This subject paper is intended to be a research paper on the results of studies or surveys from government land private sectors that are pertinent to the subject on Regional and 's Transport Network Planning Framework. The views and analyses as contained in this paper are intended to stimulate public discussion and input to the planning process of the "HK2030 Study" and do not imply endorsement of the HKSARG.

WORKING PAPER NO. 21 REGIONAL AND HONG KONG'S TRANSPORT NETWORK PLANNING FRAMEWORK

Introduction

1. Railways and expressways are the main arteries of cities. They are the backbones to facilitate movements of goods and people. The prosperity and growth of a city depend very much on the efficient operation and development of its circulation systems.

2. This paper gives an overview of the existing and future strategic transport network in particular road and railway infrastructure in the Guangdong Province of the Mainland 1. It also examines the present and future development of our Hong Kong's transport network in order to set the basic framework for planning an integrated transport system in the next stage of the study.

Regional Transport Network

I. Guangdong Province

A. Road Infrastructure

Exisitng Road Infrastrucutre

3. To accelerate the modernisation of transportation in China, in the early 1990s, the Ministry of Transportation put forward a strategic and ambitious distribution plan for the national trunk road system. Highways in China can be classified into 6 technical categories. They are expressway, Class I to IV Highways and others. According to the Guangdong Statistical Bureau (Table 1), there were a total of about 95,610km of roads covering the Guangdong Province in 1999, of which 953 km (1%) were expressway and 17,199km (18%) were Classes I and II highways. Comparing with the infrastructure in 1990, the Guangdong highway network has remarkably expanded by about 1.74 times from 54,671km.

4. In 1999, excluding expressway, the highway networks of the two main cities, Guangzhoushi (廣州) and Shenzhenshi (深圳), had a total length of about 5,543km, of which 4,378km (79%) were distributed in Guangzhoushi and 1,165 km (21%) in Shenzhenshi.

5. Since Guangzhoushi is the provincial capital of the Guangdong Province, it is the major transport interchanging point. At present, there are about 6 main national highways connecting between Guangzhoushi and other major muncipals in Guangdong (Figure 1). They include national highway Routes 105, 106, 107, 321, 324 and 325. Routes 105, 106 and 107 are the main highways connecting areas in the north and northeast with Guangzhoushi while Routes 105 and 107 are extended to link up with Zhuhaishi (珠海) and Shenzhenshi in the south respectively. Routes 321 and 324 are the main east-west corridor connecting Shantoushi (汕頭) in the east and Yunfushi (雲浮) in the west. Routes 205 and 325 are the other major national highways serving the north-east and south-west regions respectively. In addition, there are - Expressway (廣深高速公路), Guangzhou- East Line (廣珠東 高速公路) - part of the Beijing-Zhuhai line (京珠 ), Guangzhou- Expressway (廣佛高速公路), Guangzhou- Expressway (廣清高速公路) serving the Guangdong Province. Other expressways include Shenzhen-Shantou Expressway (深汕高速公路) - Tongsan (Eastern Section) line (同三東 ), Western Coastal Expressway (西部沿海高速公路), Foshan-Kaiping Expressway (佛開高速公路), etc.

6. Major road infrastructure projects completed in recent years include the widening of Guangzhou-Foshan Expressway from 4 lanes to 6 and 8 lanes, Beijing-Zhuhai Expressway (part) (54km), Guangzhou Ring Road (廣州環城高速公路) (27km).

7. Besides, the Special Administrative Region (SAR) and Zhuhaishi is connected with a road bridge (Lotus Bridge) which has been in operation since late 2000.

Planning of Road Infrastructure

8. In the light of the China's accession to the World Trade Organisation, the special geographic location of Guangdong Province as the gateway of Southern China and the preferential treatment to economic zones, the economic activities in the region in particular Delta would continue to prosper. The Guangdong Government has laid down the following principles for road development in the region:

z To build an inter-province expressway system;

z To improve the quality of road network system by reforming the trunk road system as well as the district highway framework; and

z To enhance accessibility by further promoting road construction works in the rural and less affluent areas.

9. According to the recently promulgated "Shenzhen Comprehensive Transport and Railway Plan (2001-2025)" from the Shenzhen Urban Planning and Land Resources Bureau, the major road transport development principles in Shenzhenshi are as follows:

z To build a strategic road network system, mainly on expressways, for boundary and external links, in particular, speeding up the construction of road links at Huanggang, Western Corridor and Eastern Corridor to facilitate freight movements between Shenzhenshi and Hong Kong Special Administrative Region and to divert freight traffic away from the city centre;

z To provide convenient public transport corridor to link up the city centre with other sub-regional centres, for example, the provision of bus only lane;

z To promote walking by providing landscaped walkway environment so as to realize the concept of "Green City, Green Lane" (城在園中、路在園中); and

z To promote the use of intelligent transport system.

Future Possible Road Infrastructure Projects

Guangdong Province/Guangzhoushi

10. Under the "Tenth Five-year Plan" (2000-2005), the Guangdong Authority would expand its road infrastructure system by more than 5000 km including the construction of a number of new expressways with a total length of about 1,400 km. Major road projects include Beijing-Zhuhai Line (京珠線) connecting areas in the north with Zhuhaishi in the south via Guangzhoushi, Guangzhou- Expressway (廣梧高速公路) to areas in the west, Tongsan (Western Section) Line (同三西 ) to Zhanjiangshi (湛江) in the southwest, Guangzhou- Expressway (廣惠高速公路) to Huizhoushi (惠州) in the east, Shenzhen Western Corridor (深圳灣大橋) to the Hong Kong Special Administrative Region (HKSAR) etc. Some of the major road projects are shown in Figure 2 and Table 2.

Shenzhenshi

11. It is planned that the highway network of Shenzhenshi will continue to expand and reach about 1,800 km in 2010. At present, the proposed Shenzhen Western Corridor (深圳灣大橋) is one of the major road works in Shenzhenshi. The Shenzhen Western Corridor will connect (蛇口) with the north-west New Territorities of the HKSAR and will be the main boundary crossing point in the western part of Shenzhenshi. An outer ring road is also proposed to divert traffic away from the city centre.

12. In addition to the current three vehicular boundary crossing points at (Huanggang), and together with the proposed Shenzhen Western Corridor crossing point, the Shenzhen Authority is now considering a fifth crossing point at Liantang (蓮塘), an area to the east of Man Kam To, for container trucks and goods vehicles. Its prime functions are to facilitate the fast growing cross-boundary traffic movement and to alleviate the adverse environmental impacts caused by the cross-boundary vehicles, the majority of them are container trucks and goods vehicles.

13. To reduce the potential adverse environmental impacts and traffic problems generated from the cross boundary goods vehicles upon Shenzhenshi city centre, Shenzhen Authority is now formulating a road infrastructure framework which follows the "East in East out, West in West out" (東進東出，西進西出) concept. To this end, additional road infrastructure has been proposed to connect with these crossing points. In the east, special road link at Liantang was proposed to connect with Eastern Coastal Expressway (東部沿海高速公路), Shenzhen-Shantou Expressway (深汕高速公路) and Shenzhen-Huizhou Expressway (深惠 高速公路) to facilitate goods vehicles travelling between HKSAR and the eastern regions of the Guangdong Province such as Yantian (鹽田) container port, Shantoushi (汕頭) and Huizhoushi (惠州). Existing roads to the north of Huanggang (皇崗) - Lok Ma Chau will be enhanced and connected with Meiguan Expressway (梅觀高速公路). In the west, new roads will be built to link up the proposed Shenzhen Western Corridor and the Guangzhou-Shenzhen Expressway (廣深高速公路). The proposed road links are shown in Figure 3.

B. Railway Infrastructure

Existing Railway Network

14. The backbone of the Guangdong railway network is composed of sections of Beijing-Guangzhou line (京廣鐵路), Guangzhou- line (廣九鐵路), Guangzhou-Meizhou-Shantou line (廣梅汕鐵路), Beijing-Kowloon line (京九鐵路) and Sanshui- Maoming line (三茂鐵路). Existing major railway lines are shown in Figure 4.

z Beijing-Guangzhou line (about 320 km falling within the Guangdong province) is the major railway line linking major cities between Guangdong, Beijing and other provinces in the north such as Hunan (湖南). z Guangzhou-Kowloon line (about 179 km) is basically an extension of the Beijing-Guangzhou line connecting Guangzhoushi and the HKSAR via Shenzhenshi. In order to enhance the railway capacity and service levels, electrification on the Third Guangzhou-Shenzhen Line was completed in 2000.

z Guangzhou-Meizhou-Shantou line (about 480km) mainly serves the eastern part of the province, from Changping (常平) station of Guangzhou-Kowloon line, passing through Huizhou (惠州) and (河源) to Shantoushi (汕頭).

z Beijing-Kowloon line is the second railway serving areas between the northern China and the HKSAR. It runs parallel to the Beijing-Guangzhou line and joins the Guangzhou-Meizhou-Shantou line at Longchuan (龍川) station.

z Sanshui-Maoming line mainly serves the western part of the province. It connects Guangzhoushi in the east and Zhanjiangshi (湛江) in the west. 15. The total mileage of railways has considerably expanded by about 60% from 1,287 km in 1990 to 2,022 km in 1999 (Table 3). Although the share of passenger traffic by rail was only 11% (about 76 million of passenger) in 1999, railway still plays a dominant role in freight transport. The volume of goods carried by rail was about 93 million tonnes which accounted for about 48% of the total freight movement of Guangdong Province in 1999 (Table 3).

16. At present, Guangzhoushi is the only city in Guangdong Province equipped with mass transit railway (MTR) system. The Guangzhou MTR has been in operation since 1999. It has a route length of about 18.5 km running between Guangzhou East Station (廣州東站) and Fengcun (芳村).

Planning of Railway Infrastructure in Guangdong Province

17. The "Tenth Five-Year Plan" of Guangdong Province emphasizes on the construction of the mass transit railway system within Guangzhoushi and Shenzhenshi as well as the planning of an inter-city system in the .

Future Possible Railway Infrastructure Projects

Pearl River Delta

18. There are preliminary concept plans for an inter-city light rail network system 2 within the Pearl River Delta. The network will comprise two main axles - the Guangzhou-Shenzhen on the east side of Pearl River Delta and the Guangzhou-Zhuhai on the west together with other development axles, where Guangzhoushi and Shenzhen will be the centres of the network 3. The development axles will be developed and extended from the two main axles to cover the main townships on both banks of the Pearl River Delta. The concept plan is illustrated in Figure 5 and the preliminary railway proposals are shown in Table 4 and in Figure 6. The proposed network will have a total length of about 1,072 km. It is estimated that the project sum will be about RMB 200 billion.

19. The planned Guangzhou-Zhuhai Line (廣珠鐵路) (about 142 km) will start at Guangzhoushi, pass through Nanhai (南海), Shunde (順德), Heshan (鶴山), (江門), Xinhui(新會) and end at Zhuhai (珠海) (Figure 4). In addition, there will be a Gaolan port (高欄港) spur line (about 35 km) between Zhuhai north and Zhuhai west, via Doumen (斗門). Commencement of construction work is pending the availability of necessary fund.

20. The Fourth Rail Line between Guangzhoushi and Shenzhen is now planning for construction.

Guangzhoushi

21. Upon the completion of the mass transit railway (MTR) projects, Guangzhou MTR system will consist of 7 railway lines with a total length of about 206.5 km. The Guangzhou MTR is now under construction and will be completed by 2004. It will run between Pazhou (琶洲) and Jiangxia (江夏). According to the Construction Department of Guangdong Province , the construction of Guangzhou MTR will commence in 2002 and is targeted to be completed in 2007. Line 3 with a length of about 36km will link up the new Baiyun Airport (白雲機場) and Panyu port (番禺港) in the south. The project cost will be about RMB 16 billion. Other proposed railway schemes include the MTR and the Airport Express line.

Shenzhenshi

22. According to a proposed Shenzhen railway network plan, Shenzhen will be covered by 15 railway lines, comprising 3 region lines (區域 ), 8 sub-region lines (局域 ) and 4 district lines (市區干 ). The proposed network would have a total length of about 363 km by 2025. According to the proposed plan, by 2010, the railway network will have a total length of 160 km comprising 4 district lines and 1 sub-region line.

23. Shenzhen Railway (Phase I) including District Line 1 and Line 4 approved by the State Planning Commission is now under construction (Figure 3). It has a length of about 21.8 km and will be completed for operation in 2004. Shenzhen District Line 1 will connect with the Kowloon and Canton Railway Corporation's (KCRC) East Rail at Lo Wu Station whilst Shenzhen District Line 4 is planned to connect with KCRC Spur Line at Lok Ma Chau.

C. Ferry Services Current Situation

24. Guangdong Province is bounded by South China Sea to the south and has a very long coastline. Municipals along the coastline in particular on both sides of the Pearl River Delta are accessible by water-borne transport easily. For passenger movement, ferry is an alternative choice to rail and coach. At present, there are regular ferry services between HKSAR, Macau SAR, Guangzhoushi, Zhuhaishi, Zhongshanshi, Punyu, Shunde, etc. However, passenger volume by ferry is relatively minimal when compared with that of rail and road.

II. Hong Kong Special Administrative Region

A. Road Infrastructure

Existing Road Infrastructure

25. According to the , there were 1,904 km of trafficable roads in HKSAR by the end of 2000. Out of this total, 429 km were distributed in , 445 km in Kowloon and 1,030 km in the . The major trunk roads forming the strategic road network within the territory are briefly described below (Figure 7):-

z - a north-south route running through the centre of the Island and linking up Aberdeen with Happy Valley via the and with Kowloon via the Cross Harbour Tunnel. It extends northward from central Kowloon to Shatin, , and (the north-west New Territories) via . It also serves the cross boundary traffic from Shenzhen.

z - a direct link between and east Kowloon via the Airport Tunnel underneath the old runway. This route extends westward and runs on the Western Kowloon Corridor linking west and north- with and in the west. The trunk road extends further north from Tuen Mun to via the .

z - starting from Sai Yun Pun and across the harbour via the to the newly constructed Western Kowloon Highway. It extends further to the north from to Yuen Long via a tunnel through .

z - an east-west route connecting Tsuen Wan and Tseung Kwan O. This route runs on and Ching Cheung Road along the Kowloon Foothills and follows on in the south-easterly direction along before turning northeast to Tseung Kwan O via the dual 2-lane Tseng Kwan O Tunnel.

z - a trunk road linking Shatin with Tsuen Wan via the Tunnel.

z - a trunk road connecting Shatin with via Tate's Cairn Tunnel and the .

z - a trunk road running along the north shore of Hong Kong Island from through Central to .

z - a continuation of Route 7 extending eastward from Causeway Bay to via the .

z - an expressway to the Hong Kong International Airport at and New Town. It consists of the and and serves as the main and only land connection between and the mainland.

z There are three cross harbour tunnels viz. the Cross Harbour Tunnel (Route 1), Western Harbour Crossing (Route 3), the Eastern Harbour Crossing (Route 6).

Planned/Committed Road Infrastructure Projects

26. To meet the increasing traffic demand and to provide early relief to the existing road system, Government has committed on a number of road projects for implementation in the short to medium terms. These projects are listed in Table 5 and their locations also shown in Figure 7 where the scale of the drawing permits.

Future Possible Road Infrastructure Projects

27. The Third Comprehensive Transport Study (CTS-3) commissioned by the Transport Department was completed in October 1999. It provides a framework and policy directions on which the Government can develop a balanced transport strategy to facilitate the mobility of people and goods of Hong Kong in an environmentally sustainable manner up to 2016. Under CTS-3, a number of strategic highway projects are recommended for meeting the travel demand forecast and mobility objectives for the various design years.

28. A list of the proposed strategic highway projects and their implementation programme reflecting the current planning by Government is shown in Table 6. The locations of individual projects recommended for implementation up to 2016 are shown in Figure 8.

29. Apart from the strategic highway projects mentioned above, there are also a number of regional or local road projects recommended for implementation for the next 10 to 15 years. For the purpose of this study, only strategic major highways will be considered.

30. Whilst some of the strategic highway projects have recommended time frames for implementation, others are proposed as very long term projects with completion dates beyond 2016 (Figure 9). These long term possibilities include :

z Island Western Corridor - A primarily elevated trunk road extends about 3.5 km linking Central-Wan Chai with Route 7 and the Hong Kong-Lantau Link ();

z Fourth Harbour Crossing - Several options have been considered and the preferred alignment is a tunnel connecting (from the intersection of the Central Kowloon Route and Trunk Road T2) with Causeway Bay (at the IEC);

z Tuen Mun Port Expressway and Tuen Mun Southern Bypass - This 11.9 km corridor running from the Hong Kong landfall of the Lingdingyang Bridge through Tuen Mun Port (Lung Mun Road) and then to the south of Tuen Mun to link with ;

z Tuen Mun Western Bypass - A dual 2-lane carriageway connecting the Deep Bay Link with the Chek Lap Kok Link and Tuen Mun Port Expressway;

z East-West Link - A high capacity trunk road linking the northwest and northeast New Territories. The highway has a length of 10 km with connection to roads east of Yuen Long in NWNT and to the proposed Eastern Highway and in NENT;

z Eastern Highway (Southeast Kowloon to Fanling) - This highway providing an eastern route from Hong Kong Island (via the Fourth Harbour Crossing), through the eastern New Territories to Fanling. The highway may possibly be extended northward to form a new eastern boundary crossing. Including the connection to the boundary and the Fourth Harbour Crossing the highway is 40km in length;

z Hong Kong-Lantau Link (Route 10) - A 10 km trunk road connecting Lantau and the Hong Kong Island; and

z Tuen Mun to Chek Lap Kok Link - A 7 km tunnel connecting Lantau at Chek Lap Kok with northwest New Territories at Tuen Mun.

B. Railway Infrastructure

Existing Railway Network

31. The rail system comprises the MTR, principally an urban railway but also provides direct access to the new airport at Chek Lap Kok and Tung Chung; the KCR, a suburban railway and the Light Rail Transit. In addition, there are two tramways, with one running along the north shore of Hong Kong Island and the other from Central to the Peak.

32. The MTR comprises the , , Island Line, and the Airport Express Line. The Kwun Tong Line connects Quarry Bay with and has 14 stations. The Tsuen Wan Line connects Tsuen Wan with Central Station and has 16 stations. The Island Line connects Chai Wan with and has 14 stations. The Tung Chung Line connects Tung Chung with Hong Kong Island and has 6 stations. The Airport Express Line connects Chek Lap Kok Airport with and has 4 stations. In total the MTR system has a route length of 82.2 km with 44 stations, with some of the stations serving more than one line.

33. The KCR has a route length of 34 km and connects Hung Hom with Lo Wu. It has an interchanging station at where passengers can transfer to Kwun Tong Line of the MTR. Other intermediate stations include , , Shatin, , Race Course (service on race days only), University, , Tai Wo, Fanling and Sheung Shui.

34. The Light Rail Transit mainly serves Tuen Mun, and Yuen Long new towns in north-west New Territories. It has 57 stations with a total route length of about 32 km and is operated by KCRC. The system was built mostly at-grade, in separate roadside reserves and part of which is alongside private roads within housing estates. Train stops are relatively closely spaced at about every 580 metres.

35. The existing railway network is shown in Figure 10.

Planned/Committed Railway Projects

36. There are three committed railway projects, namely the Tseung Kwan O Extension (TKOL), West Rail (WR) and the to Tai Wai Link (MOSL)/ Extension (TST Extension), scheduled for completion in 2002, 2003 and 2004 respectively.

37. In 1999, in light of the heavy transport demand at Lo Wu, Government has approved the Sheung Shui to Lok Ma Chau Spur Line, an extension of the East Rail to form a second boundary crossing for rail passengers at Lok Ma Chau with target completion by 2007.

38. In addition, Government has also given the green light to the construction of the Penny's Bay Rail Link serving the Disney Theme Park in North East Lantau scheduled for opening in 2005.

39. The committed railway projects are shown in Figure 10.

Planning of Railway Infrastructure Projects

40. The Second Railway Development Study (RDS-2) commissioned by the was completed in May 2000. The main objective of RDS-2 is to provide Government with the basis to formulate a strategy for the development of the railway system to serve the HKSAR over the next 15 to 20 years. The Railway Development Strategy 2000 (RDS 2000), published in May 2000, provides the planning framework for further expansion of Hong Kong's railway network up to 2016.

41. RDS 2000 recommends six railway network expansion schemes as shown in Table 7. The railway projects that make up the six schemes are shown in Figure 11.

Future Possible Railway Infrastructure Projects

42. In addition to the railway network expansion schemes recommended up to 2016, RDS 2000 has also identified a number of very long term railway options beyond 2016 (Figure 12). These projects do not command priority at this stage but may be worthy of further consideration if the traffic demand arises. These railway schemes include:

z Deep Bay Rail Link - a rail link between the WR corridor and developing rail nodes in West Shenzhen;

z Outer Western Corridor - a new corridor linking Hong Kong Island - Lantau - NWNT dependent on future development levels at Lantau;

z East West Kowloon Line - a new corridor to serve South East Kowloon and relieve other urban lines;

z Fifth Harbour Crossing - a cross harbour rail between Kowloon and northshore of Hong Kong Island;

z Chek Lap Kok Link - a rail link from WR corridor in NWNT to the international airport; and

z - a north-south rail link between Central and Hong Kong Island South to serve primarily Aberdeen and Ap Lei Chau.

C. Ferry Services

43. At present, there are a total of 2 franchised and 29 licensed ferry services in Hong Kong provided by 13 operators.

44. Ferry is an essential mode of transport for the outlying islands. In the inner harbour, ferry is a supplementary mode of transport to bus and railway. In recent years, the increasing penetration of traditional ferry catchment by road based public transport has started a vicious circle of patronage loss, followed by fare increase and further loss in patronage.

45. To bring the ferry services in line with the changing travelling pattern, a study on the future development of waterborne transport is currently being conducted by the Transport Department to examine how to make the best use of the existing water and pier resources and to improve the general public transport network through the provision of commercially viable ferry services.

Next Steps

46. This paper provides an overview of the existing and planned transport networks in the Guangdong Province and the HKSAR over the next 15 to 20 years. The findings will be further examined and taken on board in the formulation and planning of the future transport network for Hong Kong up to the year of 2030.

PLANNING DEPARTMENT AUGUST 2001

1. Information is gathered from the Construction Department of Guangdong Province, Shenzhen Urban Planning and Land Resources Bureau, Shenzhen Urban Transport Planning Centre and newspapers. 2. Passenger flow ranging between 10800 and 14400 passengers per hour per direction (720 passengers per 4-carriage train) 3. Construction Department of Guangdong Province。

Reference 1. Transport Bureau, Special Administrative Region, "Hong Kong Moving Ahead - A Transport Strategy for the Future", 1999.

2. Transport Department, Government of Hong Kong Special Administrative Region, "The Third Transport Comprehensive Study (CTS-3)", 1999.

3. Transport Bureau, Government of Hong Kong Special Administrative Region, "The Rail Development Strategy 2000 (RDS 2000)", 2000.

4. Highways Department, Government of Hong Kong Special Administrative Region, "The Second Railway Development Study (RDS-2)", 2000.

5. Transport Department, Government of Hong Kong Special Administrative Region, "Monthly Traffic and Transport Digests" (various issues).

6. Transport Department, Government of Hong Kong Special Administrative Region, "The Annual Traffic Census 1999", 2000.

7. China Statistics Press, "Guangdong Statistical Yearbook 2000", 2000.

8. Guangdong Province Planning Commission and Pearl River Delta Economic Planning Office, Guangdong Economic Press, "Researches on Perspective Plan for the Pearl River Delta Economic Region", 1996.

9. International Cooperation Department, Development Research Center of the State Council, The People's Republic of China and Institute for International Research, "China Infrastructure and Transportation International Summit 99", 1999.

10. China Business Centre, The Hong Kong Polytechnic University, "The Development of the Transport System of Guangdong Towards 2000", 1997.

11. Report of the Proceedings on the "III Ministers' Forum on Infrastructure Development in the Asia-Pacific Region (1999), unpublished.

Terms for places, roads and transport services in Mainland China are translated into English for convenience only. Should there be any discrepancies from the Chinese official translation, the Chinese version shall prevail.

TABLE 1 : ROAD INFRASTRUCTURE SYSTEM IN GUANGDONG PROVINCE BY CATEGORY (IN Km)

Road Category Year 1990 Year 1995 Year 1999

Expressway 23 (>1%) 358 (>1%) 953 (1%) Class I 106 (>1%) 2731 (3%) 4989 (5%)

Class II 1898 (3%) 6374 (8%) 12210 (13%) Class III 3195 (6%) 5190 (6%) 8581 (9%) Class IV 31864 (58%) 55760 (66%) 59390 (62%)

Others 17585 (32%) 14150 (17%) 9487 (10%) Total 54671 (100%) 84563 (100%) 95610 (100%)

Source : Guangdong Statistical Yearbook 2000, Guangdong Statistical Bureau. TABLE 2 : POSSIBLE FUTURE MAJOR ROAD PROJECTS IN GUANGDONG PROVINCE

z Beijing- Zhuhai Line

z Tongsan (Western Section) Line

z Pearl River Delta Ring Road

z Guangzhou - Huizhou Expressway

z Guangzhou-Wuzhou Expressway

z Shenzhen Western Corridor

z Guangzhou-Zhuhai West Line

z Yuzhan Line

z Puning - Huilai Expressway

z Puning - Jieyang Expressway

z Huizhou-Heyuan Expressway

z Western Coastal Expressway

z Heyuan-Meizhou Expressway

z Shantou-Meizhou Expressway

z Zengcheng--Shenzhen Expressway

z Shenzhen Yanba Expressway (Phase II) TABLE 3 : RAIL MILEAGE AND TRAFFIC VOLUME OF GUANGDONG PROVINCE

Year 1990 1995 1999 Mileage in km 1,287 1,861 2,022 Volume of Passenger in million 44.67 62.83 75.53 Volume of Goods in million tonnes 48.03 76.34 92.99

Source : Guangdong Statistical Yearbook 2000, Guangdong Statistical Bureau. TABLE 4 : PRELIMINARY INTER-CITY LIGHT RAILWAY PROPOSALS WITHIN PEARL RIVER DELTA

Year 2005

Item No. Preliminary Proposal Length in Km (a) Sub-urban Line (Guangzhou - Foshan) 25 (b) Inter-urban Line (Shunde - Panyu) 18.1 (c) Inter-urban Express Line (Nangang - Dongguan) 25.6 Inter-urban Express Line (Dongguang - Shenzhen International (d) 59.5 Airport)

Year 2010

Item No. Preliminary Proposal Length in Km

(e) Inter-urban Express Line (Xilang - Zhuhai) 123.7

(f) Inter-urban Express Line ( - Shatian) 36

Year 2020

Item No. Preliminary Proposal Length in Km (g) Inter-city Line (Pingdi - Huiyang) 18.5 (h) Inter-city Line (Foshan - Heshan) 28 (i) Inter-city Express Line (Xiaolan - Kaiping) 76 (j) Inter-city Express Line (Huiyang - Huizhou) 38.2 (k) Inter-city Express Line (Foshan - Gaoyao) 75.7 (l) Inter-city Express Line (Huadu - Conghua) 48

Year 2030

Item No. Preliminary Proposal Length in Km (m) Inter-city Line (Sanshui-Sihui) 32.6 (n) Inter-city Line (Zhuhai - Doumen) 22.2 (o) Inter-city Line (Kaiping-Taishan) 18 (p) Inter-city Express Line (Panyu - Changping) 67.5 (q) Inter-city Express Line (Nangang - Huizhou) 111.9 (r) Super Inter-city Express (Line No.1 Guangzhou - Shenzhen) 114 (s) Super Inter-city Express (Line No.2 Guangzhou - Zhuhai) 97.6 (t) Super Inter-city Express (Line No.3 Zhuhai - Shenzhen) 36.1

Source : Construction Department of Guangdong Province TABLE 5 : COMMITTED MAJOR HIGHWAY PROJECTS*

Hong Kong Island

Cross Section Timing of Committed Major Highway Projects* Per Direction Projects Central Reclamation Distributor Roads 2／3 2006 Island Eastern Corridor ( to ) 4 2003

New Territories West

Cross Section Timing of Committed Major Highway Projects* Per Direction Projects Route 10 - (North Lantau to ) 1 3 2007 Highway Widening ( to Shap Interchange) 3 2006 Deep Bay Link 3 2007 2 Route 5 Extension 2 2006 Reconstruction and Improvement of Tuen Mun Road N/A 2010 Tsing Yi North Coastal Road 2 2002 Road Widening (Ka Loon Tsuen to Siu Lam) 2 2007 Widening (Tsuen Wan Area 2 to Ka Loon Tsuen) 2 2005

New Territories East

Cross Section Timing of Committed Major Highway Projects* Per Direction Projects Widening 4 2006 Route 9 - Tsing Yi to 3 2008 Route 9 - Cheung Sha Wan to 3 2007

* Committed projects are defined as projects in Category B or above

Notes :

1 Route 10 is under review 2 Government will expedite the implementation of the project as soon as possible.

Source : Strategic Highway Project Review 2000/01 TABLE 6 : STRATEGIC HIGHWAY PROJECTS

Hong Kong Island

Cross Section Strategic Highway Projects Timing of Projects 3 Per Direction Island Western Corridor 2／3 # Central - Wan Chai Bypass and Island 3／4 M Eastern Corridor Link Route 7 (Kennedy Town to Aberdeen) 1 2 M

Harbour Crossings

Cross Section Strategic Highway Projects Timing of Projects 3 Per Direction Fourth Harbour Crossing 3 #

Kowloon

Cross Section Strategic Highway Projects Timing of Projects 3 Per Direction Central Kowloon Route 2 M Trunk Road T2 (Kai Tak Connector) 2 M

New Territories West

Cross Section Strategic Highway Projects Timing of Projects 3 Per Direction Route 10 - (So Kwun Wat to Yuen Long 3 M Highway) 4 Tuen Mun Port Expressway 2／3 # Tuen Mun Southern Bypass 2／3 # Tuen Mun Western Bypass 2 # East - West Link 3 #

New Territories East

Cross Section Strategic Highway Projects Timing of Projects 3 Per Direction Tseung Kwan O, Western Coast Road 2 M Eastern Highway (Southeast Kowloon to 3 # Fanling)

Lantau Crossings

Cross Section Strategic Highway Projects Timing of Projects 3 Per Direction Route 10 Hong Kong Lantau Link 3 # Tuen Mun - Chek Lap Kok Link 3 #

Lantau Island

Cross Section Strategic Highway Projects Timing of Projects 3 Per Direction Chok Ko Wan Link Road 3 S Cross Boundary

Cross Section Strategic Highway Projects Timing of Projects 3 Per Direction Shenzhen Western Corridor 2 3 * 5 Lingdingyang Bridge 2 3 #

Notes:

1 Route 7 (Southern Section between Telegraph Bay and Aberdeen) is under review. 2 The implementation programmes of Shenzhen Western Corridor and Lingdingyang Bridge are subject to separate review. 3 The need, lane configuration and timing of the projects shown in this table are preliminary assumptions and are subject to further review. 4 Route 10 is under review. 5 Government will expedite the implementation of the project as soon as possible

S denotes project to be completed by 2006 M denotes project to be completed by 2011 # denotes project to be completed after 2016

Source : Strategic Highway Project Review 2000/01 TABLE 7 : PLANNED RAILWAY NETWORK EXPANSION SCHEMES

ITEM Completion By 1. Shatin to Central Link (TDL/EKL/FHC) 2008-2011 2. Island Line Extension (NIL & WIL) 2008-2012 3.Kowloon Southern Link (KSL) 2008-2013 4.Port Rail Line (PRL) 2011# 5.Northern Links (NOL) 2011-2016 6.Regional Express Line(REL) 2016#

# Implementation depends on cross-boundary freight/traffic building up

Source : RDS 2000 FIGURE 1 : EXISTING MAJOR HIGHWAYS IN GUANGDONG PROVINCE

FIGURE 2 : POSSIBLE FUTURE MAJOR HIGHWAY PROJECTS IN GUANGDONG PROVINCE FIGURE 3 : ROAD AND RAIL DEVELOPMENT PROPOSALS IN SHENZHEN FIGURE 4 : EXISTING AND PLANNED MAJOR RAILWAY LINES IN GUANGDONG PROVINCE FIGURE 5 : PEARL RIVER DELTA INTER-CITY LIGHT RAIL SYSTEM - CONCEPT PLAN FIGURE 6 : PEARL RIVER DELTA INTER-CITY LIGHT RAIL SYSTEM PROPOSAL (INDICATIVE) FIGURE 7 : EXISTING AND COMMITTED HIGHWAY NETWORK FIGURE 8 : PLANNED STRATEGIC HIGHWAY PROJECTS IN HONG KONG FIGURE 9 : LONG TERM HIGHWAY POSSIBILITIES (INDICATIVE) FIGURE 10 : EXISTING AND COMMITTED RAILWAY NETWORK FIGURE 11 : PLANNED RAILWAY PROJECTS FIGURE 12 : LONG TERM RAILWAY POSSIBILITIES