1 Original research paper
2
3 Mega infrastructure and implication to regional
4 tourism: case study of Macau and Hong Kong
5
6 Jason M.C. Ni1 *
7
8 1 Department of Architecture and Civil Engineering, City University of Hong Kong
9
10 Abstract
11 With a rapid growth of gaming market, the number of tourists to Macau increased at exponential rate
12 in recent years. To ensure a desirable environment, many mega infrastructure projects have been
13 proposed and constructed. Internally, the Macau Light Rail (LRT) system is now under construction to
14 facilitate local transportation. Externally, Hong Kong-Zhuhai-Macau Bridge (HZMB) is constructed to
15 link Macau with Pearl River Delta (PRD) region. In a broader sense, above infrastructure development
16 affected not only Macau, but also Hong Kong.
17 Some key questions are to be answered – How can destinations cope with rapid tourism growth,
18 especially by considering future infrastructure? To understand people’s response to future mega
19 infrastructures, a large-scale stated preference (SP) survey has been conducted in 2010 by Macau
20 government. The survey aimed to address several important issues; for example, how would travel
21 behavior change after the opening of mega infrastructures (e.g., LRT, HZMB)? Initial findings indicate
22 that; in terms of external transportation, most visitors (54%) would still choose ferry; even when HZMB
23 is available. In terms of internal transportation, LRT attracts more “walking” people (50%) than public
24 bus or casino shuttle riders.
25 Similar to above study, there is another survey done by University of Hong Kong with specific focus
26 on HZMB. In that survey, 300 respondents show their expectation on time saving from HZMB (vs.
27 existing Ferry) is around 1~1.5 hour; correspondingly, the predicted money to save is roughly from
28 HKD $41~100. The 300 respondents were also asked their preference in reducing total travelling time
29 or money (if can only choose one) under different time/money saving scenarios. Such question is
30 designed to test the price sensitivity versus time sensitivity. A trend can be observed from survey
31 results – with more time/money to be saved (as % to total trip), people more likely to choose time-
32 saving, instead of money-saving.
33
34 Keywords:
35 Mega Infrastructure, Pearl River Delta, LRT, HZMB, Stated Preference, Implication
36 37 1 Introduction
38 With a rapid growth since the liberalization of gaming market in 2002, the number of tourists to Macau
39 increased at exponential rate in recent years. In 2012, the visitors to Macau reached more than 28
40 million/year, brought about 38 billion USD gross gaming revenue. In 2015, the visitors to Macau even
41 achieve a peak of 30.7 million/year. As a city with 30.5 km2 and local population of 652,500 (2016),
42 massive number of visitors means high density as well as challenge on the capacity of
43 accommodation.
44 To ensure a desirable living and tourism environment, mega infrastructure projects have been
45 proposed by Macau government. Internally, in order to balance and re-distribute the population
46 density, big development projects were proposed in Taipa1; including the Cotai Strip Project2 and
47 Government Public/Economic Housing Program. Taking advantage of the new reclamation in Taipa,
48 such projects contain development from the scratch, including the zoning plan and road network
49 system. Besides, the Macau Light Rail Transit (LRT) project was constructed to facilitate the local
50 transportation and to replace the casino shuttles to certain extent. In addition to three existing bridges,
51 the 4th linkage between Macau and Taipa was planned for better internal connection. Externally,
52 various transportation mega projects were proposed (or already under construction) to strengthen the
53 linkage between Macau and the outside world, including: Hong Kong-Zhuhai-Macau Bridge (HZMB),
54 Regional Rail System, and undersea tunnel to Hengqin Island, etc.
55 In a broader sense, above infrastructure development affected not only Macau, but also Hong
56 Kong. Several key questions are to be answered in this paper, including – How can destinations (like
57 Hong Kong and Macau) cope with rapid tourism growth, especially by taking into consideration of
58 future infrastructure? Are all mega-infrastructure developments driven by mobility and/or tourism?
59 Thus, this paper aims for a strategic analysis and for addressing issues in two aspects. First, this
60 study intends to provide a deep understanding of regional transportation blueprint, related
61 government policies, and current status of major infrastructure building in Pearl River Delta (PRD)
62 region. Second, this study attempts to understand the influence of the planned new projects,
63 especially on their impacts in the regional transportation scale, based on travel behavior survey.
1 The territory of Macau contains Macau peninsula and the Taipa island. 2 It is a project with a goal of developing a Las Vegas type of “Strip” containing more than 20 casinos/resorts.
64 2 Literature review
65 2.1 Planning Study on the Coordinated Development of the Great Pearl River Delta Township
66 As a joint effort between Department of Housing and Urban-Rural Development of Guangdong
67 Province, Development Bureau of Hong Kong SAR, and Secretariat for Transport and Public Works of
68 Macau SAR, the “Planning Study on the Coordinated Development of the Great Pearl River Delta
69 (PRD) Township” was released in 2009. Having the function as a high level planning guidance, the
70 planning study defined Hong Kong as International Metropolis, and International Finance, Trading,
71 Shipping, Logistic Center; and Macau as Global Tourism and Leisure Center. Other major cities in the
72 PRD region were also defined based specific function and development potential.
73 In terms of overall land development concept, “Master Spatial Layout Coordination” was
74 emphasized in the planning study. The PRD was defined as a region with 50 million people, 9 major
75 cities, and 3 metropolitan circles (Fig. 1). In addition, other spatial planning ideas; such as: “one area
76 three regions, three axes and four layers” were also addressed in this planning study.
77
78
79 Fig. 1 Planned Township Development of Pearl River Delta (Source: Planning Study on the
80 Coordinated Development of the Great Pearl River Delta Township, 2009)
81 In terms of transportation, the concept of cooperated development was mentioned in the PRD
82 planning study. “1-hour Traffic Circle” is defined as the urban/metropolitan area, which can be
83 internally accessible within an hour by using different travel means (Fig. 2). Furthermore, five major
84 transportation systems of PRD were specifically highlighted, including: 85 1. Multi-airport System: open (low-altitude) air for 5 regional airports, shared resources/labor,
86 helicopter system, etc.
87 2. Integrated Port System: coordinate function of ports through negotiation between operators,
88 improve cargo transfer efficiency, etc.
89 3. Regional Railway System: Strengthen Macau-HK Route, Multi-modal coordination with port
90 and airport
91 4. Regional Expressway System: Further connect Guangdong with Hong Kong, Macau, and
92 other provinces
93 5. Waterway Passenger System: Make full use of waterway transportation, especially during
94 peak season (Chinese New Year, Golden week, etc.)
95
96 Fig. 2. Concept of 1-hour Traffic Circle (Source: Planning Study on the Coordinated Development of
97 the Great Pearl River Delta Township, 2009)
98 2.2 Cross-boundary travel survey
99 In addition to the aforementioned PRD Township Planning Study, Hong Kong Planning Department
100 has been conducting the Cross-boundary Travel Survey since 1999 to collect statistical information
101 about the characteristics of cross-boundary trips and trip makers on a regular basis. A Cross-
102 boundary Travel Survey was conducted during October 28 to November 10, 2011. The publication
103 entitled “Northbound Southbound 2011” presents the findings of the Cross-boundary Travel Survey
104 2011, with statistical tables contain detailed statistics of the 2011 and the past Cross-boundary Travel
105 Surveys.
106 Generally speaking, with strong tie between Hong Kong, Mainland China and Macau, tremendous
107 growth in cross-boundary travel was observed over the years. The average daily number of 616,500
108 cross-boundary passenger trips3 in 2011 as recorded in the two-week survey period, was about 1.7
109 times that of 357,400 in 2001 (Fig. 3). Similarly, according to the administrative records, there were
110 also rapid increases in the average daily cross-boundary vehicle trips, from 31,000 per day in 2001 to
111 42,800 per day in 2011 (Fig. 4).
112
113 Fig. 3. Average Daily Cross-Boundary Passenger Trips (Source: Cross-boundary Travel Survey, 2011)
114
115 Fig. 4. Average Daily Cross-Boundary Vehicle Trips (Source: Cross-boundary Travel Survey, 2011)
116
117 The trip between Hong Kong and Macau is one focus in the Cross-boundary Travel Survey. During
118 the two-week survey period in 2011, there were an average daily of 54,100 passenger trips between
3 The definition of cross-boundary trip was one-way movement between Hong Kong, China and Macau in either direction. 119 Hong Kong and Macau made through China Ferry Terminal, Hong Kong-Macau Ferry Terminal and
120 Tuen Mun Ferry Terminal in both directions, representing an increase of 16.0% over the 46,600 trips
121 per day recorded in 2009.
122 Fig. 5 presents “average daily passenger trips between Hong Kong and Macau – by direction, and
123 by usual place of residence”. Four different groups of passengers on the basis of their usual places of
124 residence (e.g., Hong Kong, Macau, China, and Other) were distinguished for analytical purposes.
125 Several interesting patterns can be observed. The majority of trips between Hong Kong and Macau
126 were made by people living in Hong Kong. They took up 61.6% of all trips in 2011. In terms of number
127 increase, trips made by people living in Hong Kong actually rose by 15.6%, from an average daily of
128 28,800 in 2009 to 33,300 in 2011.
129 Another group with rapid growth of cross-boundary travel is people living in the Mainland. The
130 number of passenger trips between Hong Kong and Macau made by people living in the Mainland
131 increased by 21.6% from an average daily of 5,700 in 2009 to 6,900 in 2011. It is noted that departure
132 trips to Macau significantly outnumbered arrival trips, suggesting that it was common for people living
133 in the Mainland to travel from Hong Kong to Macau and then returned to the Mainland direct from
134 Macau rather than through Hong Kong.
135
136 Fig. 5. Average Daily Passenger Trips between Hong Kong and Macau
137 by Direction by Usual Place of Residence (Source: Cross-boundary Travel Survey, 2011)
138
139 Trip purpose was also recorded in the Cross-boundary Survey. For example, a large proportion of
140 People Living in Hong Kong visited Macau for leisure. Of the average of 33,300 trips they made per
141 day in 2011, 73.9% were for leisure, 13.7% for visiting relatives and friends and 8.6% for business.
142 Compared with the 2009 Survey, the average daily of leisure trips increased by 17.2% from 21,000 to
143 24,600 in 2011.
144 2.3 Long-range transportation master plan of Macau (2010-2020)
145 With an initiative of Macau Department of Transportation (DSAT) and involvement from international
146 transportation consultants and experts, the “Long-range Transportation Master Plan of Macau (2010-
147 2020)” was completed in 2010. Taking into consideration of mega infrastructure development in the
148 future, this transportation master plan described not only future projects, but also how those mega
149 developments affect travel pattern, living environment, even the economy of Macau.
150 Using “Long-range Transportation Master Plan of Macau (2010-2020)” as a policy whitepaper,
151 Macau government is gradually implementing its short-term, mid-term and long-term goals, including:
152 restructuring public transport in 2012 to enhance commuting, opening light rail in 2015 4 to
153 comprehensively prioritize public transport, and interconnecting regional transport in 2020 to realize
154 the vision of green transportation, etc. Several of the key infrastructures were described in the
155 following.
156 3 Status of infrastructure projects in pearl river delta
157 3.1 Macau light rail transit (LRT)
158 Adopting a holistic concept of public transport networks, Macau government consider the Light Rail
159 (LRT, Fig. 6) as the backbone; supported by buses and taxis (for the first and last mile), to create a
160 better commuting environment for residents and tourists. Macau LRT is designed to be 21 km long
161 with 21 stations, with headway of 3~6 minutes, average speed of 33km/hr, and maximum capacity of
162 8,000 people/hr/direction.
4 The Macau LRT was under significant delay. Only the Taipa section is currently under construction and expected to open no early than 2019. 163
164 Fig. 6. Macau Light Rail Transit (Source: Macau government)
165
166 Construction of the Light Rail Transit (LRT) system began in 2011 – starting from the LRT Taipa
167 section; then LRT Macau (peninsula) section. The construction of the “heart” of LRT system (i.e., the
168 depot) commenced on November 23, 2011. This represents an important milestone for light rail
169 project. The whole LRT project was expected to be completed in May, 2015, as originally planned.
170 However, due to various reasons (e.g., shortage of labour, design and procedure flaws) the whole
171 LRT construction was under significant delay. So far, only the LRT Taipa section is under construction.
172 The LRT Macau section is now paused (i.e., all the primary design is completed, but not entering the
173 construction) due to labour issues and protest of local residents.
174 Considering above situation, Macau government would try to ensure the LRT Taipa section open in
175 2019. For the LRT Macau section, due to its significant delay, there is emerging voice from local
176 politicians urging the stop of construction. Thus, one reasonable short-term scenario is the “half-LRT”
177 serving the Taipa island (where is Cotai Strip located), up to Barra temple in Macau peninsula. With
178 this compromised route, the usage of LRT (for both tourists and local residents) will be affected.
179 Besides, other issues will further lower tourists’ intention of using LRT, including: insufficient room for
180 luggage inside LRT cars, no direct linkage from all LRT stations to resort properties, etc. Eventually,
181 we may expect more local residents using LRT than tourists – especially casino/resort employees
182 living in Taipa island.
183 3.2 Regional rail system
184
185 Fig. 7 Regional Rail System of PRD (Source: Hong Kong government)
186
187 Fig. 7 describes the Regional Rail System of Pearl River Delta. One important section is the High-
188 speed Rail (HSR) extension from Shenzhen to Hong Kong (shown in purple). This project was also
189 delayed due to the boycotted funding mechanism in Hong Kong. Another critical section is the
190 “Guangzhou-Zhuhai Intercity Rail” (Fig. 8). To fulfill the seamless transfer between Taipa and Zhuhai
191 (through Hengqin Border), the “Guangzhou-Zhuhai Intercity Rail” and “Macau LRT Hengqin Extension”
192 (shown in orange, Fig. 6) need to be both finished.
193 Fig. 8 shows the route map of Guangzhou-Zhuhai Intercity Rail, the route between Zhuhai CBD to
194 Zhuhai airport (circled in GREEN) started from 2012 and expected to be finished by end of 2016. By
195 then, we can expect some very different ways of entering Macau from Mainland China. 196
197 Fig. 8 Route map of Guangzhou Zhuhai intercity rail (Source: Guangdong Province government)
198
199 3.3 Hong Kong-Zhuhai-Macau bridge (HZMB)
200 As discussed, the LRT system enhances transport within Macau and connects to railways in mainland
201 China, promoting integration of Macau and the Pearl River Delta region. The Hong Kong-Zhuhai-
202 Macau Bridge is another crucial transport link with mainland China. Total length of HZMB Main Bridge
203 is about 29.6 km, including an under-sea tunnel of 6.7 km; and two artificial islands. The east end of
204 HZMB connects to Hong Kong (near Hong Kong International airport); the west end connects to both
205 Zhuhai and Macau – to form a “Single Y” alignment (Fig. 9).
206 According to current plan, the HZMB’s landing point will be at the east-north corner of Macau
207 peninsula (i.e., near the “arc”). However, the current environment (i.e., high-rise buildings with high
208 density, narrow and complicated road network) of that location is not perfect to accommodate the
209 HZMB traffic. In terms of construction, the bridge construction on the Zhuhai-Macau artificial island is
210 now progressing satisfactorily. The Hong Kong-Zhuhai-Macau Bridge is expected to be completed for
211 operation in 2017.
212 There will be vehicle control on HZMB. For private vehicle to use the bridge; the dual-license (i.e.,
213 Hong Kong-Guangzhou) is needed, and the toll is around 100 ~ 150 RMB/car. Vehicle without dual-
214 license can apply daily quota for day-pass of HZMB use; according to senior government official of
215 Hong Kong. For tourism shuttle bus or limo; there will be quota control on using the bridge as well.
216 However, a lot of the vehicle control policies are still under discussion between Hong Kong, Macau
217 and Chinese government.
218
219
220
221
222
223
224
225
226
227
228 Fig. 9 Hong Kong-Zhuhai-Macau Bridge (Source: Hong Kong government)
229 3.4 Hengqin development
230 The development of Hengqin island can be considered as another type of infrastructure. On August
231 14, 2009, the China State Council approved the implementation of the Overall Development Plan of
232 Hengqin, which incorporates Hengqin Island into Zhuhai Special Economic Zone, aimed at developing
233 Hengqin into a demonstration area for exploring new mode of cooperation between Guangdong,
234 Hong Kong and Macao under the policy of “One Country, Two Systems”.
235 On December 16, 2009, Hengqin New Development Zone was officially established. It is the third
236 national-level New Development Zone, founded after Shanghai Pudong and Tianjin Binhai New
237 Development Zone.
238 The CIQ (Custom, Immigration, Quarantine) process is a key for the Hengqin development. The
239 CIQ management is implemented on the principles of “easing first tier/hierarchy, controlling second 240 tier/hierarchy, separating passengers from goods, and managing by classification”. On April 11, 2013,
241 the “Supervision and Administration Measures” for Entry-Exit Inspection and Quarantine in Hengqin
242 was issued. The document clearly defined the CIQ procedures under “first tier” and “second tier”:
243 “First Tier”: The ports between Hengqin and Macau are defined as “the first tier”. People need to go
244 through a simple CIQ process in the First Tier. The border crossing between Hengqin and Macau can
245 be further simplified in the future, which would justify Hengqin’s integration with Macau.
246 “Second Tier”: The channels connecting Hengqin and downtown Zhuhai are defined as “the
247 second tier”. Starting from August 1st 2013, the Hengqin new development zone started to implement
248 new measures to facilitate entry into the district for Macau vehicles and tax exemptions for Macau
249 products.
250 4 Response to mega infrastructure
251 4.1 Macau DSAT’s trip survey
252 To understand people’s behavioral response to future mega infrastructures, a large-scale trip survey
253 has been conducted in 2010 by Macau Department of Transportation (DSAT). Total 2,400 valid
254 samples were collected containing local residents (1200) and tourists (1200). The residents were
255 further categorized by trip type (internal vs. external), and the tourists were separated according to
256 their locations of residence. The sample composition of DSAT’s trip survey is shown in Table 1.
257
258 Table 1 Sample composition of Macau DSAT’s trip survey
Sample Size
Making Internal Trip 900 RESIDENT Making External Trip 300 (total 1200) (Cross-Border) (With Car = 232; Without Car = 68)
TOURIST From HK and Shenzhen 496
(total 1200) Others 704
259
260 The survey aimed to address one important research question – how would people’s travel
261 behavior change after the opening of all mega infrastructures (e.g., LRT, HZMB)? Taking HZMB as
262 one example, the competition between current ferry services and the bridge is important for future
263 transportation planning in PRD region. In a hypothetical question asking how people will travel after
264 the opening of Hong Kong-Zhuhai-Macau Bridge (HZMB), 54% of tourists and 66% no-car residents
265 remain on ferry, while only 44% of car-owning resident still choose to take ferry after the opening of
266 HZMB (Fig. 10).
267
268 Fig. 10 Travel Mode Share after opening of HZMB (Source: Macau DSAT’s Trip Survey, 2011)
269
270 One thing to be noted, in the survey of 2011, many details of HZMB remained unsure (e.g., toll,
271 speed limit, permission on private vehicle entering Macau); thus, respondents answered “hypothetical
272 questions” purely based on their initial knowledge on future mega infrastructure (no hint was given to
273 respondents during the survey). People’s travel response might change after they fully realize after
274 experiencing the HZMB, and after the perceived utility getting constructed.
275 4.2 HKU study: expected saving of time and money after the opening of HZMB
276 University of Hong Kong conducted a series studies about the travel behavior change after the
277 opening of HZMB. By collecting 300 survey responses from 5 majors ferry terminals in Hong Kong,
278 Macau and Zhuhai, it is shown that the average time people spend on a PRD trip (self-reported) is
279 around 3.3 hours, and the total money spend on this trip is around HKD $344. Clearly, the current 280 ferry journey between Hong Kong and Macau is only part of people’s trip chain, because above time
281 and money spending are both more than a typical “HK-Macau” ferry trip.
282 In the survey, the 300 respondents also show their expectation on time saving from HZMB (vs.
283 Ferry) is around 1~1.5 hour; correspondingly, the predicted money to save is roughly from HKD
284 $41~100 (Fig. 11). The implication is – for people expecting to save HKD $100 on using HZMB, if the
285 general cost (e.g., toll) of HZMB is more than HKD $69, they would be likely to still choose ferry,
286 considering a typical ferry ticket of HKD $169.
287
288 (a) Expcted time saving (b) Expected money saving
289 Fig. 11 Expected Time and Money Saving after HZMB (vs. Ferry)
290
291 In this research, the 300 respondents were also asked their preference in reducing total travelling
292 time or money (if can only choose one) under different time/money saving scenarios. Such question is
293 designed to test the price sensitivity versus time sensitivity. As shown in Fig. 12, a trend can be
294 observed – the more time/money saving (as % to total trip), people more likely to choose time, instead
295 of money. For example, the HZMB will be more likely absorb the “HK-Macau Commuters”, instead of
296 people traveling from Mainland China, since the time saving of HZMB would be a larger % for those
297 HK-Macau Commuters.
298
299 Fig. 12 People’s choice on 30%, 50%, 70% “time vs. money” saving scenarios
300 4.3 LRT maximization
301 In addition to HZMB as infrastructure for external trip, DSAT’s Trip Survey also explored people’s
302 travel pattern change after the LRT (internal trip). Results shows, in terms of internal transportation,
303 the “walk group” is main customer for LRT. That is, LRT will attract more “walking” people (50%) than
304 bus or casino shuttle riders.
305 As previously discussed, the LRT is introduced as a backbone transportation system in Macau.
306 The existing taxies, public buses, casino shuttles would all become supplement with the LRT. Casino
307 shuttles, especially, were considered as potential issues by local government, although this unique
308 system does/did take critical function in transportation. Regarding to casino shuttle, Macau DSAT’s
309 policy direction is to regulate the service by setting fixed parking locations, increasing the parking
310 turnover, and making Express Line along the less busy corridor. After the completion of LRT, the
311 casino shuttle might be further limited.
312 In a study about “Optimization of Transportation at Gongbei Border Gate”, a “LRT Maximization”
313 scenario is modeled (Fig. 13). In that scenario, the casino shuttles are generally not allowed to pick up
314 passengers in border gates. Instead, casino shuttle serves as feeder bus for LRT and pick up people
315 from every LRT stations. By doing so, the forecasted market share (in 2020) of casino shuttle at
316 Gongbei Border Gate will be reduced from 10% to 4%; with LRT growing from 18% to 38%.
317
318 Fig. 13. LRT maximization scenario at Gongbei border gate (Macau) 319 5 Conclusions
320 This paper first presented an overview of planning concepts in PRD region, deep understanding of
321 regional transportation blueprint, and current status of major infrastructure building. To understand the
322 influences of those new builds, this paper analyzed the results of Macau DSAT’s travel behavior
323 survey. As results show, the “competition effect” between new and existing travel mode is not obvious.
324 For example, the ferry will still be a prevailed mode even after the opening to HZMB. The Macau LRT
325 will not affect the bus and casino shuttle, but make the “walking people” as its main customers. Only
326 after the “LRT Maximization” scenario, the LRT would start to pick up the right mode share as a
327 “planned” backbone transportation system. From this study, it is very obvious that – “behavior change
328 always takes time”. The infrastructure development may not even guarantee the behavior change.
329 Taking Macau as example, its visitors reached a peak of 30.7 million/year in 2015; which is close to
330 the total population of Malaysia. With the current policy of promoting mass market and non-gaming,
331 the annual visitors should be increased in the future – 50 million/year is the number being discussed;
332 which is close to total population of whole PRD region. We all believe that a city cannot have infinite
333 tourism carrying capacity (TCC). However, using the infrastructure development to improve the TCC
334 may have two issues. First, the building of infrastructure can very easily be delayed, and will
335 undermine its original functionality (e.g., improving TCC). Second, even the infrastructure is
336 completed on time, people’s behavior won’t easily change as we planned.
337 However, people’s travel response can change after realizing more policy detail of those new
338 builds. Thus, the survey and modeling should be refined/calibrated after the finalization of some
339 important detail (e.g., vehicle control on HZMB, Fare of LRT).
340 One important things to be noted, in discussion of cross-regional transportation in PRD area, the
341 size (land, population) difference among China, Hong Kong, and Macau make it very hard to achieve
342 one universal planning paradigm. The better we understand specific concern (including: policy, current
343 behavior, etc.) of various regions in PRD, the more precisely we can foresee the implication (or impact)
344 of future mega infrastructure.
345 References
346 Department of Housing and Urban-Rural Development of Guangdong Province, Development Bureau
347 of Hong Kong SAR, Secretariat for Transport and Public Works of Macau SAR (2009),
348 Planning Study on the Coordinated Development of the Great Pearl River Delta Township
349 Cross-boundary Infrastructure and Development Section, Department of Planning, Hong Kong SAR
350 (2011), Cross-boundary Travel Survey 2011.
351 Department of Transportation (DSAT) of Macau SAR (2010), General Road Traffic and Transport
352 Policy of Macau (2010-2020).
353 Cross-boundary Infrastructure and Development Section, Department of Planning, Hong Kong SAR
354 (2011), Cross-boundary Travel Survey 2011
355 Department of Housing and Urban-Rural Development of Guangdong Province, Development Bureau
356 of Hong Kong SAR, Secretariat for Transport and Public Works of Macao SAR (2009),
357 Planning Study on the Coordinated Development of the Great Pearl River Delta Township
358 Department of Transportation (DSAT) of Macao SAR (2010), General Road Traffic and Transport
359 Policy of Macao (2010-2020)
360 Wu, Y. (2013). Economic Pricing Strategy on Hong Kong-Zhuhai-Macau Bridge, Unpublished
361 master’s thesis, The University of Hong Kong, Hong Kong.
362 Andriotis, Konstantinos. "Integrated resort development: the case of Cavo Sidero, Crete." Journal of
363 sustainable Tourism 16, no. 4 (2008): 428-444.
364 Anthony, E.J. (1997) The status of beaches and shoreline development options on the
365 French Riviera: A perspective and a prognosis. Journal of Coastal Conservation 3 (2),
366 169–178.
367 Arup, D. (2013). Potentialities of tourism industry in Dhemaji district of Assam. Golden Research
368 Thoughts, 2(11), GRT-2301.
369 Carter, R. W., Sokhom Thok, Vicky O’Rourke, and Tristan Pearce. "Sustainable tourism and its use
370 as a development strategy in Cambodia: a systematic literature review." Journal of
371 Sustainable Tourism 23, no. 5 (2015): 797-818.
372 Dwyer, L., & Thomas, F. (2012). Tourism yield measures for Cambodia. Current Issues in
373 Tourism,15(4), 303-328 374 Kyriakou, K., E. Sourianos, and D. Vagiona. "Tourism development and carrying capacity in the
375 Rhodes Island, Greece." In 3rd International Conference on Environmental Management,
376 Engineering, Planning and Economics (Cemepe). 2011.
377 Lele, Sharachchandra M. "Sustainable development: a critical review." World development 19, no. 6
378 (1991): 607-621.
379 MacDonald, Andrew, and W. A. Eadington. "The case for integrated resorts." Inside Asian Gambling,
380 Nov (2008): 37-43.
381 Mathieson, A., & Wall, G. (1982). Tourism: Economic, physical and social impacts. New York:
382 Longman
383 Morgan, Michael. "19 Homogeneous products: the future of established resorts." Global tourism
384 (1998): 317.
385 Johannesson, G.T., Huijbens, E.H., & Sharpley, R. (2010). Icelandic tourism: Past directions future
386 challenges. Tourism Geographies, 12(2), 278-301.
387 Sahli, M., & Nowak, J.-J. (2007) Does inbound tourism benefit developing countries? A trade theoretic
388 approach. Journal of Travel Research, 45, 426–434.
389 Saveriades, Alexis. "Establishing the social tourism carrying capacity for the tourist resorts of the east
390 coast of the Republic of Cyprus." Tourism management 21, no. 2 (2000): 147-156.
391 Sayantika, N. (2013). Tourism in Gujarat: Sustainable development. Golden Research Thoughts,2(7),
392 GRT-1901.
393 Selwyn, Tom. "Tourism development and society in the insular Mediterranean." Mediterranean islands
394 and sustainable tourism development (2001): 23-44.
395 Sharpley, Richard. "Tourism and sustainable development: Exploring the theoretical divide." Journal
396 of Sustainable tourism 8, no. 1 (2000): 1-19.
397 Smith,R.A.(1991)Beachresorts:Amodelofdevelopmentevolution.LandscapeandUrban Planning 21,
398 189–210.
399 Smith, R.A. (2003) Planning for coastal tourism: Success and failure in southeast Asia.
400 Paper presented at the 34th Annual Conference of Travel and Tourism Research Asso-
401 ciation, 15–17 June, St Louis, MI.
402 Wall, Geoffrey. "Integrating integrated resorts." Annals of Tourism Research 23, no. 3 (1996): 713-717.
403 Wong, Tai-Chee. "Integrated resort in the Central Business District of Singapore: The land use
404 planning and sustainability issues." In Spatial planning for a sustainable Singapore, pp. 59-78.
405 Springer Netherlands, 2008.