STE
TED
S
6.
3
Governor Ye said that, while the peak number of
crossings was 9,000 per day, the average was 7,000, largely
through Man Kam To. The facilities at that point were better on the Hong Kong side. The Chinese were working to extend the
parking area on their side at Man Kam To. The Lok Ma Chau
crossing, when completed, would join with the super highway to
Guangzhou. It was expectd that there would be a considerable
increase in traffic. Construction of the super highway would
be peeded up to meet the demand of traffic diverted from Man
Kam To. It was possible that the highway might be completed in
one or two years.
7.
Sir David Wilson agreed that pressure at Man Kam To
was very heavy. Logically traffic should be attracted to the
alternative crossing at Sha Tau Kok at peak periods. The
Chinese tunnel at Wu tung Shan was an impressive piece of engineering and a useful link between Sha Tau Kok and Shenzhen
city but it was also very expensive. This might deter lorry
drivers from using that route. Governor Ye said that he did
not think that many heavy vehicles would choose to travel via
Sha Tau Kok because this involved an extra 25 kilometre
journey. The focus in future would be on Man Kam To and Lok Ma
Chau.
Sir David Wilson pointed out that time was money and it
still might be worth transport operators' while to send trucks
round the extra distance rather than wait for two hours at Man
Kam To.
ECVII'S
8.
Sir D Wilson raised the question of refugees from
Vietnam settled in Guangdong and Guangxi provinces who had
entered Hong Kong. We were grateful for Chinese cooperation
which had resulted in a quick resolution of the problem,
following discussions in August. Most ECVII's had been sent
back. The groups due to be returned to Guangxi by ship had
been delayed because of the weather. There were 250 persons
whose position was still under investigation.
We hoped that
/procedures
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