all of the air transport systems needs of Hong Kong until 1995 and as far beyond that year as can reasonably be expected. In other words the capacity of any proposed replacement airport would need to meet at least the requirements shown in the bottom line of the table in paragraph 21 above.
28.
Within the context of the changing nature of the air transport system the Consultants have developed a suitable airport layout (with an eye to the constraints of the terrain surrounding Chek Lap Kok) which minimises the amount of land reclamation and produces an economically feasible airport. As thoir studies proceeded it became evident that it would be advantageous to develop a scheme that could be staged in its develop- ment so that a single runway, which would be capable of accepting more traffic than is possible at Kai Tak, could be constructed in the earliest phase of development. A decision on the timing of subsequent runways could be taken after further consideration.
The proposed scheme
29.
A plan of the proposed Phase I of the pilot scheme, at page 12 of Annex A, shows the Phase I airport configuration. The layout of the relevant airport facilities should be regarded as only preliminary, and it is recommended that a comprehensive Master Planning study now be undertaken to establish firmly their optimum configuration. The Phase I runway layout involves earthworks on a large scale on Chek Lap Kok, Lam Châu and a small portion of ban Tau headland on Lantau, as well as extensive reclamation in Tung Chung Bay, which could be completed at the earliest by 1990. (The Director of Public Works has expressed reservations on the practicability of maintaining this completion date owing to the tight programme envisaged for works on this scale.)
30.
As the proposed Phase I runway could be used on a 24-hour basis it could cope with a much larger volume of annual aircraft movements than can Kai Tak. As it could take an SBR of 38 movements in the peak hour, it should be able to handle the forecast unconstrained air traffic up to and including 1990 and possibly for some years after that.
31.
Page 14 of Annex A gives a feasible expansion of the proposed Phase I layout, to be known as Phase II. Thus of added significance is the overall proposal's adaptability
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