HONG KONG LEGISLATIVE COUNCIL - 31 October 1990
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inte national routes. The resistance to routing passengers to Hong Kong through Macau would be very high.
On the other hand, Huangtian airport in Shenzhen will undoubtedly have some effect on Hong Kong. It will potentially fulfil a helpful role in relieving pressure on Kai Tak when capacity has been reached there and until Chek Lap Kok opens. Once Kai Tak becomes severely congested, it is quite possible that mainland traffic coming to Hong Kong may find it more convenient to fly to Shenzhen in the first instance and to travel on into Hong Kong by road. This is, of course, assuming that an efficient road link 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 12 to 18 months, that is, until 1995, on the basis of current forecasts. Another optimistic scenario, which might also provide Kai Tak with some relief, would be the commencement of direct flights between 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 Shenzhen, the timing for Kai Tak to reach capacity could be delayed through to the end of 1995. In other 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 target date.
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 each all in close proximity to each other. The only technical problem which is, in our case, currently under discussion, 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 concerned.
Sir, Hong Kong's achievement as the world's eleventh 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 communication systems remain one of the best in the world. We have considerable experience and expertise in infrastructural development and our record is second to none. We do not have a reputation of tying up scarce resources in facilities that lie idle because the demand is not there. If anything we have sometimes been criticized for lagging behind demand. The airport project has been well researched over many years. We must not allow indecision or further 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
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