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5.6.11 A dual three lane link from the Territory trunk
network into the airport terminal is required for the efficient handling of traffic.
If an urban development is located on the Tin Shui Wai site the airport road link could form an extension of the trunk links serving the New Town. Two dual three lane links, as originally put forward in the Strategy for Major Growth, could accommodate the airport traffic and the urban development. Initially the southern link would be constructed and access to the urban areas obtained via Tuen Mun Road. In the mid 1990s, direct access to the NWNT-YKT link could be obtained via the northern trunk link.
5.6.12 The road programme needed to meet the future
development in the New Territories would provide a trunk standard network which connected an airport at Deep Bay to existing and future urban areas of Hong Kong. The impact of an airport at Deep Bay would be to bring forward the road programme about two years. However, unless the proposed trunk route formed by the Yau Kom Tau bridge and the West Kowloon expressway is constructed by 1990, airport traffic will experience delays in the congested Kwai Chung-West Kowloon corridor. This potential problem is common to both an airport at Deep Bay and at Chek Lap Kok. With Major Growth and an airport at Deep Bay the NWNT-YKT link would be needed in the early 1990s.
5.6.13 Although the actual volumes cannot be predicted,
an airport at Deep Bay would provide excellent access to traffic from Guangdong Province without adding to the volumes in existing and anticipated congested locations in the urban areas.
5.6.14 PUBLIC TRANSPORT. A key feature of the NWNT
consultants public transport strategy was the complementary nature of land use and infrastructure investment proposals. A Territory railway strategy was called for which would form an integral part of the overall strategic development plan for the Territory. Initial infrastructure investments in the strategy were aimed at meeting current New Town developments such as Tuen Mun; later investments were more tied to additional strategic development. It was considered to be essential that maximum efficient use would be made of these major investments. The large demands for public transport travel projected in the Base Strategy would stretch a road-based public transport network. However the construction of the
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