Review of the Use of Cross-boundary Ferry Terminals
Report
Transport and Housing Bureau Marine Department
May 2008
REVIEW OF THE USE OF CROSS-BOUNDARY FERRY TERMINALS
Contents
Paragraphs Executive Summary i - xii
Chapter 1 : Introduction - Government’s Policy Objectives 1-2 - Need for Review 3-4 - Purpose of the Review 5
Chapter 2 : Overview of Cross-boundary Ferry Services and Terminals - Introduction 6 Macau Ferry Terminal and China Ferry Terminal 7-10 Tuen Mun Ferry Terminal 11-12 SkyPier 13-14 - Summary 15 - Scope of the Review 16
Chapter 3 : Future Demand for Cross-boundary Ferry Services - The General Trend 17 - Cross-boundary Ferry Services: Macau 18 Trips by Hong Kong residents 19-24 Trips by visitors 25-27 Forecast of demand 28 - Cross-Boundary Ferry Services: the Mainland 29 The decline factors 30-31 Forecast of demand 32 - Forecast of Total Demand 33 - Meeting the Demand 34
Chapter 4 : Passenger Processing Capacity - General Considerations 35 Terminal facilities 36 Weekly pattern 37 Daily pattern 38-39 - Projected Passenger Throughput 40 - CIQ Processing Capacity 41-43 - Conclusion 44-45
Chapter 5 : Holding Capacity - Overview 46-47 Optimisation measures 48 - Conclusion 49
Paragraphs Chapter 6 : Berthing Capacity - Overview 50 - Requirement for Berthing Slots Working assumptions 51-54 Total Requirements 55 - Provision of berthing Slots 56 Berths for high speed crafts 57-59 Berths for larger vessels 60-63 - Conclusion 64
Chapter 7 : Assessment of Demand for Cross-Boundary Ferry Terminals - Overview 65 - Continuing Improvement measures 66 - Operating Hours at the China Ferry Terminal 67-68 - Tuen Mun Ferry Terminal 69 - Skypier 70
Chapter 8 : Enhancement of Berthing Slot Allocation Mechanism - Overview 71-72 - Existing Allocation Mechanism 73-76 - Enhanced Allocation Mechanism 77-78 Submission of Sailing Schedules 79 Consideration of Quarterly Schedules 80-82 Priority for Consideration of Quarterly Schedules 83-85 Procedures for Schedule Submission 86-88 Oversubscribed Berthing Slots 89 - Regular Review of Enhanced Mechanism 90 - Implementation Timetable 91 - Procedural Guidelines for Staff 92
Chapter 9 : Management of Terminal Facilities - Overview 93-94 - Projects in Pipeline 95 - Future Upgrading Plan 96 - Strengthening of Function of Management Committees 97-98
Glossary of Terms
Appendix I : Layout Plan of the Hong Kong-Macau Ferry Terminal
Appendix II : Layout Plan of the China Ferry Terminal
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Executive Summary
The Secretary for Transport and Housing announced on 14 November 2007 that the Government would embark on a review on the use of cross-boundary ferry terminals. The purpose of the review is to:
(a) Further improve the operation of the cross-boundary ferry terminals (CBFTs); (b) Enhance the existing mechanism for allocating berthing slots and terminal facilities to ensure fair and efficient allocation of public resources; and (c) Assess the future demand for berthing and terminal facilities for services to ports in the Mainland and to Macau, having particular regard to the need to maintain a high standard of passenger safety and comfort.
ii. The Government’s policy objective is to enhance the connectivity between Hong Kong and the Pearl River Delta region to maintain Hong Kong’s position as a transport and maritime hub. The past few years have witnessed a significant increase in the number of passengers using CBFTs. The level of patronage of the Hong Kong- Macau Ferry Terminal (MFT) and the China Ferry Terminal (CFT), the two multi- user public facilities managed by the Marine Department, increased respectively from 10.1 million to 14.3 million, and from 8.7 million to 9.2 million, between 2002 to 2007. The increasing number of ferry operators and demand for terminal, notably berthing, facilities, and the types of ferry the operators deploy for services, all have implications on the planning, management and operation of terminal facilities, particularly in the allocation of limited public resources.
Major Findings of the Review
Capacity of the Terminals to Cope with Projected Demand
iii. While we project that the number of ferry passengers to and from the Mainland ports will remain constant (at 6.59 million per year) in the coming years, it is expected that the patronage of the Macau trade will increase by about 1.66 million annually up to 25.15 million in 2012, representing an average annual growth rate of around 8.3%. This is largely attributed to the newly completed tourist attractions and the increased number of work and business trips between Hong Kong and Macau. iv. Taking into account the existing travelling pattern of cross-boundary ferry passengers, we project that the annual, normal day daily and peak day daily passenger throughput in 2012 is as follows –
Projected MFT CFT Throughput Macau Mainland Sub-total Macau Mainland Sub-total Annual 18.74M 1.71M 20.45M 6.41M 4.89M 11.3M Normal day – 50,100 4,600 54,700 17,000 13,000 30,000 Daily Peak day – 101,000 9,200 110,200 38,200 29,100 67,300 Daily
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v. The critical factor of the terminals handling capacity is the processing capacity of the Immigration Department (ImmD). The daily processing capacity of ImmD at MFT and CFT can reach 177,000 and 113,000 respectively on the basis of full utilisation of the counters and e-channels under the current maximum staffing level, and even and continuous passenger distribution. In practical terms, the existing capacity can cope with the projected annual and daily throughput as set out in paragraph iv above, as well as the demands during peak hours on peak days of the year. At the same time, the physical space within the two terminals has not posed particular constraints on the passenger handling capacity, in terms of passenger circulation, waiting for embarkation and movements in connection with immigration clearance.
vi. At present, services to the Mainland and Macau are provided at both MFT and CFT, at which some berths are allocated for use by operators providing services to the Mainland. This arrangement is for operational reasons and for the convenience of passengers, as well as to strengthen connectivity with the PRD region. This arrangement will continue for the same reasons.
vii. As regards the berthing slots requirement, taking into account the current situation at the terminals, our projection is :
MFT CFT Sub- Sub- Macau Mainland Macau Mainland total total Normal day – Daily 139 19 158 38 54 92 Peak day – Daily 210 31 241 64 97 161
viii. Based generally on the present practice, we assume allocation on a 30-minute basis for high speed crafts and one hour for larger vessels. As such, the total numbers of berthing slots available at MFT and CFT are 480 and 330 respectively on normal days, while the total numbers of slots available on peak days are 528 and 360 respectively. This is because one of the berths at each of the terminals is closed on a rotation basis for regular maintenance on normal days. As set against the figures in paragraph vii, in overall terms, the provision of berthing slots is able to meet the requirements for such slots.
Extension of CFT’s Operating Hours
ix. As revealed by the existing Pilot Scheme to extend CFT’s operating hours by four hours from 2200 hours to 0200 hours on the next day on Saturdays, Sundays and public holidays, around 70% of the passengers using CFT during the extended hours arrive at / depart from the terminal in the first two hours. Around 10% of the passengers using MFT during the extended hours are diverted to CFT. Taking into account our projection of annual growth rate of 8.3% for trips to and from Macau, the increasing number of trips for employment and business and the need to provide greater convenience for passengers from Kowloon and the New Territories, and more choices to cross-boundary ferry passengers, our conclusion is that we should extend
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the operating hours of CFT by two hours, from 2200 hours to midnight round the year on a regular basis using public funds, subject to availability of resources.
Enhanced Berthing Slot Allocation Mechanism x. We will build on the existing allocation mechanism and introduce improvements to ensure efficiency in the operation of the terminals and use of public resources. Under the enhanced system, the Marine Department (MD) will introduce a utilisation rate for berthing slots allocated as a factor to be taken into account when according priority on the allocation of future slots. This is to encourage operators to fully utilise the berthing slots they apply for. Further, MD will process the quarterly schedules in accordance with the following order of priority :
(a) utilised slots at the terminals concerned for the previous quarter, i.e. those slots with utilisation rate of at least 85%; (b) changes to utilised slots allocated in the previous quarter; and (c) berthing slots for operating new or additional regular services with priority given to new routes or existing services with low frequency of service. xi. When examining applications, MD will continue to have regard to the policy objectives of the Government, operators’ previous usage of berthing slots at the terminals concerned, availability of suitable berths at the time of the proposed scheduled arrivals and departures of the vessels, handling capacity of the terminals, the estimated patronage, availability of supporting facilities at the terminals, passenger flow brought about by the new or additional services, operational requirements and optimal use of public resources as appropriate, plus any other relevant factors.
Enhancement of Terminal Facilities xii. To ensure that the terminals can provide a comfortable environment which is commensurate with the nature of cross-boundary ferry services and Hong Kong’s standing as an international city, we will continue to upgrade the facilities of the terminals as on-going measures to enhance their capacities and operations, including signage systems, check-in counters, baggage handling facilities and berthing platforms. The function of the terminals’ management committee will be strengthened to ensure the improvement measures can be implemented in a timely manner to meet the need of the travelling public and the operators.
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Chapter 1: Introduction
Government’s Policy Objectives
The Government’s policy objective is to enhance our connectivity with the Pearl River Delta (PRD) region to maintain Hong Kong’s position as a transport and maritime hub.
2. In achieving this policy objective, we take into account the demand for cross- boundary ferry services connecting to different destinations within the PRD (i.e. Macau and other ports in the Mainland), the availability of terminal facilities, the efficient operation of such facilities as public resources, and the importance of a safe, convenient and quality service to passengers.
Need for Review
3. The past few years have witnessed a significant increase in the number of passengers using the cross-boundary ferry terminals (CBFTs): the level of patronage of the two government-managed terminals, i.e. Hong Kong-Macau Ferry Terminal at Sheung Wan and China Ferry Terminal at Tsim Sha Tsui, increased from 10.1 million to 14.3 million and from 8.7 million to 9.2 million, respectively, between 2002 to 2007.
4. In particular, the rapid development of Macau in recent years has brought with it new demand for passenger services between Hong Kong and Macau. This has an impact not only on the capacity of our terminal facilities. The increasing number of operators of such services and demand for terminal, notably berthing, facilities, and the types of ferry the operators deploy for services, all have implications on the planning, management and operation of terminal facilities, particularly in the allocation of limited public resources. This increase in demand in respect of Macau as a destination also impacts on the use and availability of facilities for other destinations in the PRD.
Purpose of the Review
5. Against this background, it is timely to embark on a review of the use of CBFTs. As announced by the Secretary for Transport and Housing in the Legislative Council on 14 November 2007, the purpose of the review is to: