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k can be introduced in time to provide for this. In the most optimistic scenario of all mainland air carriers opting to do this, we think Kai Tak would be relieved of 10% of its passengers and 17% of its aircraft movements. This would help us by delaying capacity at Kai Tak by twelve to eighteen months i.e. until 1995, on the basis of current fore- casts. Another optimistic scenario, which might also provide Kai Tak with some relief, would be the commencement of direct flights betwen China and Taiwan. This would relieve Kai Tak of possibly another 5% of its total passenger traffic. Taken together with the potential relief provided by Sh- enzhen, the timing for Kai Tak to reach capacity could be delayed through to the end of 1995. In order words, even taking into account these most optimistic of assumptions, there can be no doubt that we should be making every effort, as we are doing, to work towards the opening of Chek Lap Kok as early as possible. 1997 represents the earliest feasible tar- get date.
12. In the longer term, we see the roles of Chek Lap Kok, Macau and Shenzhen airports as largely complementary. All three are needed to service adequately the dynamic area of the Pearl River Delta and Southern China generally. Each has its own particular function. It is not a unique situation, for example, both Washington and New York are served by three airports all in close proximity to each other. The only technical problem which is, in our case, currently under discus- sion, is the need for airports in such close proximity to co-ordinate the management of the use of airspace as closely as possible to optimise the capacity of all the airports con- cerned.
13. Hong Kong's achievement as the world's 11th largest trading entity has not come about by accident. One crucial element contributing to our success has been the fruitful partnership developed over many years between the Government and the private sector in ensuring that
our transport and communications systems remain among the best in the world. We have considerable experience and expertise in infras- tructural development and our rec- ord is second to none. We do not have a reputation of tying up scarce resources in facilities that lic idle because the demand is not there. If anything we have sometimes been criticised for lagging behind demand. The airport project has been well researched over many years. We must not allow indecision or fur- ther studies to become part of the problem rather than help to bring about action. We have made a decision that Hong Kong needs a new airport and that this should be built at Chek Lap Kok. We believe that these decisions are generally supported by the community as being in the overall interest of Hong Kong and the future Special Administra- tive Region. We have not taken upon ourselves an easy task but it must be done, and done well, if Hong Kong is to continue to prosper. We must now push ahead with the project.
Acting Secretary for Trans- port, Mr. Albert Lam
The transport links we have in place for PADS also form an integral part of an overall transport strategy we have mapped out to meet the territorial traffic needs of Hong Kong in the next 10 to 20 years. I shall concentrate on two major road systems, one from south to north, and the other from east to west, to illustrate what I mean.
2.
First, Route Three, which is the name we have given to a major new South-North expressway, about 30 kilometres long, on the western part of the Territory. It starts from the reclamation off Sai Ying Pun on Hong Kong Island, and goes across the Western Harbour Crossing to the new West Kowloon Reclama- tion. From there, an elevated Western Kowloon Expressway takes Route Three up to Kwai Chung, Ting Kau, Yuen Long, and then across the Lok Ma Chau Bridge to Shenzhen, from where the proposed Shenzhen-Guangzhou Super High- way can take over all the way to Guangzhou. The strategic impor- tance of this Route Three, not only in terms of mecting the traffic demands of Hong Kong, but also in terms of moving people and goods across the China-Hong Kong bor- der, need hardly any elaboration. It is a vital link for the economic well- being of Hong Kong as well as Southern China, particularly bear- ing in mind that some two million Chinese workers are helping Hong Kong manufacturers with outward processing activities in the Pearl River Delta region.
3.
But back to Hong Kong. At Tsing Yi Island there is a logical and convenient interchange for Route Three traffic to go westwards, across the waters, to Ma Wan and Lantau via the Lantau Fixed Crossing. The centrepiece is of course the Tsing Ma Bridge, a suspension bridge with a centre span of some 1,377 metres across the Ma Wan Chan- nel, with a vertical clearance of at least 62 metres to enable ocean-