities. (Hey, that is possible to reduce your tax, not increasing it.) I do not believe the Government's tunnels are in profit, but the tolls are sustainable to keep the facility runs, not losing money and no need to ask for tax subsidize. All other private tunnels charge so much, because they need to pay off the debt and start to make profit from the facility before the franchise runs out; that's not the case for the Government's.

The key here is not how much each trip cost through the tunnels, it is how much different. As long as all tolls are equal, $10 per trip has a similar effect as $100 per trip in terms of route choice decision. By balancing the tolls out, people will start to find the quickest route to the destination, taking the toll factor out of the equation. The toll factor gets more and more important if the difference between tolls get larger. People stay away from the Western Harbour Crossing, and uses Crossing Harbour Tunnel is because the toll different is greater than the time value. The volume can balanced out more evenly if the toll gap gets smaller. I am sure you have known that already. Eastern Harbour Crossing is second popular because the toll difference isn't as much as the Western Harbour Crossing. Traffic to/from eastern Kowloon choose Eastern Harbour Crossing over Crossing Harbour Tunnel because the distance as well as the time cost.

Why would you think increasing the peak time toll in tunnels would help to relieve traffic congestion? I hope you aren't thinking simply "people would stop driving if the toll increases because the driving cost goes up." That can count towards certain percentage and more effective if it goes to extreme. But more importantly, people would start to choose another route which is quicker if there is no significant different in terms of driving cost.

If the government purchases the operating rights form Citic then they will not be able to keep the tolls the same they will have to reduce them to nearer the CHT price. If they were going to raise the CHT tunnel they could do that without spending billions to the now cash strapped Citic organisation.

I completely agree that the tunnels should be balanced in terms of demand and supply, and the best way is to have variable tolls that change up or down depending on traffic conditions. At peak times the price is higher and at off peak times they could even be free. These should be automatic with a target speed that optimises traffic flow.

If I choose to drive to work (usually 1 day per week) I have an option of 3 tunnels and more importantly I have the option of what time I drive in. I only really use the CHT tunnel when I have a lot of work to do and get to my desk an hour early (before the rush) and the same for at night if I have to stay really late. Changing travel times is my choice due to limited other options. If the CHT toll was $50 during peak morning and evening hours say 6 hours per day (just 25% of the time) I would then have the choice to travel earlier / later to avoid the higher charge for being able to use the roads at the most desired time of the day. If I was in a hurry I would pay the $50 charge, if not I would travel earlier or get the excellent public transport. You can only manage congestion not build out of it.

Almost every industry charges more at peak times - cinema, restaurants, airlines, roads (in other countries) etc, freight, bus companies etc etc. People would complain about it but understand.

I don't think the government will buy the loss-making tunnel operations either. Even if it's a firesale, they'll be criticized for taking advantage of ailing companies, and then on the other side, be criticized for dumping tax dollars into a sinkhole.

Hong Kong's car-loving elite are a bit different from other cities. First of all, transit ridership is very high and car ownership is very low compared to other rich and large cities. Hence, the ones that take the luxury to cross the harbour daily are either commercial vehicles or the very rich drivers. The commercial vehicles will probably pass any price hikes to the consumer. For the very rich drivers, would they care? Parking is easily 40 an hour in Central anyway. Would they be awfully concerned the WHC toll will go up by 30? I highly doubt a significant price hike will deter these people. The commercial vehicles will still use anyway. Business still goes on tomorrow.

So why do you think the Gov is so weak when it comes to alleviating congestion by these easiest method - raising peak period tolls on the tunnels it operates?

So why do you think the Gov is so weak when it comes to alleviating congestion by these easiest method - raising peak period tolls on the tunnels it operates?

It's political; not practical or theoretical. Period.

It could be suggested the chronic congestion has allowed harbour reclamation and the sale of more land to keep taxes low. Congestion is very localised so needs local solutions.

It could be suggested the chronic congestion allows harbour reclamation and the sale of more land to keep taxes low. Congestion is very localised so needs local solutions.

There are no plans for further reclamations to create a new cross-harbour tunnel.

There is also a lot of political pressure, especially now with an inflationary environment and economic downturn, to raise the sole government-owned cross-harbour tunnel tolls to what the private sector is charging elsewhere. I'm quite confident the government would love to charge more if they could.

They could but it is not the style of current government to make un-popular decisions. Perhaps if they did the would actually be more popular. Trying to please everyone isn't working

Whoever proposing a new tunnel is just an idiot. It would cost more to construct a whole new tunnel with other support infrastructure than buy the share back. And there is no such need for additional capacity, WHC has plenty reserved capacity. It is a problem of policy to balance the traffic demand on all three tunnels.

It is not the government doesn't want to raise the toll, but it is the system preventing the Executive to act. Such proposal has to be voted by the Legislative Council in favour in order to proceed. Even the LegCo is more pro-Executive in many issues, but when it comes down to social, it can go the other way to favour the public. It makes totally sense because no one wants the toll to be raised despite whatever the end result will be.

'no one wants the toll to be raised'

I would suggest with a little spin and better priority for buses, lower off peak travel costs etc people would accept that the current situation can't continue. Just ask any taxi driver as he is sat in a queue waiting to cross yje CHT, they know it is too cheap.

'no one wants the toll to be raised'

I would suggest with a little spin and better priority for buses, lower off peak travel costs etc people would accept that the current situation can't continue. Just ask any taxi driver as he is sat in a queue waiting to cross yje CHT, they know it is too cheap.

:lol::lol::lol::lol::lol:
All public transportation in HK are private enterprise, are you saying the government should subsidize them in cash directly? I thought you don't want tax money to subsidize private enterprise. Without subsidization, the fare can't go down any further. Limited right-of-way and high density bus traffic limit HK to construct any bus priority, and has implemented Bus Lane/Bypass Lane at where it can (I don't want to go in depth here, we had discussed about these in another thread months ago.)

Ture, local (Hong Kong Island base or Kowloon base) taxi drivers do not like to do cross harbour call unless he is a cross harbour taxi. Yes, he would hate to sit in congestion at CHT like everyone else if the the vehicle is not carrying passenger and choose the cheapest harbour crossing route; but if he is carrying passenger, the meter keeps running at HK$1 or HK$1.5 per minute and the passenger has to pay the tunnel toll + the return toll unless the origin is cross harbour taxi stop. If the passenger choose to use WHC or EHC, the passenger is responsible for the toll, not the driver. It doesn't cost the taxi driver extra to use other tunnel as an agreement with teh passenger. And you think the taxi driver would say the tolls are too low? They are paying toll at a discounted rate.

The public in general is already not accepting the existing congestion situation, but majority are bus riders who have no choice, except the MTR.
Public transportation fare in HK are already low comparing to other major city in the world, and the driving cost in town is much higher than taking public transportation. If drivers think cost of driving is an issue, they would have chosen public transportation already. It doesn't matter how much the public transportation fare cost, those drivers will continue to driver unless the driving surcharge is significantly higher.

The Government does effetivley subsidise the bus companies as there is no tax on the fuel they use and yes - I am against this. If the fule was taxed we would probably have a city full of more efficient Euro IV engined buses. Polluters should pay as a simple principle.

As you state public transport costs are low but the cost of congestion is high. Too many private cars at peak times in pinch points causes huge losses of efficiency for the city. And with no policy for managing congestion this will not change no matter what infrastructure is built.

Re-bus lanes yes we will have to disagree. There is plenty of opportunity for swapping lanes over to bus priority but that would mean managing congestion and the TD does not have a policy for that so it will never happen.

I thought of tis thread this morning and had a little chuckle after seeing 1st hand the Government pro-car pro MTR policy at work. As I approached the Lion Rock Tunnel heading south a bus overtook me in the excellent bus lane yp my left hand side. 70 people on the bus and only me in my car, obviously the economics would suggest the bus should have a priority over me. The bus lane save around 2 mins getting to the tool booths for the bus (70 x 2mins = over 2 hours benefit for society in the bus using that lane)

As I got nearer the tunnel as usual there was a backlog of buses trying to get through there assigned toll. When they get out of the toll cars nip in front of them into the left hand lane due to there lack of agility. This meant that even in very heavy traffic I beat the bus through the tunnel.

Just moving a dozen cones and not allowing cars to enter the left hand lane until buses were up to speed would save at a very rough guess

peak buses per month 20,000
saving per 2 mins
passengers 50
monthly saving (Mins) 2000000
monthly saving (Hours) 33333
monthly saving (Days) 1389

All this by just moving a dozen cones at one tunnel.

Obviously the tunnel operator Serco does not want to give buses priority as there will be 200K bus journeys through the tunnel regardless so the need to prioritise cars as this is the only variable they can control to increase revenue. So it would only happen with legislation forcing tunnel operators to give buses priority access (that doe not mean exclusive!!!)

There are hundreds of places in HK where buses could just be given a greater edge over cars and the cumulative savings would be huge. I am not able to find a policy on maximising the efficiency for users (not drivers) for HK roads.

Is car ownership and use really a problem in HK? Our transit usage rates are quite high and private car use is generally very low among the industrialized cities. If someone's making an argument that this city is seeing a huge problem in this area, then I wonder if LA should be declared a disaster area?

If there is no tax break in diesel fuel, the bus companies will only put the surcharge on top of the operation cost and revenue, aka fare. It is fine that the government doesn't provide any subsidy in any financial matter, but everyone will just have to pay higher fare. Keeping the fare reasonable is very important for transit attractiveness in general. High fare is more likely to encourage car ownership as the cost is less different.

Bus priority is giving each bus an advantage to use the facility over other vehicles.
Even if the facility isn't exclusive, but when each bus gets the priority with such high frequency in bus service, it will turn the priority to exclusive. It's not operationally possible. The theoretical reasons have been explained in the other bus related thread (http://www.skyscrapercity.com/showthread.php?t=590869), I am not going to get in depth here. The Cross Harbour Tunnel scenario is the same as in the Lion Rock you mentioned. It is far safer to have car traffic merges with heavy bus traffic at low speed instead of median speed. Any collision would be minor compares severe. It is not just thinking about how many vehicles can push through the lane, but it has also to be done safely.

In fact, the priority here along Lion Rock Tunnel Road is the section from the slip road onto the Lion Rock Tunnel Road all the way to and past the toll plaza before the two lanes bottleneck at the tunnel entrance. The buses has bypassed all other vehicles in congestions.

I guess it will be impossible to convince you that taking away the right to have access to ALL roads by private car owners at ALL times of the day is possible (M4 into London?) if the political will exist to have a policy of priority for multi-occupancy vehicles over single passenger vehicles. 90% of the time when I drive I am a single occupant. I can use all roads to avoid congestion, short cuts etc. Buses have fixed routes on a very limited number of roads.

I guess it will be impossible to convince you that taking away the right to have access to ALL roads by private car owners at ALL times of the day is possible (M4 into London?) if the political will exist to have a policy of priority for multi-occupancy vehicles over single passenger vehicles. 90% of the time when I drive I am a single occupant. I can use all roads to avoid congestion, short cuts etc. Buses have fixed routes on a very limited number of roads.

It's possible, but just have to provide alternative solution. It's not all about one mode of transportation and completely ignore other road users, despite they are SOV or HOV. If there were a third tunnel for Lion Rock and it's exclusively for bus, and all other road users had the same choice to use the same route, I am totally convinced. It's like the Holland Tunnel in New York. But by reducing the existing capacity from all other users to provide absolute privilege for one mode, and not providing identical alternative, that is not right.

If you are so into helping to relieve congestion, I think you should start to use public transportation and not to drive when you don't fill the car. You can start to help others, and not to expect others to change and make rooms for you.

Obviously it is better pour more concrete an build more roads as this upsets fewer people. The time to implement traffic management is when congestion is not present so you don't have to take away capacity from users at a later date. Unfortunately there will be no HOT lane on stone cutter bridge as there is not in the Eagles nest tunnel parts or as there will not be in the Central / Wanchai bypass. In the US there has been a tendency to build large extra lanes but Europe and HK do not have the luxury of lots of free lane so a simple solid white line should suffice.

So even when the Gov is pouring money into relatively unneeded infrastructure projects (deep bay bridge) there is now forward planning for conditioning people to the idea of priority for high occupancy vehicles or people willing to pay a little more.

Anyway have a read of the below paper
http://ntlsearch.bts.gov/tris/record/tris/00928009.html and see how in the US road capacity has been increased by 50% in a HOV lane. If you argue that capacity should be measure by only by vehicle count then there is little point in disucssing this as it is obvioulsy not the correct measure. Are train systems measured only by the number of trains or by passenger count. the purpose of transport systems is to transport things (people & freight)

Also if you read the below article it should help you understand that moving a congestion point up stream (an allowing HOV's priority) does not affect the overall flow of vehicles. Very similar to th southbound Lion Rock example and could be adopted with difficulty for CHT except there is not the political will to tackle difficult issues (e.g. pollution) without pouring concrete
http://www.cbrd.co.uk/indepth/m4buslane/

I have never said building more to relief congestion, but the soft solution has to work in order to implement. If the proposal does not work, it will cause even further headache. Moreover, building more roadway, it doesn't directly apply to increase capacity, but can also be aim to provide better access in terms of logistic. Eagle Nest and the Western Corridor are both built to satisfy both objectives. (I know you are going to disagree, but that's ok.)

HOT lane works when there is an absolute congestion in place, no other direct alternative to reroute, and so that some people are willing to pay extra for the service. The roadway network in the NT of HK is far more compact with full of options as compares to the suburb in Long Island or other US states who has HOT facilities. People can easily opt to use other link to avoid the HOT facility and the facility will be underused. Connecticut looked at HOT or toll facilities to relief traffic on the Interstate, but it is somewhat determined the local roadway network is direct and still easy for people to opt out from the expressway and causes even more problem on the local network. Again here, comparison needs to be between apple and apple; something works overseas does not mean it will work in HK. The situation has to be looked at broadly and localized.

And yes, you are correct, the roadway capacity is a quantity that quantify by the number of vehicles that can pass though the facility in the engineering and planning field. The other term that engineers and planners look at is the utility or efficiency, that quantify how well the facility is being use (that is the term you are looking at). Capacity is the maximum amount of vehicles, usually in terms of passenger car, that the facility can handle. Implementing HOT doesn't increase nor decrease the facility capacity, but encourage people to give up their own car and carpool for better utilization. The facility still serve the same number of vehicles at maximum (i.e. capacity), but just better utilized.

And to respond your M4 example, once again, it's an apple to orange comparison. Bottleneck at a highway has a different traffic flow characteristic than at a toll plaza. A ten-to-two merger at low speed has a lot more fraction than a three-to-two merger at high speed. The idea behind M4 bus lane conversion is to bring the merge together earlier and so that it will eliminate the merge friction at the downstream bottleneck relieving congestion and allow extra room for a bus lane to bypass all traffic that get stuck before hitting the viaduct. This is similar to Lion Rock Tunnel Road southbound before the toll plaza, Aberdeen Tunnel northbound before the toll plaza, the short segment Canal Road Flyover towards Crossing Harbour Tunnel and so on. The buses still don't have priority once they enter the two lane segment.

I can not see why vehicle count should be the measure of success.

In that case buses should be deterred from the road as they are inefficient.

Why isn't the same measure applied to pavements, trains, ferries, etc They all quote passengers per day/hour etc

I can not see why vehicle count should be the measure of success.

In that case buses should be deterred from the road as they are inefficient.

Why isn't the same measure applied to pavements, trains, ferries, etc They all quote passengers per day/hour etc

Both capacity and utility are looked at when doing planning and design. It isn't a simple one term driven thing.

Trains on tracks and ferries on water have far less arrival rate than vehicular on road. The track or water has plenty of reserved capacity. It doesn't show how efficient the the facility are being used going with train/vessel per time, but makes more sense in terms of ridership.
MTR uses both ridership and track capacity, because the both are reach the limitations. Airport uses planes per hour, how many flights can be handled hour. By your analysis, only A380 should be used and allowed to land and depart.

The top level measure or the airport is passengers per year how they arrive is up to the airlines and the anding fee structure.

If the top line measure is to increase vehicle flow then there will be more vehicles.

If the top line measure is to increase passenger flow then there will be more efficient use of the roads as the NY report on urban hot lanes suggested.

If you want to construct arguments around getting more cars on the road then please continue, no matter how much concrete the Government pours there will always be congestion just ask Red Ken.

For airports, the number of passengers is only one indicator. Another key driver to profitability is based on airplane movements, as each airplane is charged for services from landing to fuel and airbridges. I don't think the busiest airport in the world in terms of passengers is the most profitable, and I'd rather we have a profitable airport than a loss-making but busy one.

What's clear for HK's scenario is that increasing the # of passengers per car and likewise a proportionate decrease in the # of cars on the road may not be sustainable at all. There ought to be more creative ways to reduce the number of vehicles on the road, and that's where the government's rail strategy comes in.

昂船洲大橋 照超聲波保安全; 全球第二長斜索橋 Discovery頻道追訪
15 January 2009
香港經濟日報

今年，香港一重要基建昂船洲大橋將會落成，亦是全球第二長斜索橋，吸引得Discovery頻道新建築節目來港追訪，盛讚大橋深富簡潔美，而且要照超聲波保安全，大開眼界！

昂船洲大橋跨度長達1,018米，較香港現有的兩座斜索橋○○吸水門大橋及汀九橋長逾一倍，令建築更困難。大橋由醞釀到建成的10年光景，昂船洲大橋工程現已來到最緊張的時刻○○大橋尚餘不足300米就合龍，橋面從兩端向海中愈築愈遠，每裝上一塊，橋面兩邊就向下沉一沉，最後一節還必須在風季來臨前完成，建築隊伍每天向時間競賽。

每天向時間競賽 3月合龍

如此精采的工程故事，令專門追訪全球大型建築工程的Discovery頻道節目《工程大突破》主持人Danny Forster都來港追訪。本身是哈佛大學建築學碩士Danny說昂船洲大橋：「它是最具簡潔美的。」

來自紐約曼克頓的他坦然對香港高密度天際線吃不消：「太刺激，密度太高了！還幸尚有自然山脊線做平衡，希望香港能保持這平衡，昂船洲大橋正好是最不誇飾最美的。」工程師向他透露，大橋今年3月合龍；據路政署回覆，大橋餘下工程第三季竣工。

橋身像倒轉機翼 減風阻

的確，從高空中看，這全球第二高的斜索橋不見雄偉，反而甚為「單薄」。大橋項目總監Naeem Hussain把大橋形容為一束光：纖幼、流線型和耀目。「正因為大橋的結構簡單、纖細能減低風阻，兩條行車線間更留有通風空間，這條橋是通風不是擋風，令橋身更穩定。」Danny說。

大橋結構順應自然，橋身同樣巧妙，像是一對倒轉的飛機翼，纖薄、又流線型的設計降低風阻。而鋼纜則像高爾夫球般，上面布滿小凹窩。加速雨水流走、減少衝擊面，「因為香港的颱風多，位置當風、橋身太高，鋼纜變粗些少都會帶來危險。」本身是哈佛大學建築學碩士Danny說。他讚香港築橋的團隊十分國際化，有來自加拿大、美國、中國、香港、尼泊爾等專才。「這團隊特別有經驗，有位主管建過青馬橋、汀九橋、現在建昂船洲大橋，數十年來都在建橋；他們在橋邊日以繼夜工作，見慣風浪！」

沒多餘裝飾 細節一絲不苟

全大橋沒多餘裝飾，但就對每一細節一絲不苟：大橋由65段部件鋼箱樑接而成，確保焊接穩妥成為最重要一步，其安全監察令Danny大開眼界：「孕婦生小孩，緊張嬰兒健康要照超聲波，他們為確保接合安全，也為大橋照超聲波！其中百分之五的部分還會照X光！我曾貼在橋面照超聲波，感覺有趣。」

既是鋼索橋，全橋安全自是繫於一線，他跟技工站在逾200米高的橋塔高台上幫忙穿鋼纜。「我們穿針線都不易啦，把重達79噸的鋼纜從橋面吊起，遙控穿進橋頂，一穿就是8個小時。」有畏高症的Danny站在那裡一小時已經頭暈腳軟，特別著港人向在高空工作的尼泊爾技工致敬！

施工續唱慢板 八號幹線斷截
昂船洲大橋通車再拖
29/01/2009
http://the-sun.on.cc/channels/img/endmarker.gif

http://the-sun.on.cc/channels/news/20090129/img/sn06012902f_big.jpg

去年本報揭發八號幹線核心項目—昂船洲大橋建造工程延誤達一年後，路政署卻續唱慢板，不但沒加快施工，反而再度押後一季才能完工，通車日期進一步延至今年第三季。目前整條幹線仍斷截禾蟲，駕駛者敬而遠之，令通車近一年的沙田至長沙灣段（青沙公路）車流量只達預期的六分之一，無法疏導已十分擠塞的獅隧及大老山隧道。

連接沙田至大嶼山的八號幹線至今仍剩下青衣至長沙灣段未建成，其中昂船洲大橋的工程原定去年六月完工，本報去年查證後卻發現，政府未能在前期探土工作中，發現橋塔地基下的複雜地質問題，結果要委託顧問研究及修改設計，加上惡劣天氣等因素，工程延遲了整整一年，工程費亦由二十七億六千萬元大幅增至三十七億元。

正當市民期待今年中整條幹線可望貫通，本報再次發現幹線的工程出現延誤，完工日期又要延遲一季。路政署解釋，去年六至十月期間，颱風多次襲港、暴雨連連，降雨量創歷年新高，大橋的工程進度因此再度受阻。據最新的評估，大橋可於今年年初合攏，但餘下工程要到今年第三季才能竣工。

物流協會質疑建築技術
由於大橋遲遲未能落成，令駕駛者一直不能善用整條八號幹線，巴士公司亦拒絕將巴士線改經通車約十個月的青沙公路，導致公路車流量一直處於甚低水平。根據運輸署數字，每日平均只有兩萬架次行經青沙公路，只及該署估計每日十二萬架次車流的一成六。

香港物流協會卸任會長黃輔華對幹線再度延遲通車感失望，質疑「香港用咩技術建築，點解會遲咁多？」他說，該幹線除了可接通青衣九號貨櫃碼頭外，亦可成為三號幹線的替代道路，令沙田前往青衣、荃灣的市民更方便。由於幹線遲遲未能全面貫通，以致已開放的路段車流疏落，無法疏導其他擠塞的道路。

路政署稱，昂船洲大橋的建造工程合約附有條款，署方可修訂竣工日期，以配合於施工期間因惡劣天氣影響，或額外施工期。今次工程再度受阻，造價仍可維持於三十七億元。

最長跨度斜拉橋之一
八號幹線青衣至長沙灣段於○二年起分階段動工，當中全長達一千五百九十六米的昂船洲大橋是地標式項目，主跨度達一千零一十八米，完工後將成為全球最長跨度的斜拉橋之一。

昂船洲大橋位於來往葵涌貨櫃碼頭的繁忙航道入口，橫跨藍巴勒海峽，為預留足夠的通航淨空間予下一代超級貨櫃輪船通過，大橋最低拱腹水平定為七十三點五米，這亦使大橋的主樑成為世界上最高的主樑之一。

事實上，八號幹線的青長段動工多年，只有昂船洲高架道路部分路段於去年率先開放，其餘路段包括昂船洲大橋、青衣東、西高架道路及南灣隧道，均要今年第三季才能開放使用。

Drivers shun HK$6.8b road link Route 8 carries under a sixth of its capacity
5 January 2009
South China Morning Post

Low use of the city's newest multibillion-dollar road link is raising fears that taxpayers may have invested in a huge white elephant. Nine months after it opened, the HK$6.8 billion Route 8, which links Sha Tin with Cheung Sha Wan via two tunnels, is carrying less than a sixth of the vehicles it was designed for.

The Transport Department has no plans to introduce new bus routes using the link despite having built two 100-metre bus bays, each capable of servicing 10 routes. And although the link was aimed at reducing congestion on other routes between Sha Tin and Kowloon, a minimal initial effect has since vanished.

Route 8 - which will eventually link the eastern New Territories with Tsing Yi and the airport via another project under construction, Stonecutters Bridge - passes through the 2.1km Eagle's Nest Tunnel and the 1km Sha Tin Heights Tunnel, which have dual three-lane carriageways.

In May 2002, the government told Legco's public works subcommittee the link would ease traffic congestion in the Lion Rock, Tate's Cairn and Shing Mun tunnels and Tai Po Road.

It was estimated the peak-hour volume could be cut by 15 per cent in the Lion Rock Tunnel and 27 per cent in the Shing Mun Tunnel.

But between March and October, a daily average of just 17,200 vehicles used Route 8 - 14 per cent of the design capacity of 120,000. By contrast, more than 83,200 vehicles used the Lion Rock Tunnel daily and 48,390 vehicles used the Shing Mun Tunnel.

In the first four months after Route 8 opened, traffic fell 5.9 per cent in the Lion Rock Tunnel and 9.1 per cent in the Shing Mun Tunnel. But the trend did not last and traffic volume rose in July and September.

Sha Tin district councillor Yeung Cheung-li said he did not believe the new route would lure drivers away from the Lion Rock Tunnel. "I am worried that when the tunnel is undergoing major renovation, the traffic congestion will get much worse," Mr Yeung, chairman of the council's traffic and transport committee, said.

However, transport experts are more ready to give the new route the benefit of the doubt. "It is normal that for new road links, it takes some time for traffic to build up," former Transport Advisory Committee member Leung Kong-yui said. "The link to Tsing Yi has not yet been completed."

He said he expected that when connecting routes such as Stonecutters Bridge were in operation, more vehicles heading for Lantau or the airport would use Route 8.

The Route 8 project includes bus interchanges at the exits of the Eagle's Nest Tunnel, but they will remain unused in the foreseeable future.

Mr Yeung was puzzled as to why bus bays had been provided when the government had no plan to introduce new bus routes.

"The Sha Tin District Council has been pushing the Transport Department to introduce new bus routes that run through Route 8 to Kowloon West. This would help reduce the vehicle load on the Lion Rock Tunnel and Tai Po Road," Mr Yeung said. "But the Transport Department has been firm in response that there is no demand for new services."

世界第二長斜拉橋-昂船洲大橋合龍 (http://hk.news.yahoo.com/article/090407/3/bkit.html)
__________________
Buildings that don't get posted often (HK) Part I (http://www.skyscrapercity.com/showthread.php?t=211362) or here ( http://www.skyscrapercity.com/showthread.php?t=209576) | Part II (http://www.skyscrapercity.com/showthread.php?t=212436) or here (http://www.skyscrapercity.com/showthread.php?t=212435) | Part III (http://www.skyscrapercity.com/showthread.php?t=316338) | Part IV (http://www.skyscrapercity.com/showthread.php?t=366314) | Part V (http://www.skyscrapercity.com/showthread.php?p=13282175)
Artistic decorations inside and outside of the buildings (http://www.skyscrapercity.com/showthread.php?t=319077)

I wish I had taken more pics of thie bridge because I can see it everyday when I step outside my home. It looks so giant.

GXoiqwUIxfE

GXoiqwUIxfE

Super cool video!!! Thanks for posting!!!!
I love Hong Kong!!

5/3

http://www.globalphotos.org/hongkong/2009/0503/IMG_0757.jpg

By 6638 from a Hong Kong photography forum :

http://www.gophoto.com.hk/forum/attachments/forumid_62/20090506_e96b1a6de626a5546e17JtW8THBdiWOE.jpg

:cheers1:

That's a really cool pic!!

Since the first day of in the early planning stage, IMO, Western Harbour Tunnel and Route 3 Expressway have never had the intention to relief the congestion at CHT due to the eastern NT crossing harbour traffic. The whole project is solely to relief the traffic on Tai Po Road, Lion Rock and Shing Mun Tunnels, between Western Kowloon/Kwai Chung/Tsuen Wan area with a new direct connection to the Tsing Ma and Ting Kau Bridge. There is no direct interchange between Route 3 Nouthbound towards Kwai Chung and Route 8 Eastbound towards ENT, and Route 8 Westbound towards Route 3 Southbound towards WHT in case you don't know. If eastern NT crossing harbour had had been a concern, that half interchange wouldn't have be ignored.

Interestingly 'flyers' have been given to users of Lion Rock tunnel to suggest that ENT, WHT route as an altenative.

Interestingly 'flyers' have been given to users of Lion Rock tunnel to suggest that ENT, WHT route as an altenative.

Planning and operation can be two different subjects.
Planner may not have looked at that as a heavy movement and determined there is no need for a slip road between Route 8 to/from the east and Route 3 to/from the south.

Without the slip road, it is just not as direct, but still doable. Road uses can still access to/from western HKI and eastern N.T. via Egale Nest Tunnel and Western Harbour crossing. Some people will probably do that move since it is now still considerably easier to reach WHC than it was before.

T51PH93Ri2g

What congestion is this new bridge relieving?

Watching the vidoe on ENT & SHT the reason there is congestion at Lion Rock Tunnel is because it is direct and very cheap.

It is the quickest and cheapest way from NT East to Central. Now there is an alternative why doesn't the Government up the price of LRT or adopt some simple technology could charge people how use CHT within 30 mins of LRT (or visa versa) an extra fee to encourage drivers from the NT's to use alternative routes rather than CHT.

What congestion is this new bridge relieving?

Container Port Road, Tsing Kwai Highway and Kwai Chung Road.
It will divert container port traffic away from the northern end of port area.

By joEjoE from dchome :

http://www.dchome.net/attachments/day_090717/20090717_e0b522af37c33415e204J3kvku1hJ2hW.jpg

Source : http://www.pbase.com/specialteam/beacon_hill

http://www.pbase.com/specialteam/image/115671666/original.jpg

http://www.pbase.com/specialteam/image/115671669/original.jpg

12/11

http://img.photobucket.com/albums/v81/asiaglobe/hongkong/IMG_2710.jpg

it s so beautiful

By fatshe :

http://api.photoshop.com/home_11e5fbb8309740b9aa8ad5872ce63dff/adobe-px-thumbnails/abb72e8772f54ac6b657f168ca4782c3/fullsize.jpg

機場巴士4線改行昂船洲橋

年底通車 車程料快5至10分鐘


【明報專訊】昂船洲大橋將於年底通車，之後整條連接新界至機場的八號幹線即告貫通。運輸署表示，已批准4條機場巴士線A10、A11、A12、A22改道大橋，有專家估計車程可快5至10分鐘。另外，八號幹線沙田至長沙灣段去年落成後，一直沒有常規公共交通進駐，有區議員批評，令八號幹線恍如只讓私家車使用一樣，當局需要檢討。


現時機場巴士線A10、A11、A12、A22，分別由南區、北角、小西灣、藍田開出，最後均要走完整條西九龍快速公路，途經青荔公路、長青隧道，再連接青馬大橋到達機場。昂船洲大橋落成後，即提供另一個選擇，一出長沙灣即駛上昂船洲大橋，再接駁至青馬大橋到達機場。


香港汽車會常委李耀培指出，該4條路線改道後，除可飽覽藍巴勒海峽的景色外，亦可避過目前繞路之苦，或是行車速度較慢的交通交匯處，料快上5至10分鐘車程，「以後由荃灣或九龍去機場，可以做到分流，分別行走青葵公路及昂船洲大橋」。城巴發言人表示，除了4條機場快線外，亦為A21號線申請改道，但最終未獲批准；運輸署卻稱只收到4條路線的正式申請，均予批准。


八號幹線沙田段巴士線少


八號幹線沙田至長沙灣去年3月已通車，但根據巴士公司資料，至今只有373A和88R兩條繁忙時間特別班次路線行駛，形同零公共交通，沙田區議會交通及運輸委員會副主席姚嘉俊指出，曾多次質疑為何至今仍未安排公共交通行駛青沙公路，「公路收費廣場預留了一大個巴士站，至今都無用」。


有消息人士指出，因現時該段路屬收費公路，大部分公共交通寧選車程較慢但免費的大埔公路代替，所以短期難以有公共交通採用這段公路。


姚嘉俊指出，運輸署和巴士公司曾解釋，有關客量需求不足以開設新線，「一定有需求，是走這條路賺不到錢，以致變成私家車專用路般」 。據運輸署統計，今年7月每日經過青沙管制區的汽車流量，約為每日23,000架，比去年3月通車初期的15000架有所增加，但原本打算為獅子山隧道分流，其效界卻一般，獅子山隧道的流量由去年3月的每日約62,000架，微跌至今年7月的每日約60,000架。


明報記者 古治雄

機場巴士4線改行昂船洲橋

年底通車 車程料快5至10分鐘


【明報專訊】昂船洲大橋將於年底通車，之後整條連接新界至機場的八號幹線即告貫通。運輸署表示，已批准4條機場巴士線A10、A11、A12、A22改道大橋，有專家估計車程可快5至10分鐘。另外，八號幹線沙田至長沙灣段去年落成後，一直沒有常規公共交通進駐，有區議員批評，令八號幹線恍如只讓私家車使用一樣，當局需要檢討。


現時機場巴士線A10、A11、A12、A22，分別由南區、北角、小西灣、藍田開出，最後均要走完整條西九龍快速公路，途經青荔公路、長青隧道，再連接青馬大橋到達機場。昂船洲大橋落成後，即提供另一個選擇，一出長沙灣即駛上昂船洲大橋，再接駁至青馬大橋到達機場。


香港汽車會常委李耀培指出，該4條路線改道後，除可飽覽藍巴勒海峽的景色外，亦可避過目前繞路之苦，或是行車速度較慢的交通交匯處，料快上5至10分鐘車程，「以後由荃灣或九龍去機場，可以做到分流，分別行走青葵公路及昂船洲大橋」。城巴發言人表示，除了4條機場快線外，亦為A21號線申請改道，但最終未獲批准；運輸署卻稱只收到4條路線的正式申請，均予批准。


八號幹線沙田段巴士線少


八號幹線沙田至長沙灣去年3月已通車，但根據巴士公司資料，至今只有373A和88R兩條繁忙時間特別班次路線行駛，形同零公共交通，沙田區議會交通及運輸委員會副主席姚嘉俊指出，曾多次質疑為何至今仍未安排公共交通行駛青沙公路，「公路收費廣場預留了一大個巴士站，至今都無用」。


有消息人士指出，因現時該段路屬收費公路，大部分公共交通寧選車程較慢但免費的大埔公路代替，所以短期難以有公共交通採用這段公路。


姚嘉俊指出，運輸署和巴士公司曾解釋，有關客量需求不足以開設新線，「一定有需求，是走這條路賺不到錢，以致變成私家車專用路般」 。據運輸署統計，今年7月每日經過青沙管制區的汽車流量，約為每日23,000架，比去年3月通車初期的15000架有所增加，但原本打算為獅子山隧道分流，其效界卻一般，獅子山隧道的流量由去年3月的每日約62,000架，微跌至今年7月的每日約60,000架。


明報記者 古治雄

Excuse my poor Chinese reading skills - does that article say that certain Airport buses will be 5-10 minutes faster as a result of the new bridge route?

Excuse my poor Chinese reading skills - does that article say that certain Airport buses will be 5-10 minutes faster as a result of the new bridge route?

Yes, A10, A11, A12 and A22 will reroute to use the Stonecutter Bridge between Tsing Ma Bridge and Western Kowloon Expressway, and expected to be 5-10 minutes faster on a normal journey.

From Lai Po road to start of Lantau link takes 6 minutes and never really has congestion. Where does the 5-10 mins time reduction come from?

From Lai Po road to start of Lantau link takes 6 minutes and never really has congestion. Where does the 5-10 mins time reduction come from?

Then you save that 6 minutes.

Is the new bridge also a particle accelerator? Surely the travel time on the newbridge will be 1-2 mins quicker than the old route

http://maps.google.com.hk/maps?f=d&source=s_d&saddr=N+W+Tsing+Yi+Interchange&daddr=Tsing+Kwai+Hwy&hl=en&geocode=FVYTVQEdhtDMBg%3BFfjAVAEdhq_NBg&mra=dme&mrcr=0&mrsp=0&sz=15&sll=22.345829,114.087353&sspn=0.031714,0.066047&ie=UTF8&ll=22.346146,114.117908&spn=0.063429,0.132093&z=14

What?? You're basing journey times on google???

journey length is say

7km old route
6km new route

Or is the saving due to poor junction design from new link to Shatin that force traffic onto the new bridge?

1. never trust travel time with google...
2. what are you talking about... none of the routes come from shatin...

Can you explain 10 min saving for a 6 km journey?

Can you explain 10 min saving for a 6 km journey?

That's what the computer traffic model said!!!!!!!!!!! :nuts:

You may say 10 min for 6 km = 36km/h... which is not the expressway travel speed for buses; but it's the upper bound, i.e. worse case scenario. Take the 5 min lower bound for km = 72km/h. And that's average.

Vertical and horizontal alignment, the mix of vehicle types, crossing maneuvers etc. all come in play with the real world highway operation. It's more than just distance/time.

Do you have congestion figures for the stretch of road in question?
Currently at 60% capacity at a guess?

Can you explain 10 min saving for a 6 km journey?

What about this:

6km new route at average of 90 km/h takes 4 minutes

4 + 10 = 14 minutes on old 7km route has an average speed of 30 km/h

so by avoiding a slight congestion (30 km/h) on the old 7km route due to an interchange, and going onto the 6km new route at 90 km/h may save you 10 minutes during rush hour.

And 10 minutes is the maximum. With a journey time saving of 5 minutes it's even more realistic, as it would be equivalent to an average speed of 47 km/h on old 7km route.

Do you have congestion figures for the stretch of road in question?
Currently at 60% capacity at a guess?

In 2006, average peak hour volume over Ramble Bridge was ~6300 vph (AM) and ~5900 (PM) vph for both direction , and ~9600 vph (AM) and ~9000 vph (PM) on Route 3 just south of the Tsing Kwai Interchange.

With a very high percentage of heavy vehicles, ~50%, the passenger car unit (pcu) is pretty high. i.e. 1 bus does not equal to 1 car, but 2.5. Both locations had way over 10k pcu/hr.

For a dual three lane expressway, the numbers are quite high.
If assuming the saturation flow rate is 2,200 pcplph (passenger car per lane per hour), the raw total capacity is 13,200 pcplph, but could be reduced due to other factors.
Theoretically, the Tsing Kwai interchange is very close to capacity, if not at or over.

A simple reduction in peak hour traffic could be achieved with variable tolls at key tunnels and bridges. - Cheaper than building, building, bulding

A simple reduction in peak hour traffic could be achieved with variable tolls at key tunnels and bridges. - Cheaper than building, building, bulding

Which is what?

Tsing Kwai Expressway, West Kowloon Expressway and the Stonecutter Bridge are all free from toll. What do you charge?

Perhaps a Government policy requiring Tolling to be based around maintaining a minimum vehicular speed of say 40km for at least 1 lane in the following tunnels

3 x tunnels between Kowloon & HK
1 x Tunnel on HK
5 x tunnel systems from NT to Kowloon

would have a significant spill over effect. Easy to introduce on Eagles nest Tunnel as it is still my own personal tunnel when ever I use it.

Congestion needs to be managed not just built out of.

Any form of congestion management would assist in balancing demand v supply for infrastructure, although current CE loves to pour concrete

Theoretically, the Tsing Kwai interchange is very close to capacity, if not at or over.

What is the average vehicular speed during rush hour and the rest of the day?

What is the average vehicular speed during rush hour and the rest of the day?

You have to do a survey to figure it out.

What is the average vehicular speed during rush hour and the rest of the day?

Traffic engineering 101.

At "capacity" doesn't mean the travel speed is reduced, traffic can still be cruising at expressway speed, and the facility is still being considered as at capacity. At such condition, it is typically more difficult to change lane due to the higher density of vehicles, and you are not traveling at free flow speed of your will, but controlled by other vehicles.

Once the speed decreases, the expressway is OVER capacity, not AT capacity.

Moreover, highways aren't designed to handle the AVERAGE traffic.
They are typically done to handle at least 85-95 percentile of the peak hour traffic with a 20+year projection, which is not quite that worst case scenario, but pretty bad traffic condition.

So when the facility opens, it always works excellently, but performance started to deteriorate as the volumes reach the design volumes. But in some cases, the facility may be over-designed because congestion just cannot happen for some reasons.

So it is not yet at capacity and simpl congestion management tactics would have negated need for new bridge?

So it is not yet at capacity and simpl congestion management tactics would have negated need for new bridge?

It is at capacity and over capacity at certain time of the day, and certain date of the year.

This new bridge is more than just congestion management, it is also a logistic enhancement to/from the container terminals. Not all new roads are built to solve congestion problem.

It looks like a magnificent piece of civil engineering that really isn't needed just now. A little bit of congestion management should of been tried first. But as most people on ths forum appear to not regard congestion management seriously because it stops the need for infrastructure buildoing

Anybody knows about the traffic forecast around the area?

Anybody knows about the traffic forecast around the area?

The government does. :nuts:

just like forecasts for west rail, LMC, Shenzhen Bay Bridge. Make some numbers up and x10. Oh and ignore the areas where there is sever congestion.

just like forecasts for west rail, LMC, Shenzhen Bay Bridge. Make some numbers up and x10. Oh and ignore the areas where there is sever congestion.

Again, the design volumes for all the mentioned infrastructures are NOT today opearting volumes.
They look empty today, but their capacities are for the projected future demand.

For example, there are still numbers of above station properties along the West Rail that have not even been designed at this stage. When they are all built, the West Rail will just as busy as the East Rail.

Weren't they high on short term forecasts for most recent projects?

Weren't they high on short term forecasts for most recent projects?

There isn't really the "short term" forecast in the design stage. It always looks at the "long term," 20 to 30 years out, to design the infrastructures. It is not a easy thing to construct capacity as-needed, especially on not at-grade roadway, like the bridges and tunnels. It may even be more expensive to build the add-on than just build every thing on the first place. You don't want to come back in 10 years and make thinga bigger, when the actually takes 3-5 years to do.

You can look at how the full build facility operates with short term volumes, but it's pointless to do so since it may be just a fraction of its capacity and always return excellent results.

I would agree with inability to predict short term forecasts accurately but Shanzhen bay bridge is clearly not busy but there is still a mad drive for integration with Gaungdong.

There is not economic argument for Zhuhai bridge, HSR to Gaungdong contryside could be done at a 1/5th of the price by linking west rail to LMC. Are the projections political or proper projections?

double post

I would agree with inability to predict short term forecasts accurately but Shanzhen bay bridge is clearly not busy but there is still a mad drive for integration with Gaungdong.

There is not economic argument for Zhuhai bridge, HSR to Gaungdong contryside could be done at a 1/5th of the price by linking west rail to LMC. Are the projections political or proper projections?

Actually, projecting short term volumes is much easier, and more accurate, than projecting long term number. There are much less uncertainties.
Especially the Guangdong province has developed very rapidly in the past 25 years or so. If you ask a planner 30-35 years ago, his/her projection was probably way off from the reality based on historic information. But then if you ask a planner now to project 20 years out with information from the last 20 years, it may be too aggressive.
No one knows what is going to happen in the 20, 30 years out, it's all assumptions.

But then all SZB, HK-ZH-Macao bridges, HSR etc. are all planned project for future developments at toady non-fully developed areas within the PRD. If you don't build them, those areas will never be developed. You can throw out a weak argument to say they won't bring economic benefit, but some one else can also throw out another weak argument to say they will.

Shenzhen Bay isn't quite at where it should be operating, but you have to realize what is the connection on the other end in Shenzhen. There is no expressway to reach far, but only locally. The expressway to rest of Shenzhen and further north from the boarder is still under construction.
Unlike LMC, all the infrastructures are there, you can get on the expressway as soon as you roll out the boarder control, and go anywhere you want.
Same thing happened many years ago before LMC was upgraded, everyone else used Man Kam Road to cross. It is too early to make a failure verdict to anything right now.

LMC MTR station?

LMC MTR station?

LMC boarder crossing as a whole

Yes but forcasts for LMC rail also included the Northern Link which is not being built now due to the HSR network.

Anyway covered signs being put up today for Stonecutters bridge. Opening can't be far away.

世界第一高
昂船洲大橋聖誕前通車


2009年10月12日


【記者呂焯均報道】連接九龍與青衣、世界上橋面最高的昂船洲大橋已選定聖誕節前通車。大橋將會令港島、西九龍及新界東往大嶼山和機場的車輛更快捷，沙田至機場只需 25分鐘。 100層樓高的橋塔則豎立在藍巴勒海峽，比青馬大橋更高，足與維港兩岸的摩天大樓媲美，欣賞昂船洲大橋的最佳地點是港島中環、西區和山頂。


沙田到機場僅 25分鐘
耗資 117億元，花 7年半建成的昂船洲大橋，與長沙灣至沙田隧道、青衣的南灣隧道，合組成 8號幹線。長沙灣至沙田隧道一段現已通車，收費 8元，昂船洲大橋與南灣隧道則屬免費。整條 8號新幹線車程僅需 15分鐘，便可由沙田直達青衣，然後接駁青衣的青馬大橋往大嶼山及赤鱲角機場。由沙田到機場的行車時間預計較經城門隧道路線的 30分鐘節省約 5分鐘。
由於大橋在九龍落腳點位於荔枝角麗閣邨對出，故由港島及西九龍往大嶼山的車輛，使用昂船洲大橋比現時往荃灣經城門隧道才上青馬大橋路程較短。葵涌一帶也可減少塞車。
昂船洲大橋設計特點多，設計時本是全球斜拉橋主跨長度第一，即兩個橋塔之間的橋身 1,018米長，但很快便被江蘇省蘇州至南通的蘇通大橋的 1,088米趕過，長了 70米，蘇通大橋最近已通車。
路政署最近搜集的資料發現，昂船洲大橋仍擁有一項「世界第一」，是橋面離水面逾 60米，比青馬大橋高 20米，因為昂船洲大橋鄰近 8號及 9號貨櫃碼頭，橋身高度須能容納世界最大、可載 1萬隻貨櫃的貨櫃船通過。它的橋塔是全港大橋最高，達 300米，青馬大橋則只有 200多米。
它的橋身是雙箱樑設計，橋面橫看是兩個鋼鐵架砌成的空心箱形橋身，鋼架內安裝了抽濕系統，可不停抽濕，防止鋼架生銹；空心箱形橋身的高度只得 4米，比青馬大橋的 7米更細小。拉索的鋼纜使用精鋼，再用新技術把每組鋼纜紮成更實更窄小的拉索，令拉索體積減少，乘客往大橋外望，欣賞沿途風光的視線更廣闊。


啟用前先舉辦百萬行
大橋設計壽命長 120年，若保養良好，可用上逾 200年。啟用前會為公益金籌款， 11月率先舉辦百萬行，參加者將成為唯一途步走過昂船洲大橋的市民。政府已選定大橋在聖誕節通車，大橋本身的車速限制是每小時 80公里，走畢大橋約兩分鐘。


氣勢宏偉
大橋燈飾可綻發不同色彩
昂船洲大橋將會是一個全港最大型的燈飾，路政署在整條大橋裝置了逾 2,000個景觀及照明用途的燈，並首次在大橋採用可變色的燈，可在平日與節日分別綻發不同顏色的燈光組合，營造氣氛。
大橋的燈飾設計概念，是在夜間凸顯大橋的線條與設計特點。 104個強力泛光燈，會從橋面照射到 300米的橋塔上，令人感受到高聳橋塔的宏偉氣勢。 348個泛光燈沿橋面中央安裝，當船隻從橋底通過往上望，便會清晰見到一條富現代感的大橋。
橋塔上半部更安裝了 LED燈，共 1,672個，利用紅藍綠三原色和電腦控制，可綻發不同色彩組合，或繽紛燦爛，或歡欣喜悅，配合平日及節日的需要，營造不同的氣氛。
本報記者


昂船洲大橋特點
動工日期： 02年 4月
通車日期： 09年 12月下旬
耗資： 117億元
設計壽命： 120年
橋塔離水面高度：逾 60米（世界第一）
大橋主跨度： 1,018米（世界第二）
橋塔高度： 300米（全港大橋最高）
橋身鋼架：內置抽氣系統不斷抽濕防銹
拉索：更實更窄小，減少阻擋乘客觀賞視線
橋塔燈飾：不同節日放出不同顏色

資料來源：《蘋果》資料室

Something new... didn't know it has the world highest bridge deck (above water?).

When will we start talking about post Stonecutters vessels?

Design Life: 120 years - Really

A few $1000 on some variable tolls would probably negated the need to spend $11B of our money. But this Administration does appear to like trophy projects.

Source : http://gallery.rickyyuen.net/

http://gallery.rickyyuen.net/content/Lanscape/2009/091103%20-%20Stonecutters%20Bridge/_DSC4829_600.jpg

http://gallery.rickyyuen.net/content/Lanscape/2009/091103%20-%20Stonecutters%20Bridge/_DSC4833_600.jpg

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http://gallery.rickyyuen.net/content/Lanscape/2009/091103%20-%20Stonecutters%20Bridge/_DSC5011_600.jpg

http://gallery.rickyyuen.net/content/Lanscape/2009/091103%20-%20Stonecutters%20Bridge/_DSC5020_600.jpg

http://www.dchome.net/attachments/day_091112/20091112_590f0a0fce147feeecc9Gw7L8ZEd5Koe.jpg
http://www.dchome.net/attachments/day_091112/20091112_6f2f26378a8a3a2e3958oS9pCW8dBvoY.jpg



By tshodickson @ dchome.net

Any projections for error in HKGov projections in vehicles per day? My guess only 40% of expected amount after 12 months.

Any projections for error in HKGov projections in vehicles per day? My guess only 40% of expected amount after 12 months.

first question we have to ask is which projected volume are you talking about?
1st year? 5 year out? 20 year out? or the design volume?

if you are talking about the design volume or even 20 year out, guarantee you that the first year volume won't even be 40% of that.

Projected usage after 1 year of use. The why build it now question. Projections 20 years out are obviously less accurate.

Projected usage after 1 year of use. The why build it now question. Projections 20 years out are obviously less accurate.

Building a major highway is a long and costly process, you don't want to spend all the money and effort and just bandage the identified problems, but not have room reserved for the foreseeable growth.

yes but if there is no demand for a new project in the next 5-6 years than perhaps the start date should be delayed and other tactics such as variable road pricing used to optimise current capacity. Current administration appears to like trophy projects rather than small incremental improvement projects.

yes but if there is no demand for a new project in the next 5-6 years than perhaps the start date should be delayed and other tactics such as variable road pricing used to optimise current capacity. Current administration appears to like trophy projects rather than small incremental improvement projects.

Is it true that you save more money by delaying projects that you know you are gonna need for sure and invest tons of small money that are bandages?

Look at Central-Wan Chai Bypass and the HSR, how much have their construction costs been increased due to inflations, cost of the materials and others. They could have been constructed at less cost if they were built as scheduled.

By tshodickson from dchome :

http://www.dchome.net/attachments/day_091112/20091112_590f0a0fce147feeecc9Gw7L8ZEd5Koe.jpg

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http://www.dchome.net/attachments/day_091112/20091112_f11f996863f1566e9a7eCZPQ7VkxslPR.jpg

HSR is a huge white elephant surely. If it was built to the original pprasl of two platforms adjacent to Austin ST rather than a huge Government owned shopping mall in prime land next to the Government run cultural centre.

If the NOL was not delayed then there would be NO JUSTIFICATION for the HSR. Extra MTR capacity on the north if HKI is also needed. Isn't it a case of what is a priority and the current administrations top priority is integration with the mainland rather than taking each project on its own merit. Being pro EVERY construction project seems almost childlike in a persons ability to develop an argument for a various project.

Central MTR capacity urgently needed
NOL urgently needed
Congestion charging urgently needed
South Island line urgently needed
Taiwai - Central line urgently needed
Cross boundary bus terminus urgently needed
Cross Kowloon express urgently needed
Some policy for locally generated pollution urgently needed
Policy on Electric cars urgently needed
Bus priority system urgently needed
Domestic Building insulation standards urgently needed
Landfill solution urgently needed (Can see a big thank you to BJ soon)
Waste streaming urgently needed
Pedestrianisation schemes urgently needed
and
Stonecutter is 7-10 years early as are Eagles nest etc
but
HSR should be scaled back,
SZ to HK airport rail link is just Government intervention
Macau bridge is just silly

Again thinking every large capital project should get priority

They could have been constructed at less cost if they were built as scheduled.

If Government used Net Present Value then the optimum time to maximise the utilisation from the working life of the project should be estimated. For example stonecutters could of been delayed 5-10 years and the money spent elsewhere to get greater economic benefit. Suggesting the inflation is responsible for the gross disparity between original concepts and the now grandiose plans just ignores the fact that a Government loves pouring concrete on trophy projects that can spiral in cost as they are not accountable.

Take my words for you from you:

"Being [anti] EVERY construction project seems almost childlike in a persons ability to develop an argument for a various project."

Currently there are what appear to be some much needed projects underway such as drainage on HKI, Taiwai Line, Central bypass etc. But there also seem tobe a significant number of projects where the numbers don't seem to add up.

The bridge looked rather plain until the steel skin and the LED strips were put on. Now it looks very cool and modern, great job on the appearance.

OT, but does *ANYONE* know why HK road signs are sometimes blue and sometimes green? I haven't been able to find the answer anywhere on the Internet.

I think local roads have more blue signs.

OT, but does *ANYONE* know why HK road signs are sometimes blue and sometimes green? I haven't been able to find the answer anywhere on the Internet.

I think local roads have more blue signs.

green is dedicated for expressway directories.
it is a international standardized colour for expressway.

and blue is just anything non-expressway.

The bridge is beautiful.

I seriously don't understand why all the opposition to HSR and other infrastructure projects. The opponents always pose the argument as if the gov't stand to profit on these projects getting built somehow.

The photos are wicked!!!!!

By tshodickson from dchome :

http://www.dchome.net/attachments/day_091112/20091112_f11f996863f1566e9a7eCZPQ7VkxslPR.jpg

It looks great in the pic. But trust me I don't like the lights coming up from the bridge.
Monday(16Nov) when I was going home from MTR Lai King Station I spot the white lights on the sky. It looks like the sky above IFC2 but with more orange (lights of the container port). Finally I figured out the lights are from the bridge. Because the bridge has two towers, it looks like two IFC2 torches put on the sea.
I wanted to took pic of it but it was so cold I resist to go out. :bash:

Photos from a friend.

http://photos-g.ak.fbcdn.net/hphotos-ak-snc3/hs011.snc3/11842_207213700990_553480990_4535908_3447766_n.jpg

http://photos-f.ak.fbcdn.net/hphotos-ak-snc3/hs031.snc3/11842_207213730990_553480990_4535910_4967703_n.jpg

http://photos-g.ak.fbcdn.net/hphotos-ak-snc3/hs011.snc3/11842_207222110990_553480990_4536098_7405703_n.jpg

http://photos-e.ak.fbcdn.net/hphotos-ak-snc3/hs011.snc3/11842_207220550990_553480990_4536038_3245046_n.jpg

http://photos-d.ak.fbcdn.net/hphotos-ak-snc3/hs031.snc3/11842_207220530990_553480990_4536036_7062744_n.jpg

http://photos-f.ak.fbcdn.net/hphotos-ak-snc3/hs031.snc3/11842_207215795990_553480990_4535933_4711041_n.jpg

http://photos-b.ak.fbcdn.net/hphotos-ak-snc3/hs031.snc3/11842_207220785990_553480990_4536054_4079046_n.jpg

http://photos-f.ak.fbcdn.net/hphotos-ak-snc3/hs031.snc3/11842_207220880990_553480990_4536061_632067_n.jpg

http://photos-d.ak.fbcdn.net/hphotos-ak-snc3/hs031.snc3/11842_207222205990_553480990_4536104_7197721_n.jpg

I seriously don't understand why all the opposition to HSR and other infrastructure projects. The opponents always pose the argument as if the gov't stand to profit on these projects getting built somehow.

Most objections seem to be that there are better alternatives or the projects are not viable when HK states they are. Some argue that if they would just be honest and state Beijing has insisted for more border crossing to force integration at the expense of other potential projects then people could argue that BJ should pay.

There don't seem to be many arguments about some projects. HSR could be done at 30% of the cost and benefit to more people but it would look as 'cool'.

Even if we assume that BJ pushed this through, it wouldn't be nice to ask BJ to pay for it. We HKers have already asked for too much from our country, but I still don't see how much we have done to help them in return.

What kind of unreasonable demands has Hong Kong made to Beijing actually?

Of course, Beijing should pay for the project IF Beijing really wants it badly.

HK doesn't pay BJ for PLA protection.
CPEA and loosen up the visa requirement for tourists after SARS.
More and more financial policies on RMB favours HK.

HK doesn't pay BJ for PLA protection.
CPEA and loosen up the visa requirement for tourists after SARS.
More and more financial policies on RMB favours HK.

PLA - what is the cost to have a few PLA troops for ceremonial duties?
CEPA - the delayed issuance of 'privileges' required under WTO membership rules to HK 1st is hardly a big gift when HK has allowed open entry for all areas of business for years. Too slow and too little
RMB? trading in RMB bonds which are very un-liquid and state controlled. Philippines has probably given HK more work in currency markets in the last 5 years than China.

Not having an 'opposition' government means no one challenges the HKGov PR machine.

Positive Non intervention - the creating of regulatory and physical infrastructure to facility market activity

has given way to

Small Government / big business model

Troubled bridge opens for charity walk
The Standard
Monday, November 16, 2009

It was completed a year behind schedule and its budget was overshot by about HK$1 billion. But when the Stonecutters Bridge was unofficially opened, there were hardly any complaints.

Instead, people yesterday admired the views from the bridge, which spans the Rambler Channel, and complimented the cool weather.

It was, after all, a day for charity as more than 30,000 good sports crossed the world's second-longest cable-stayed bridge as part of the Community Chest's Walk for Millions. The 6.5-kilometer walk, which organizers hope will bring in HK$10 million, started from the Ngong Shuen Chau viaduct, crossed the 1,018-meter-long bridge to the East Tsing Yi viaduct and ended at the Nam Wan tunnel's west portal.

The bridge will open to vehicular traffic next month.

Those who missed the walk but still want to cross the bridge by foot will have to do it the hard way - by joining the Standard Chartered Marathon in February.

Most objections seem to be that there are better alternatives or the projects are not viable when HK states they are. Some argue that if they would just be honest and state Beijing has insisted for more border crossing to force integration at the expense of other potential projects then people could argue that BJ should pay.

There don't seem to be many arguments about some projects. HSR could be done at 30% of the cost and benefit to more people but it would look as 'cool'.


HSR is absolutely crucial for Hong Kong and the government is certainly doing the right thing to push ahead with the proposal!

I somehow really struggle to be convinced by the opposition's proposal of putting the railway station in the new territories, which to me seems to defeat the purpose of having a HSR station in Hong Kong at all. The reason why HSR's so successful in other cities around the world is because of its convenience and extremely centrally located railway stations. For example in London, all the train stations are located within Zone 1 (Kings Cross, Waterloo, London Bridge, Paddington) and we've also got Grand Central in New York and Gare du Nord in Paris. This gives HSR an advantage over air travel which is often located at the outskirts of the city. Hence, West Kowloon is by far the best location.

btw - very nice bridge and lighting scheme!

this is taken around 2hrs ago (00:05)
sorry for the bad quality because i took it with my mobile phone
http://photos-g.ak.fbcdn.net/hphotos-ak-snc3/hs011.snc3/11863_352530670014_754720014_10046301_5680538_n.jpg

Can see two vertical purple lines from my home. Splendid!

This bridge is an engineering marvel and really does save 2-3 minutes on the journey to the Airport / Tai Lam Tunnel.

This bridge is an engineering marvel and really does save 2-3 minutes on the journey to the Airport / Tai Lam Tunnel.

Yep.

20101006 ~8pm
http://www.globalphotos.org/justin_ckt/file/ssc/_MG_1991.JPG

Author : http://gallery.rickyyuen.net/#/content/Lanscape/2010/100114%20-%20Stonecutters%20Bridge/

http://gallery.rickyyuen.net/content/Lanscape/2010/100114%20-%20Stonecutters%20Bridge/DSC_6473_600.jpg

http://gallery.rickyyuen.net/content/Lanscape/2010/100114%20-%20Stonecutters%20Bridge/DSC_6502_600.jpg

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http://gallery.rickyyuen.net/content/Lanscape/2010/100114%20-%20Stonecutters%20Bridge/DSC_6563_600.jpg

Wow. Love the lighting scheme. Very elegant.

BTW, looks like this was shot off the edge of Tsing Yi. How do you get here? Would like to take a similar shot when I'm next in HK.

http://i491.photobucket.com/albums/rr280/ericishim/2010%20Hong%20Kong/CIMG3144.jpg
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http://i491.photobucket.com/albums/rr280/ericishim/2010%20Hong%20Kong/CIMG3157.jpg

Kenyan first to triumph twice in HK marathon
1 March 2010
SCMP

They breed them fast - and tough - in Kenya. Cyprian Kiogara Mwobi emerged from the "toughest race in his life" yesterday to become the first man to successfully defend his crown at the Standard Chartered Hong Kong Marathon.

It was not the course or the competition that put Mwobi through the ringer, but the sweltering conditions as the heat and humidity slowed the elite runners by minutes and the fun runners by miles.

Mwobi, feeling the heat afterwards, described it as "the toughest race I have ever run in my career".

With humidity levels at more than 90 per cent, the 52,000 participants in the three race categories - marathon, half-marathon and 10 kilometres - struggled to find their feet.

Mwobi won last year's 42.2 kilometre event in two hours 14 minutes and 57 seconds. His time of 2:20:12 yesterday - more than five minutes slower - backed his belief that the conditions presented him with his biggest dangers, and not the rest of the field.

"My biggest challenge was the weather and not the course or my opponents. I am used to this course now and I was very confident. But the heat and humidity almost got to me," Mwobi said. "It was the toughest race I have ever run in my career."

Mwobi became the ninth Kenyan to win - and the first athlete to successfully defend - the Hong Kong Marathon, now in its 14th year.

Only four "outsiders" have been able to wrest the title away from the Kenyans - Ethiopians Belay Wolashe (1998) and Dube Jilo (2001), Zimbabwean Tendai Chimusasa (2003) and Japan's Koichiro Fukuoka in 2008.

Yet natural order continued yesterday as Mwobi stormed to victory.

"It was harder than last year, but I felt very good right from the start and knew I would win. The only issue was in what time. I knew it would be difficult to better my time of last year, but it still feels good to come back and win," Mwobi said.

Organisers changed the marathon route this year to take in Stonecutters Bridge. Many runners complained it had made the route harder - owing to the bridge's slight incline - but as far as Mwobi was concerned, it made no difference.

The Kenyan led from the outset and never had reason to look back as he easily held off the rest of the field. Chasing him home was another Kenyan, John Chirchir, who was the bridesmaid last year, too.

Chirchir also had a slower time of 2:23:30, almost eight minutes adrift of his effort last year. "I began the race with the intention of improving on my performance last year. But the course was harder, especially the new bridge, and the weather proved the biggest problem. But I'm happy to finish second again," Chirchir said.

Mongolian Ser-od Bat-Ochir finished third in 2:26:02, well behind his personal best of 2:14:15.

The women's marathon was won by tiny Indonesian Trihaningsih in a time of 2:47, while China's Jin Lingling was second, a minute behind.

Mwobi is already making plans to make it a hat-trick. The organisers will need to be quicker on their feet, as the defending champion had to make the initial approach for an invitation back to Hong Kong.

"My manager got in touch with the organisers, and it was only after that did I receive an invitation [in December] to come and run here," Mwobi revealed.

It was lucky the Kenyan made the first move as he will leave Hong Kong US$18,000 richer.

By tkc from a Hong Kong photography forum :

http://tkcgallery.com/albums/album14/IMG_1153.jpg

http://tkcgallery.com/albums/album14/IMG_1215.jpg

Great pictures.

Having used the bridge 5 times in the last month on the way to the airport I have probably save a cumulative total of 10 minutes from taking the old route.

Great pictures.

Having used the bridge 5 times in the last month on the way to the airport I have probably save a cumulative total of 10 minutes from taking the old route.

did you save 10 minutes?
i saw reports on it actually takes longer to go the new way, you may have lost some time~ that's too bad.

By tkc from a Hong Kong photography forum :

http://tkcgallery.com/albums/album14/IMG_1153.jpg

http://tkcgallery.com/albums/album14/IMG_1215.jpg

that's crazy fog. the bridge looked just like floating on water when the clearance is actually 70+m clearance, not 5m...

Totally owned...

http://farm4.static.flickr.com/3414/4628806800_4ba9c61e47_b.jpg

http://www.flickr.com/photos/songallery/sets/72157613346568971/with/4635326978/

Author : http://kelton.fotop.net/

http://images5.fotop.net/albums5/kelton/Stonecutters_Bridge/Untitled_Panorama1_002.jpg

http://images5.fotop.net/albums5/kelton/Stonecutters_Bridge/DSC4513_as_Smart_Object_1.jpg

http://images5.fotop.net/albums5/kelton/Stonecutters_Bridge/DSC4507_as_Smart_Object_1.jpg

http://images5.fotop.net/albums5/kelton/Stonecutters_Bridge/DSC4570.jpg

Author : http://www.yin-image.com/

http://images1.fotop.net/albums/yin090/Night/IMG_06142.jpg

http://images1.fotop.net/albums/yin090/Night/IMG_6192.jpg

What a stunning entrance to one of the world's most beautiful harbours!

http://i5.photobucket.com/albums/y181/Genuine007/Kln10/100704_001s.jpg
__________________
Buildings that don't get posted often (HK) Part I (http://www.skyscrapercity.com/showthread.php?t=211362) or here ( http://www.skyscrapercity.com/showthread.php?t=209576) | Part II (http://www.skyscrapercity.com/showthread.php?t=212436) or here (http://www.skyscrapercity.com/showthread.php?t=212435) | Part III (http://www.skyscrapercity.com/showthread.php?t=316338) | Part IV (http://www.skyscrapercity.com/showthread.php?t=366314) | Part V (http://www.skyscrapercity.com/showthread.php?p=13282175)
Artistic decorations inside and outside of the buildings (http://www.skyscrapercity.com/showthread.php?t=319077)

http://i5.photobucket.com/albums/y181/Genuine007/Kln10/100704_001s.jpg
__________________
Buildings that don't get posted often (HK) Part I (http://www.skyscrapercity.com/showthread.php?t=211362) or here ( http://www.skyscrapercity.com/showthread.php?t=209576) | Part II (http://www.skyscrapercity.com/showthread.php?t=212436) or here (http://www.skyscrapercity.com/showthread.php?t=212435) | Part III (http://www.skyscrapercity.com/showthread.php?t=316338) | Part IV (http://www.skyscrapercity.com/showthread.php?t=366314) | Part V (http://www.skyscrapercity.com/showthread.php?p=13282175)
Artistic decorations inside and outside of the buildings (http://www.skyscrapercity.com/showthread.php?t=319077)

TAC discusses benefits of Tsing Sha Highway and cycling facilities
Tuesday, June 22, 2010
Government Press Release

http://www.td.gov.hk/filemanager/en/content_1928/keyplan(13.10.2009)a.gif

The Transport Advisory Committee (TAC) was briefed today (June 22) on the use and benefits of the Tsing Sha Highway since its full commissioning in December 2009.

TAC Chairman Ms Teresa Cheng Yeuk-wah said the TAC was pleased to learn that the completion of the Tsing Sha Highway had shortened the journey time between many regions served by the route, and a large proportion of medium/heavy goods vehicles and container vehicles have been diverted to it instead of passing through residential areas. With the Tsing Sha Highway in place, the capacity constraints at Lion Rock Tunnel, Tate's Cairn Tunnel as well as Cheung Tsing Tunnel have also been relieved.

Members were also briefed on the various measures being taken or considered by the Transport Department (TD) to improve existing cycling facilities and to promote cycling safety in Hong Kong.

Measures being pursued include a consultancy study to review the existing cycle track networks in the nine existing new towns with a view to linking up isolated segments, replacement of steel bollards with plastic collapsible bollards which are safer for cyclists, development of a new design guideline for cycle tracks with more user-friendly configurations and provision of additional cycle parking spaces at major transport hubs in the New Territories, etc.

"The TAC recognised and supported the measures undertaken and encouraged the Government to continue its work on promoting cycling safety," Ms Cheng said.

Author : http://www.flickr.com/leo-newz

http://farm5.static.flickr.com/4097/4771534382_2a6a1cdd29_z.jpg

http://farm5.static.flickr.com/4078/4771495570_b08e3285b4_z.jpg

http://images5.fotop.net/albums5/gomangary/20100704_landscape/IMG_5471.jpg

Author : http://hk.myblog.yahoo.com/eddygo-travel

http://i534.photobucket.com/albums/ee349/eddygo/HongKong/Landscape/StoneCuttersBridge/100815%20StoneCutters/IMG_6453d7D.jpg

http://i534.photobucket.com/albums/ee349/eddygo/HongKong/Landscape/StoneCuttersBridge/100815%20StoneCutters/IMG_6464d7D.jpg

http://i534.photobucket.com/albums/ee349/eddygo/HongKong/Landscape/StoneCuttersBridge/100815%20StoneCutters/IMG_6510d7D.jpg

http://i534.photobucket.com/albums/ee349/eddygo/HongKong/Landscape/StoneCuttersBridge/100815%20StoneCutters/IMG_6512d7D.jpg

http://i534.photobucket.com/albums/ee349/eddygo/HongKong/Landscape/StoneCuttersBridge/100815%20StoneCutters/IMG_6513d7D.jpg

http://i534.photobucket.com/albums/ee349/eddygo/HongKong/Landscape/StoneCuttersBridge/100815%20StoneCutters/IMG_6517d7D.jpg

http://i534.photobucket.com/albums/ee349/eddygo/HongKong/Landscape/StoneCuttersBridge/100815%20StoneCutters/IMG_6519d7D.jpg

An article from Civil Engineering published by the American Society of Civil Engineer:
(It is engineering dry and engineering technical tough.)
http://i491.photobucket.com/albums/rr280/ericishim/Hong%20Kong%20in%20Foreign%20Magazine/2010-10WorththeWaitP60-61.jpg
http://i491.photobucket.com/albums/rr280/ericishim/Hong%20Kong%20in%20Foreign%20Magazine/2010-10WorththeWaitP62-63.jpg
http://i491.photobucket.com/albums/rr280/ericishim/Hong%20Kong%20in%20Foreign%20Magazine/2010-10WorththeWaitP64-65.jpg
http://i491.photobucket.com/albums/rr280/ericishim/Hong%20Kong%20in%20Foreign%20Magazine/2010-10WorththeWaitP66-67.jpg
http://i491.photobucket.com/albums/rr280/ericishim/Hong%20Kong%20in%20Foreign%20Magazine/2010-10WorththeWaitP78.jpg

Are there any figures on vehicles per hr that us the bridge over a 24 hr cycle? The last 2 times I have used the bridge I have been one of a very few number of cars crossing it.