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Discussion Starter · #1 ·
Shenzhen Western Corridor and Deep Bay Link







Purpose
1. This paper sets out the current position on the Shenzhen Western
Corridor and Deep Bay Link.

Background

2. Hong Kong has benefited from China’s economic growth enabling herself to perform better than most of the neighbouring places, such as Singapore, Indonesia etc., during the recent economic recession that has occurred in Asia.

3. However, this economic advantage is not without worry since the three existing vehicular boundary crossings at Lok Ma Chau, Man Kam To and Sha Tau Kok are nearly saturated and it is expected that they will exceed their handling capacity within the next five years. In fact, the public has raised concerns on the frequent occurrence of traffic congestion and long waiting times at these crossings.

4. Both the governments of the HKSAR and Shenzhen recognise the need to remove these potential bottle-necks to trade and traffic. However, there are difficulties in expanding the existing three crossings because they are located within the city centre of Shenzhen. Over 80% of the cross-boundary traffic has to go through the main roads within the Shenzhen city centre causing serious traffic congestion and environmental impacts. On account of this, the Shenzhen authority considers the fourth land boundary crossing – Shenzhen Western Corridor should be built as soon as possible.

5. On Hong Kong’s part, the ‘Feasibility Study for Additional Cross-border Links’ also confirmed the need for constructing SWC together with the connecting road, Deep Bay Link for the following reasons:
(a) to alleviate the nearly saturated existing land boundary crossings at Lok Ma Chau, Man Kam To and Sha Tau Kok;
(b) to enhance trade between Hong Kong and South China, to facilitate Hong Kong’s economic development and to enable Hong Kong to become the business hub of the Pearl River Delta area.

6. We have reached agreement with the Shenzhen authority that in accordance with the boundary of Guangdong and Hong Kong, each side will finance and manage its portion of the SWC, while the construction of the bridge will be a joint effort. Both sides have also agreed to implement the project as soon as possible.

7. At the 4th Plenary of the Hong Kong / Guangdong Cooperation Joint Conference held on 25 July 2001, further agreement has been reached on the principle of co-locating the boundary crossing facilities for immigration and customs clearance procedures on the Shenzhen side in planning SWC.

Proposal
Shenzhen Western Corridor


8. We propose to implement Shenzhen Western Corridor, which is a dual 3-lane bridge spanning Deep Bay. The length of the whole bridge is 5.1 km, 3.2 km of which is within the HKSAR and 1.9 km within Shenzhen. The bridge lands at Ngau Hom Shek in Hong Kong, and in Dong Jiao Tou in Shenzhen.

Deep Bay Link

9. We also propose to implement Deep Bay Link, which links up the SWC and our local road network. Deep Bay Link is proposed to be a dual 3-lane road of 5.4 km in length. (A map showing the proposed alignment is at Annex C.) The scope of works include –
(a) a short tunnel in Hung Shui Kiu to reduce environmental impacts;
(b) slip roads linking DBL to the proposed Hung Shui Kiu New Development Area and the local road network in Yuen Long; and
(c) an interchange at Lam Tei linking Yuen Long Highway. The DBL will be linked to the Yuen Long Highway in its initial years of operation.

10. Our traffic forecasts indicate that the existing road network including Yuen Long Highway and Route 3 should be able to cater for the traffic of DBL in the initial stage. In the longer term, Route 10 between Yuen Long Highway and So Kwun Wat will be required. While our current planning is that this section of Route 10 would be completed after 2010, we will closely monitor the traffic situation and continue to review regularly its need and timing.

11. We propose to commence detailed design for the SWC and DBL in early 2002.

Financial Implications

12. The total cost of the section of the SWC within the HKSAR is estimated to be HK$2.8 billion. The cost of the DBL is estimated to be HK$7.723 billion.

Land Acquisition

13. A part of an existing oyster bed may have to be resumed under the SWC project. As to the DBL, it may require resumption and clearance of some private lots and graves, a private batching plant and Hing Tak Public School. In the course of finalising the alignment, we will try to minimise the extent of the area to be affected.

Environmental Implications
Shenzhen Western Corridor


14. The feasibility of the SWC project was established by the Feasibility Study for Additional Cross-border Links. No
insurmountable adverse impact was identified but a further detailed assessment would be necessary to address all the issues thoroughly.

15. We are applying for an environmental impact assessment study brief for the SWC under the EIA Ordinance. Deep Bay is known to be an ecologically sensitive area. We will take due care in choosing an alignment with appropriate structural form and construction methods, which are acceptable from the environmental point of view. Also, we will fulfil the requirements under the EIA Ordinance and devise mitigation measures to minimise impact on the environment.

Deep Bay Link

16. An environmental impact assessment has been carried out under the Feasibility Study for Additional Cross-border Links, which concludes that the DBL will unlikely cause insurmountable adverse impact on the ecological and water quality of the environment. The DBL might have localised impact on individual areas and the issues identified would be assessed in a detailed environmental impact assessment.

17. A more thorough EIA is being carried out. The initial finding is that with proper mitigation measures, impacts on noise, air, visual and water qualities etc. can be abated to acceptable levels. Moreover, we will plant trees to compensate loss during construction. We will also avoid damage to concerned archaeological heritage.

18. We will submit the EIA report for the Director of Environmental Protection’s approval under the EIA Ordinance and will follow the statutory procedures of making the EIA report available for comments by the public and the Advisory Council on the Environment.

19. The DBL is a designated project under Schedule 2 of the EIA Ordinance and an environmental permit is required for the construction and operation of the project. We will incorporate the recommended mitigation measures into the detailed design and shall apply for an environmental permit for the project prior to commencement of construction.

Drainage Impact Assessment

20. A Drainage Impact Assessment for DBL is being undertaken. We will take all necessary precautions and mitigation measures to ensure that the project will not affect the existing local drainage system either during construction or when the road is in service.

Public Consultation

21. We will be consulting the following bodies –
(a) Tuen Mun District Council;
(b) Tuen Mun Rural Committee;
(c) Yuen Long District Council Traffic and Transport Committee;
(d) Ha Tsuen Rural Committee;
(e) Advisory Council on the Environment.

The Way Forward

22. We will seek the approval of the Public Works Sub-Committee of the Finance Committee in November 2001 to upgrade the detailed design works of the SWC and DBL to Category A. The construction programme will be confirmed after commencement of the detailed design and consultation with the Mainland. The Hong Kong and Shenzhen authorities will endeavour to complete the project in 2005.
 

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So much vehicular traffic between HK and mainland nowadays. Can the drivers really handle the opposite direction flow?
 

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Discussion Starter · #5 ·
港段工程完成82%
西部通道年底竣工

24/10/2005


【本報訊】連接新界西北及深圳蛇口的深港西部通道香港段工程已完成逾八成,可望年底竣工。路政署發言人表示,涉資二十三億元的西部通道落成後,除每日可額外增加最多八萬架次過境汽車的流量之外,橋上更裝有燈飾,綻放光芒,成為后海灣新地標。另外通道設計上亦特別加入少許彎度,可提高司機警覺之外,亦可讓他們欣賞通道的美態。

初期日行車三萬架次
全長五點五公里的西部通道主要由高架引橋和斜拉橋組成,其中三點五公里位於本港水域,由新界西北鰲磡石,橫跨后海灣至蛇口東角頭新填海區。路政署總工程師李大鈞透露,截至十月中,通道香港段的工程完成度已達八成四,銜接通道的后海灣幹線亦已完成八成二的工程,可望如期在明年配合蛇口的口岸設施落成後通車。預期西部通道啟用初期每天行車量為三萬一千架次,可紓緩落馬洲、文錦渡及沙頭角擠塞的跨境交通。

直彎設計覽大橋景色
李大鈞續稱,西部通道的設計蘊含獨特之處,司機駛上通道時,將發現走線有直有彎,沿途可欣賞大橋景色。通道上兩座斜拉橋橋塔互仰向對方,猶如將連接深港兩地的高架道路互相牽引,帶領兩地居民團結。另外,西部通道將仿照青馬大橋及汀九橋輔以燈飾,配合特別節日慶典綻放光芒,勢必成為后海灣的新地標。

李指出,工程特別照顧具高生態價值的后海灣,署方按照環評報告的措施興建一條長達一點八公里的臨時橋樑運送建材,並改善基圍的沉積情況,為雀鳥提供更理想的棲息地。
 

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superchan7 said:
So much vehicular traffic between HK and mainland nowadays. Can the drivers really handle the opposite direction flow?

I was wondering the same thing. Hong Kond drives on the left and the rest of China drives on the right. How are they gonna resolve this difference if traffic flow across a bridge?
 

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Discussion Starter · #7 ·
October 23, 2005
Government Press Release
Western Corridor key artery to Mainland







Works on the Western Corridor's Hong Kong section - which is more than 80% complete - have been progressing smoothly, Highways Department Chief Engineer Joseph Lee says.

When it opens in 2006, the new boundary crossing will accommodate 31,000 vehicles daily, becoming a key artery to the Mainland.

The 5.5km-long Western Corridor will be the fourth vehicular boundary crossing between Hong Kong and the Mainland. It starts at the newly reclaimed area for the boundary crossing facilities at Dongjiaotou, Shekou.

More than 80% complete

It will straddle Deep Bay and land at Ngau Hom Shek in the Northwest New Territories. From there it will connect to Yuen Long Highway via the Deep Bay Link.

Both Hong Kong and Shenzhen are building the new boundary crossing, in the form of viaducts and cable-stayed bridges.

Mr Lee tells new.gov.hk about 84% of the works on the 3.5km-long Hong Kong section have been completed. "We are confident that it will, together with the Deep Bay Link, be completed by the end of this year as planned."

Chief Executive Donald Tsang announced in his Policy Address the new road link will open to traffic next year when the control point at Shekou is completed.

Transport Department figures revealed in August, the daily traffic flow of the three existing boundary crossings - Lok Ma Chau, Man Kam To and Sha Tau Kok - reached 32,313, 8,003 and 2,545 vehicles, higher than their total capacity of 42,500 vehicles a day.

On a year-on-year comparison, the daily traffic flow of Lok Ma Chau, Man Kam To and Sha Tau Kok rose 3.6%, 3.1% and 13%.

Cross-boundary traffic capacity to rise

The Western Corridor, upon its opening next year, will offer an additional daily traffic capacity of 80,000 vehicles, raising the overall daily cross-boundary traffic capacity and thereby easing the current congestion.

Mr Lee said cross-boundary vehicles using the Western Corridor may use the Yuen Long Highway, Tuen Mun Road or Route 3 Country Park Section to access other parts of Hong Kong. The capacity of these roads are able to cope with the increased traffic.

Apart from providing a more convenient cross-boundary transport link to boost economic development, particularly in areas of finance, logistics and tourism, the Western Corridor will strengthen Hong Kong's position as the hub of the Pearl River Delta area and enhance trade between the city and South China.

Mr Lee said the new road link also has symbolic and aesthetic functions.

Symbol of synergy

"The towers for the two cable-stayed bridges are inclined towards each other, pulling their approach viaduct towards the boundary. This design symbolises the desire of the two regions to build a synergistic relationship for greater prosperity.

"As the Western Corridor will become a prominent landmark in Deep Bay, architectural lighting will be installed to light up the bridge during festive occasions."

Participating in the project since early 2001, Mr Lee said the project is on a "super fast track".

"For a highway project similar to the Western Corridor Hong Kong section, the planning and construction process usually takes eight years to complete. However, in view of the project's tight programme, we have worked out ways to save time and the project has progressed smoothly, thanks to the co-operation of parties concerned."

Care for the environment

The project has also demonstrated great concern for the environment, Mr Lee noted.

Extensive consultations with the green groups were carried out and their views taken into account. The Advisory Council on the Environment endorsed the Environmental Impact Assessment Report for the Western Corridor Hong Kong section and the Director of Environmental Protection approved it in 2002.

Contractors are implementing all the environmental mitigation measures recommended in the report, to ensure the water quality and the environment in the Deep Bay area will be maintained.

A water channel also connects the gei wais - or shrimp ponds - in Mai Po to Deep Bay. This will improve the water-exchange capacity and enhance the birds' feeding ground.

Temporary steel bridge protects mudflats

Taking into account that Deep Bay is an ecologically important area with extensive inter-tidal mudflats in close proximity to the Mai Po Nature Reserve Area, a temporary steel bridge has been built.

"The 1.8km long, nine-metre wide temporary steel bridge is the largest of its kind in Hong Kong. Built with 12,200 tonnes of steel, the bridge enables the transport of construction materials over mudflats without polluting the area," Mr Lee said.

Works on the Western Corridor Hong Kong section, started in August 2003, will be completed by the end of the year at a cost of about $2.29 billion.
 

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Discussion Starter · #8 ·
FM 2258 said:
I was wondering the same thing. Hong Kond drives on the left and the rest of China drives on the right. How are they gonna resolve this difference if traffic flow across a bridge?
From my recollection of the Huanggang crossing, incoming and outgoing traffic are separated at the customs area. What you see is similar direction traffic all around you and not opposite traffic on one side. Then the network of bridges do its magic.
 

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hkskyline said:
From my recollection of the Huanggang crossing, incoming and outgoing traffic are separated at the customs area. What you see is similar direction traffic all around you and not opposite traffic on one side. Then the network of bridges do its magic.

That's interesting. Thanks for the explanation. The Pearl River Delta is a place that I must visit. Thanks also for these updates.
 

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hkskyline said:
From my recollection of the Huanggang crossing, incoming and outgoing traffic are separated at the customs area. What you see is similar direction traffic all around you and not opposite traffic on one side. Then the network of bridges do its magic.
Actually, it is the same way between Macau and China.
 

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I am pleased

This curvilinear design is visually excellent. I am for this kind of aesthetic thinking. I'm going to read Aristotle's Poetics again just in order to honor the wisdom there.
 

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Discussion Starter · #12 ·
Call for reasonable toll as corridor nears completion

Mainland authorities should keep tolls on the Hongkong-Shenzhen Western Corridor reasonable when it opens in early 2007 so as not to defeat its purpose of easing traffic congestion at the other road border crossings, legislators said.

Michael Ng
Hong Kong Standard
Wednesday, December 07, 2005

Mainland authorities should keep tolls on the Hongkong-Shenzhen Western Corridor reasonable when it opens in early 2007 so as not to defeat its purpose of easing traffic congestion at the other road border crossings, legislators said.

Eleven members of the Legislative Council's Transport Panel made an on- site inspection of the Shenzhen-Hong Kong Western Corridor in Shenzhen Tuesday, and were told by mainland officials the HK$4.8 billion project is 80 percent complete.

Panel chairman Lau Kong-wah also hoped construction will finish on schedule by December 2006.

But as the three other land crossings - Lok Ma Chau, Man Kam To and Sha Tau Kok - are toll-free, Lau hoped mainland authorities can keep tolls on the corridor, which connects Shekou in Shenzhen and Lau Fau Shan in Hong Kong, reasonably low.

"It will of course be wasteful if the tolls are set too high, as nobody will use it. Only if the tolls are reasonable will they effectively divert traffic and soothe jams at other checkpoints," he said.

Lau said coordination between the SAR and Shenzhen governments over setting the tolls and establishing one- stop customs inspection and immigration services for the mainland and Hong Kong will be two of the panel's main tasks next year.

The corridor will handle an estimated maximum of 80,000 vehicles a day.

Panel members inspected the Hong Kong-Zhuhai-Macau bridge landing point at Zhuhai before proceeding to Shenzhen to visit the City Traffic Control Center and Yantian Container Port.

Panel member Albert Chan said he was amazed by the pace of development. "If the SAR continues to ignore this competition and fails to reposition Hong Kong's infrastructure and maritime development, our leading status may soon be replaced," Chan said.
 

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Discussion Starter · #13 ·
Low tolls key to new bridge's popularity
7 December 2005
South China Morning Post

Tolls on the new Hong Kong-Shenzhen Western Corridor should be kept as low as possible to prevent it from becoming a white elephant, a legislator said yesterday.

Transport panel chairman Lau Kong-wah said if the tolls were too high on the bridge across Deep Bay, drivers would keep using the other three crossings, which were free.

Speaking on a visit to the Shenzhen side of the crossing, Mr Lau said he hoped the 5.5km dual three-lane Western Corridor would relieve congestion at the Lok Ma Chau, Man Kam To and Shataukok checkpoints.

But he added: "If the toll is not set at a reasonable level, drivers will choose to cross the border via the other checkpoints. The corridor will then become a waste."

Mr Lau said the Legislative Council would have to discuss the toll issue and legislation for the joint Hong Kong-mainland customs and immigration facilities at the Shenzhen end.

The corridor, which will link Shekou in western Shenzhen with the western New Territories, is a joint development between the Shenzhen and Hong Kong governments, with the Hong Kong section costing about $3.6 billion.

It is expected to be completed by the end of next year and be in use in early 2007.

The transport panel has just completed a two-day visit to Guangzhou, Zhuhai and Shenzhen. Yesterday, the group also visited the proposed landing site in Zhuhai for the Hong Kong-Zhuhai-Macau bridge as well as the Shenzhen Transport Command Centre and Yantian port.

Independent lawmaker Albert Chan Wai-yip warned that Hong Kong's leading role in transport would be gradually replaced by the mainland due to its rapid development.

"Hong Kong did not make use of its advantage to maintain and continue to develop its leading position," said Mr Chan. "The government has to improve the infrastructure to enable the city to make new developments in transport."
 

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Discussion Starter · #16 ·
Corridor may snarl traffic in northwest New Territories

The Hong Kong-Shenzhen Western Corridor, expected to relieve congestion at the Lok Ma Chau, Man Kam To and Sha Tau Kok checkpoints, may result in massive traffic jams in the northwest New Territories, legislators said.

Winnie Chong
Hong Kong Standard
Saturday, January 07, 2006

The Hong Kong-Shenzhen Western Corridor, expected to relieve congestion at the Lok Ma Chau, Man Kam To and Sha Tau Kok checkpoints, may result in massive traffic jams in the northwest New Territories, legislators said.

Five Legislative Council transport panel members came to the conclusion after an inspection of the Hong Kong end of the corridor at Lau Fau Shan.

They said they were generally satisfied with the progress of the bridge construction, with more than 90 percent of the Hong Kong side already completed. Over the next two months, asphalt will be laid on the bridge and the corridor could be opened by year-end.

However, as vehicles could run to the west side of Tuen Mun or the east side of the New Territories by using Route 3, this could increase the traffic in the northwest New Territories, including Yuen Long and Tuen Mun, panel chairman Lau Kong-wah said.

"Many big vehicles may choose to travel to Tuen Mun because of cheaper costs. This could lead to serious traffic jams on Tuen Mun Road," he said. Lau urged the SAR government to utilize Route 3 to divert traffic flow.

Highways Department major works project manager Chow Ying-shun said cars could travel from Shenzhen via Deep Bay Link and Tuen Long Road to Route 3 in 15-20 minutes.
 

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nice one
 

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Discussion Starter · #20 ·
HK, Shenzhen bridge the gap
21 January 2006
South China Morning Post

After months of uncertainty, the two ends of the Hong Kong-Shenzhen Western Bridge were joined yesterday and it is expected to be open by the end of the year.

The 5.5km bridge spanning Shenzhen Bay will become an important link between the western part of Guangdong and Hong Kong.

Shenzhen Mayor Xu Zongheng , who led the bridge-joining ceremony with Secretary for Environment, Transport and Works Sarah Liao Sau-tung, hailed it as an important step towards economic integration.

The bridge will link Yuen Long with Shekou . Travelling time from Shenzhen Airport to Hong Kong could be cut by at least half an hour when the bridge opens.

It will also help ease traffic congestion in Shenzhen. Vehicles from Guangzhou, Zhuhai and Foshan will be able to travel to Hong Kong via the bridge without entering the crowded Futian and Lowu districts.

The bridge was proposed by the Shenzhen government in 1991 and approved by the central government in 1997. It has been funded by the Hong Kong and Shenzhen governments.

The joining of the two ends yesterday was a relief for authorities on both sides as construction had been hit by difficulties. Foundation work was suspended briefly in 2004 amid accusations of negligence after the contractor ran into a piling problem.

The contractor said it could not drive posts into the ground below the waterline to support the structure because of an unexpected layer of mud and sand deep beneath the seabed.

But a Shenzhen government worker yesterday said they had successfully solved the technical problem, and hailed the construction of the bridge as an engineering achievement.
 
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