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Old August 3rd, 2006, 10:11 AM   #101
jason poon
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Milestones for the HZM Megabridge:

1. Agreement reached by local authorities and gov't :
HK, Macau and Zhuhai definitely agreed to pay for the megabridge, but one important criticism is insisted by ShenZhen when she was being ignored in the planning.

2. Approval made by the Central Gov't :
Beijing approved it politically even though there are few adverse criticisms from ShenZhen and Shanghai (Long River Delta), however there are few technical subjects to be tackled:
2.1 Who pay it or how to share it?
The HZM megabridge is a milestone for Chinese infrastrucutre when it led the coming metropolis development in Pearl River Delta, it brings commercial benefits to all three landing areas of HK, Zhuhai and Macau, how to share the construction cost, how to finance it, how to return the economic benefits into the development of Peral River Delta etc are hot subjects to be "agrued".

2.2 Finalisation on the feasibility design.
Bridge? bridge+tunnel? how to accomodate channel for liners? what type of bridge? accomodate railway? how to tackle typhoon? where are the best landing locations?there are hundreds of problems to be resolved. The recent decision on three-area-three-custom is merely a political small move only.

2.3 Who build it or how to share this construction project?
Chinese constructors should think they can build the bridge themself when HK should inclined for international tenders. Deep Bay Link (a bridge linking HK and ShenZhen) is a negative example when the bridge is now delayed for one year that HK and ShenZhen builds their own without close coordination, it is one of the seldom example in HK on the delay of major public facilities.

3. Associated reclamation & highway netwook:
All HK, Macau and Zhuhai do not have suitable land to accomodate the landing capacity therefore reclamation is an unique method; it is also difficult to suddenly load thousands of vehicles onto the current highway network.

4. Licence on usage:
How to control the use of the bridge, it is actually linking three different world! HK always aim at keeping certain distance with Mainland and Macau when the property prices in HK is approx 10~20times of neighboring mainland, a convenient connection may make direct impact on the property price.

e.g. Tung Chung (a new town near the HK landing) residential prices ranging from US$4,850~7,000/m2 while Cotai (the nearest residential area to the Macau proposed landing of Pak On) costs US$2,500/m2 and Zhuhai costs US$800~1200/m2.

Besides property prices, driving licence (vehicle registration) is also important when the Mainland Chinese registration licence worths for US$60,000 and US$20,000 in HK and Macau respectively.
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Old August 3rd, 2006, 10:16 AM   #102
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Once the bridge is in effect, what will happen to The Jetfoil?
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Old August 3rd, 2006, 06:34 PM   #103
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Airport, bridge deals help HK, China cement ties

HONG KONG, Aug 3 (Reuters) - Hong Kong has advanced a long-debated proposal to build a $6 billion bridge to Macau and the southern Chinese city of Zhuhai and plans to set up a venture to manage Zhuhai's airport, accelerating efforts to tap southern China's economic potential.

Chief Executive Donald Tsang said the city had submitted a detailed proposal to Beijing to build a bridge linking Hong Kong, Zhuhai and the gambling haven of Macau, after years of debate over the project's cost and feasibility.

And Beijing had approved a joint venture between the Hong Kong Airport Authority and Zhuhai's government to jointly manage the Chinese city's airport for 20 years, the authority said.

Hong Kong, Macau and the government of Guangdong province, which houses Zhuhai, had struck an agreement on checkpoints between the regions and customs inspections, Tsang said, allowing work on the bridge to start soon.

"It's the agreement which represents a breakthrough," Tsang said in a statement late on Wednesday, after meeting Guangdong government officials.

"We have also agreed on accelerating the work in preparation for construction of this bridge, and we have agreed that as soon as we have obtained the approval of the central authorities we will proceed with construction."

Hong Kong infrastructure group Hopewell Holdings Ltd.'s chairman, Gordon Wu, said in March that the firm hoped to submit a bid to build the 50 billion yuan (US$6.3 billion) bridge linking Zhuhai, Macau and Hong Kong.

On Thursday, the Hong Kong Airport Authority said it paid 198 million yuan for a 55 percent stake in the venture, which had a registered capital of 360 million yuan.

The venture will pay a franchise fee for the right to manage and operate the Zhuhai Airport.

This is the second China deal made by the airport operator, following its purchase of a 35 percent stake in Hangzhou Xiaoshan International Co. Ltd., which manages Hangzhou Airport, last year for 1.99 billion yuan. (US$1=HK$7.8=7.974 yuan)
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Old August 4th, 2006, 05:32 PM   #104
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Bridge or no bridge, Zhuhai airport deal still a sound investment
4 August 2006
South China Morning Post

"If you analyse what we have said ... particularly on how we should be modelled on the alignment we have already agreed for the bridge, I think we are now seeing the end of the tunnel." Donald Tsang Yam-kuen

IT IS OUR LEADER'S job, you know, to walk a political tightrope while keeping both ears to the ground and his nose to the grindstone. Wouldn't you sometimes tumble over your choice of metaphors, too, if you had to do it?

He may have meant tunnel literally, however. That would be good news indeed, an end to the idea someone else has proposed of building a tunnel from Nansha to somewhere north of the border.

The bridge will go directly to Hong Kong. The tunnel, I suspect, would end in a Guangdong politician's bank account.

But let's have a go at someone else today. The point about this bridge is that it is likely to make a success of the Hong Kong Airport Authority's purchase of a controlling interest in the moribund Zhuhai airport. The Airport Authority's game plan is obvious.

The Zhuhai airport is on the ropes with big debt and scant income. Refinance it, spend a little money to upgrade it to the latest standards, make everyone feel comfortable with the Hong Kong ownership and then bring on the budget airlines that almost everyone in China wants to start up these days.

Even without a bridge, the pitch could work - fly to Zhuhai on the cheap, have a fling at the Macau casinos, take a fast ferry to see Hong Kong, board a train or bus up to Guangzhou and then finish the circle tour back in Zhuhai to fly out on the cheap again.

With a bridge, the stakes in the game go up. The spoke will be in place to a hub in Hong Kong for quick transits between short-haul and long-haul flights, which may mean something as congestion at our airport grows. Zhuhai is also well placed to become an air cargo centre.

It doesn't impress Cathay Pacific's chief operating officer, Tony Tyler, however.

In the latest issue of the airline's in-house rag, he pooh-poohs the idea, saying that Zhuhai can never serve as a "third runway" to Hong Kong as there is too much trouble involved for transit passengers. The two are not complementary.

Hong Kong, he says, should build its own hub strengths, meaning, I suppose, that he would not object so strongly if the link to Zhuhai were by air instead of road and Cathay Pacific or Dragonair had a decent share of the flights.

He makes a political point of it too: "The Airport Authority making a purely financial investment in other airports is one thing. The Government is well represented on the Airport Authority board and can decide whether that is an appropriate way to invest taxpayers' money."

Aw, Tony, I done you wrong. So you really do care about the taxpayers' money after all, do you? And here I thought that Cathay Pacific took an interest only when thinking up schemes for taking money out of the taxpayers' pocket, most recently during tough times for airlines in 2001 and 2003. My heartfelt, humblest, deepest, most profound and abject apologies etc. etc.

But we, with five airports in Pearl River Delta, are not unique. I can think of another urban conglomeration served by five airports connected by road and rail links.

In London, it works quite well. Although one company owns the three biggest, they all compete and are also complementary in their own markets.

Your choice is Heathrow if your company pays, Gatwick if it doesn't, Stansted for a cheap Ryanair holiday to Europe, City Airport for convenience because it's close to the office and Luton I have never used.

Rank them by share of their total passenger market and, as the two charts show, you get roughly the same breakdown as you do for biggest to smallest in the five PRD airports. There are differences I grant you but would British Airways have grounds to object if Heathrow were to take a stake in City Airport?

I am a taxpayer, Tony, and I shall tell you where my interest lies. It is in getting a decent return on my investment in our airport. One way to do that would be to charge Cathay Pacific more for landing rights. Failing this, a reasonable investment in another PRD airport with growth potential will do just fine.

And if you don't happen to have operations in Zhuhai, that's just tough luck for you. As a taxpayer it doesn't bother me.
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Old August 5th, 2006, 04:23 AM   #105
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港珠澳大橋融資 學者倡國際招標
08月 04日 星期五 05:05AM

【明報專訊】擾攘多年的港珠澳大橋,隨粵港合作聯席會議前日商定以「三地三檢」模式進行口岸設置,目前只餘下融資方案有待定奪。有內地學者指出,現時三地政府建議的5個融資方案中,以國際

招標的方式較為理想,但認為三地政府無可避免要在財政上作出支援。

橫跨三地的港珠澳大橋,大橋主體、連接路等成本估計達540億元,考慮中的大橋融資模式共有5個,包括由中央政府牽頭、國家企業控股﹔國際公開招標﹔以及「建造、營運、轉移」(BOT)模式等。

隨三地政府落實採用「三地三檢」的模式,有關融資的討論將會展開。

料各地政府分擔成本

有份參與籌建大橋的中山大學港澳珠江三角洲研究中心教授鄭天祥說,在眾多方案中,以國際招標的方法較為可取。他解釋,私人機構在入標競投大橋的工程時,會盡一切方法減低成本支出,務求以低價中標,故有助減低大橋的成本,「現在估計成本是500多億元,如果財團入標,肯定要低過這個數」。

他又指出,雖然由中央政府牽頭的方案,較容易「擺平」事情,令大橋的工程更為暢順,惟現時國企的管理效率及質素,始終未達標準,方案其實未必可取。不過他肯定,各地政府均要負擔大橋的部分成本,「怎樣都要出一個比例」。

涉三政治主權 不宜由國企控股

城大經濟及金融系副教授李鉅威亦說,現時提出的方案,各有優劣,但因大橋涉及三個不同政治主權,未必適合採用國企控股的模式。他同時指出,大橋的成本高昂,倘政府拒絕出資的話,未必有財團願意入標,故三地政府宜先計算成本效益以及歸本的年期後,各自分擔一定的工程成本。
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Old August 8th, 2006, 02:05 AM   #106
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港珠澳橋融資 自由黨指國企投資可取
08月 05日 星期六 05:05AM

【明報專訊】有投資內地基建經驗的自由黨主席田北俊指出,反對整項港珠澳大橋工程由國家全資擁有,擔心會影響日後的管理運作,「這模式會欠缺市場經濟概念,內地政府方面可能為了減輕成本,聘請較少工人及多用預製組件,這些都不利就業機會,香港立法會也未必贊成」。他認為,由中央政府牽頭、國家企業控股投資模式較為可取。

田北俊表示,港珠澳大橋日後應以市場經濟模式管理,「不希望見到大橋會像以往一些全資由國家擁有的基建般,永遠都很難提高收費,不符合回報」。他提出,自己曾參與一條四川公路的興建工程,當中包括他在內的3家港資、兩家美資和四川省政府,由內地政府出地、企業出錢,「在管理中可作一個平衡,政府一方面監察公路不能隨時加價,但也不能長期不加價,否則難向外資交代,應有合理回報」。

至於另一融資方案「建造營運轉移」 (BOT),他認為,除非中央政府對大橋工程全不認識,否則也不應採納此做法。

另外,行政會議成員梁振英昨日在另一場合表示,港珠澳大橋敲定「三地三檢」後,3地應把精力集中討論融資和可行性研究。

梁振英周一見特首討論CEPA

身兼香港專業聯盟主席的梁振英又說,下周會與其他專業團體一同會見曾蔭權,討論將於10月的施政報告和其他深化CEPA的安排。
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Old August 8th, 2006, 05:44 PM   #107
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Ik begraijp hier gene ruk voan.
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Old August 9th, 2006, 09:16 AM   #108
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Ng g nei gong mud...
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Old October 24th, 2006, 11:04 AM   #109
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LOL!
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Old November 18th, 2006, 12:41 PM   #110
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WHY DONT THEY BUILD AT LEAST ONE LARGE "ICONIC" SPAN TO MAKE THE BRIDGE STAND OUT A BIT MORE???
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Old December 11th, 2006, 03:14 PM   #111
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Impossible...

3x

I know almost nothing about bridge design, but... I believe causeways are the cheapest method to build something so long? (29km)

Anyhow, the economic impact of this bridge is still hard to determine. Property prices in Hong Kong wont fall drastically initially, since besides property prices, affluence in Macau and even more in Zhuhai greatly contrasts that of Hong Kong. If developers decide to develop lands in Macau/Zhuhai as a cheaper alternative, it may expediate the leveling of real estate prices in the area by attracting Hong Kong residents to live there, bringing their wealth with them. This would adversely affect any further development of virgin lands in Hong Kong. At the same time, it COULD (unlikely) further concentrate the wealth and Hong Kong's status as a prestige city in the region. Either way, the jetfoil probably wont be eliminated, but may be reduced to something of an experience to Macau, if marketed properly as a tourist attraction in its own right.

Either way, tell me what u think, I've never actually studied this stuff, and I'm just blabbing, if there's someone out there who is learned in this field, please advise =)
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Old December 12th, 2006, 10:17 AM   #112
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Tung Chung's residential prices will likely drop if the bridge goes ahead. The price differential with Macau and Zhuhai is far too large.
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Old January 9th, 2007, 06:13 PM   #113
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Gov't Press Release:
Hong Kong-Zhuhai-Macao Bridge Task Force starts work (with photos)
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Old January 19th, 2007, 11:53 PM   #114
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This bridge really needs to get going and stop BSing. It is beneficial to all three territories. But I wish railroad were considered as part of the bridge rather than just motor vehicles.
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Old February 14th, 2007, 03:28 AM   #115
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Island fix for stalled bridge
Hong Kong Standard
Wednesday, February 14, 2007

Buying an uninhabited island in mainland waters to build a Hong Kong checkpoint would be a "quick-fix solution" in expediting construction of the trouble-plagued Hong Kong-Zhuhai- Macau bridge, Chief Executive Donald Tsang Yam-kuen said.
The idea was revealed at a closed- door meeting Tuesday between Tsang and representatives of the Hong Kong Chinese Importers and Exporters Association, and follows his duty visit to Beijing in December.

Tsang also met Election Committee members affiliated to the import export subsector members of the Election Committee to secure their vote in the race to be the next chief executive.

Tsang's confidence in pushing ahead with the multi-billion-dollar project was bolstered after Beijing gave the green light for an ice-breaking meeting headed by the State Council's National Reform and Development Commission vice chairman Zhang Xiaoqiang to discuss ways of getting the long-delayed project off the ground.

Tsang told association members that since the plan to build a joint checkpoint for the three places was dropped because it would involve a vast piece of land, it would be more practical and feasible for Hong Kong to find a site to achieve the agreed "three places, three checkpoints."

At the meeting, Tse Long, a Hong Kong delegate to the Guangdong provincial Chinese People's Political Consultative Conference, pressed Tsang to speed up the building of the bridge, quoting Guangdong vice governor Tang Bingquan as saying "everything is now ready" but Hong Kong has still to decide on its checkpoint location.

Tsang said the SAR is very keen to build the bridge, saying that the airport, which is close to the proposed bridge's starting point at San Shek Wan on northern Lantau, had once been picked as a possible site for the checkpoint. The plan was dropped after a study showed there is insufficient land there to house immigration, customs and police facilities.

Tse quoted Tsang as saying that an island in mainland waters would cut out concerns about pollution that could arise from a San Shek Wan checkpoint.

According to a source, Macau Chief Executive Edmund Ho Hau-wah, for his part, has proposed purchasing a site on Hengqin Island off Zhuhai for Macau's checkpoint. Negotiations on the plan are underway between the Macau and Zhuhai municipal governments.

As for the Guangdong checkpoint, it would probably be located at Shangxia Shan in Zhuhai.

Guangdong's future mega infrastructure projects under the 11th five- year plan were thoroughly discussed at a meeting of the provincial CPPCC last week and at a Lunar New Year gathering hosted by party secretary Zhang Dejiang, governor Huang Huahua and executive vice governor Tang Bingquan.

A dozen Hong Kong CPPCC delegates, together with HSBC chairman Vincent Cheng Hoi-chuen, Hopewell Holdings chairman Gordon Wu Ying- sheung, Asia Television executive director and CPPCC Standing Committee member Chan Wing-kee and National People's Congress Standing Committee member Tsang Hin-chi, also attended the gathering in Guangzhou.

According to the source, the estimated cost of the bridge, including checkpoints, buildings and supporting facilities, would be about 51 billion yuan (HK$51.2 billion).

The 51 billion yuan figure comprises 30 billion yuan for the whole bridge, 10 billion yuan for bridges that link up with the checkpoints and the remainder for checkpoints and supporting facilities.

Executive vice governor Tang said the problem of financing has now been resolved, with the three governments agreeing to foot the construction costs equally for the main bridge.

"The executive vice governor of Guangdong told Hong Kong delegates to the provincial CPPCC that the provincial government aims to thrash out all the details of the bridge project soon so that construction work can start at the earliest possible date," the source said.

Tang was also reported to have said that the Western Corridor, which is scheduled to commence operations in July, would be handed over to the SAR government in late May.

A one-month trial run in June for the corridor, which links Shekou in Shenzhen with Tuen Mun, will be held before its official opening July 1 to mark the 10th anniversary of the handover.

Tang also urged the SAR to speed up work on the Hong Kong section of the proposed Hong Kong-Shenzhen express rail link, as Guangdong has already decided to locate the project's main station at Shenzhen's Futian district.

Tang added that a new Guangzhou- Shenzhen super expressway running parallel to the existing six-lane Guangshen expressway will be completed by 2011.
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Old February 14th, 2007, 09:01 PM   #116
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Yuck, I hope they just get on with it soon, and not built just an ugly causeway all the way through.
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Old June 22nd, 2007, 06:57 AM   #117
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HK tipped to get lion's share of bridge benefits City to be main beneficiary of delta link: mainland planner
22 June 2007
South China Morning Post

Hong Kong will be the main beneficiary when the Hong Kong-Zhuhai-Macau Bridge is up and running, a senior official of the mainland's top planning body said yesterday.

National Development and Reform Commission deputy chairman Zhang Xiaoqiang said a mainland study showed Hong Kong would enjoy 64 per cent of the economic benefit brought by the long-awaited bridge.

But an academic who has studied the issue said his conclusions were exactly the opposite and the Pearl River Delta cities of Zhuhai , Zhongshan and Jiangmen would be the big winners.

The 29km bridge is still at the planning stage despite a decade of negotiations.

Mr Zhang said the mainland study, which projected the economic gain brought by an expected increase in cross-border traffic, also estimated that Guangdong would secure 26 per cent of the benefits and Macau 10 per cent.

"The bridge will be effective in helping Hong Kong expand its hinterland," he said.

But Mr Zhang said this did not necessarily mean Hong Kong should invest more in the bridge's construction because it would be up to companies interested in the project to negotiate a stake.

"Under the principle of attracting more private investment, it will be up to the companies to decide who will contribute more," he said, adding that the governments would be responsible for financing checkpoints and links.

Mr Zhang is also head of a special taskforce set up by the State Council late last year after the plan became bogged down by disputes over issues such as the location of checkpoints and the sharing of the construction costs, estimated at US$3.7 billion.

He said some consensus had been achieved after several meetings between representatives from the three governments, but there was still no timetable.

The governments have agreed to set up three separate border control systems instead of one shared checkpoint, as preferred by the Hong Kong government. This has brought criticism that the arrangement is a step back from the shared checkpoint system used for the Western Corridor across Deep Bay.

Mr Zhang said the decision was taken because the bridge was much more complex than the Western Corridor, which will open on July 1.

Tuan Chyau, a professor in Chinese University of Hong Kong's faculty of business administration, said his findings indicated that Guangdong cities would benefit most.

"The bridge will bring Zhuhai, Zhongshan and Jiangmen closer to Hong Kong, and foreign direct investment in these cities is expected to rise dramatically," he said.

Professor Tuan said it was also not clear whether the logistics sector in Hong Kong would benefit greatly from the bridge because Shenzhen's Yantian port was so competitive that its cargo business was expected to overtake Hong Kong's next year.

Zheng Tianxiang, an infrastructure studies professor at Sun Yat-sen University, said the main bridge would be built by a private consortium through the design-and-build process, so the three governments would only have to invest in their sections that connected to the main bridge.

"There shouldn't be an argument over whether Hong Kong should pay more; it is commercial procedure that it should be the consortium that decides the toll and the period to recover the cost," he said.

A spokesman for the Environment, Transport and Works Bureau said the computation of the economic benefits of the bridge depended on many assumptions and planning parameters.
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Old July 11th, 2007, 06:32 AM   #118
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Land to be reclaimed for bridge crossing 100 hectares needed for Lantau checkpoint
11 July 2007
South China Morning Post

The government is planning to reclaim up to 100 hectares off northern Lantau for the construction of a control point for the Hong Kong-Zhuhai-Macau Bridge, which green groups fear could cause irreversible environmental damage.

The amount of land required - 21/2 times the size of the West Kowloon cultural district - would make it the largest reclamation project since Penny's Bay was reclaimed for Disneyland in 2000.

Environmentalists say the marine ecology - from endangered Chinese white dolphin to rare horseshoe crab habitats - might be affected and the remaining untouched coastline on north Lantau would be spoiled.

Sources close to the government said it had initially been estimated that 90 to 100 hectares would be needed to accommodate the immigration and customs facilities - similar in size to those at the new Deep Bay border crossing - as the bridge would bring heavy traffic, particularly freight, across the border.

While officials had no definitive plans for where to put the control point, they admitted there were few options, the sources said.

Because of the shortage of flat land along the northern Lantau coast there seemed little choice other than reclamation. The sources said one option was to build the control point on a piece of land at the entrance of the Tai Ho Valley, part of which has been designated a site of special scientific interest for its freshwater stream ecology. Another option was the sea off Sha Lo Wan.

It remained unknown how the new facilities would fit in with the logistics park or Container Terminal 10, which are also proposed for the northern or western Lantau shore.

The sources said transport officials had recently "restarted" stakeholder consultations about the 35km bridge spanning the Pearl River mouth, hoping to gauge public sentiment about reclamation options.

The reclamation became necessary after Hong Kong and the mainland last year ruled out building joint immigration facilities for the three jurisdictions on reclaimed land near Macau. Instead, each would be responsible for building the facilities in their own territory.

"It seems to be a very big area indeed, and doubtless a far more costly option than the single facility at Deep Bay. It will be very difficult to shoe-horn this [facility] in without causing yet more environmental damage," Green Lantau Association spokesman Clive Noffke said.

Instead, Mr Noffke proposed building an island east of the airport, saying this would avoid taking up coastal land, help move the bridge away from Tung Chung and enable a direct connection to the proposed Chek Lap Kok-Tuen Mun link.

A Transport and Housing Bureau spokeswoman would not comment on the size of the control point or the reclamation it would require, saying it was being studied as part of the feasibility study for the bridge. A detailed proposal for the location and arrangement of the facilities would be drawn up in due course.
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Old July 11th, 2007, 07:59 PM   #119
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Reclamation again... isn't there another way?
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Old July 11th, 2007, 09:33 PM   #120
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Quote:
Originally Posted by gladisimo View Post
Reclamation again... isn't there another way?
Not as this particular area in the northern Lantau. The whole northern Lantau shore is bare rock and cliff. The mountain just goes right into the sea without any flatten at all.

The North Lantau Expressway and Airport Express were built on reclaimed land which extended the north Lantau shoreline half a mile north compares to the original one.

The only open area in the area that is big enough to for the boarder control is the reclaimed land northeast of Tung Chung where has been planned for other use as described in the article. In fact, I think that piece of land is at a awkward location for a boarder control facility.

The whole idea of having the joint immigration facility just off the coast of Zhuhai and Macao before is because there is lack of flat land and water is a lot deeper to reclaim in Hong Kong side. But unfortunately, the idea was turned down by the Guangdong provience govenment.
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