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CONFIDENTIAL
3
have also hinted that they do not intend to cut-back or divert
existing services from Hong Kong to Shenzhen.
any
of the
intention is
other
parts
The
to use Shenzhen Airport to establish new routes to
of China. These developments have led to a
re-assessment of the original conclusions in paragraphs 3 and 4
above on the extent to which China bound services may migrate
from Hong Kong to Shenzhen.
6.
Tak.
use
off
Kai Tak.
from
travel to the
services
It now appears that there is no clear case as to whether Shenzhen Airport would help to relieve congestion at Kai On the one hand, some existing Kai Tak passengers (both
Hong Kong residents and China-bound transfer passengers), attracted by cheaper fares flying out of Shenzhen in comparision with direct services from Hong Kong into China, may decide to
Shenzhen Airport and consequently take some of the pressure
On the other hand, the introduction of new
Shenzhen may also act to stimulate new demand for mainland and may generate more international
transfer passengers through Hong Kong. Although Kai Tak has not yet achieved 100% utilization, there are already no spare slots
hours of 1230
1630 and 2100 2230 and some
already been forced to move to the less desirable
periods. The increase in flights to Hong Kong bringing transfer
passengers on their way to China would therefore serve to aggravate the congestion problem at Kai Tak. The situation may
be eased to some extent if and when direct flights between
Taiwan and China are established.
between the
carriers
have
-
=
(b) Impact on Dragonair
7.
Dragonair (HDA) has written to the Secretary for
Economic Services expressing concern specifically about proposals from various commercial parties to start direct bus links between Shenzhen Airport and Hong Kong which it
considers could adversely affect their business and undermine
the further expansion of their services between Hong Kong and
China. Specifically HDA has argued that :
and ferry
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