The HKIUD Public Affairs Committee’s Comments on

the “Lantau Development-Space for All” Public Engagement – 2016

Strategic planning considerations

1. 1.Although the Study mainly focuses on Lantau, the issues involved actually are significantly wider and are of Territorial significance. This can also be seen in the notion of “strategic positioning” highlighted in the very beginning of the PE Digest – including the positioning of Lantau in the hub of the whole Greater Pearl River Delta (GPRD). Hong Kong’s long term planning vision and strategy is, up to now, contained in the “HK 2030 - Planning Vision and Strategy” which was completed in 2007. The previous version of Hong Kong’s long term planning strategy was in fact called Territorial Development Strategy (TDS). During the last 9 years or so, there have been a lot of changes both locally as well as in the region. The Lantau study and the work of the Lantau Development Advisory Committee (LanDAC) started from reviewing what was then envisioned for Lantau in the HK2030 report. It would be unrealistic to review just Lantau while the Territorial context itself should be and has yet to be updated and reviewed.

1. 2.It is also quite amazing that whereas the planning horizon in this Lantau Study goes well beyond 2030 (2030 is only its “medium term” target), the review of HK2030 (called HK2030+) as gathered from media reports, would just be largely an updating of the baseline, and what is going to happen after 2030 is still totally unknown to the public up to now.

1. 3.Strategic road and rail links are proposed in the Study which also aspires to making Lantau “an international transport, logistics and trade hub in GPRD region”. However, it is not clear what exactly these are, and how they would tally with the rest of economic activities and spatial development Hong Kong. These uses usually are very large land users and could cause great visual and environmental impacts to the landscape. We have seen damages to the environment by container back up sites in rural NT, and thus wish that in developing these services there are better planning and control mechanisms. Incidentally, it is also not clear whether and how much land in the present rural NT would be involved ? and would there be opportunities to swop some existing sites and release them for rehabilitation and more valuable uses?

Traffic and Transport Infrastructure

1. 4.The ”Strategic Transport and Traffic Infrastructure” would also take up a lot of land. The implications are much more than the few thick lines shown on page 13. Spaces would be required for interchanges and logistics, toll plazas and slip roads, if tunnels or bridges are involved. Spaces would also be required to accommodate Customs and Immigration facilities – whether they are “co-located or individual facilities” - if these trunk transport links are intended to provide direct links with the PRD. As they are now shown, they do not join with the XRL and there is also no indication of any alignments going beyond Tuen Mun. The addition of commercial facilities on top of the Boundary Crossing Facility (BCF) manmade island after the roads have already been designed is by no means an ideal arrangement. In future infrastructure planning, these should be anticipated upfront and designed accordingly. Besides, at the location of the BCF island, it is wondered whether allowance has already been made to accept the additional road and rail links coming from the south from the East Lantau Metropolis (ELM) through the middle of Lantau Island. The very complicated reclamation and pile substructure would probably render these links impossible to pass through ?

1. 5.The Planning horizon in the updated Railway Development Strategy RDS, with the few extension lines, is still planned only up to 2031. It has not provided for any other links to Shenzhen and the PRD. As the CLK-Tuen Mun Link just terminates at Tuen Mun, how can the One Hour Intercity Traffic Circle with the BCF in Tung Chung as centre of the circle, as shown on page 2 be achieved ?

1. 6.Besides, there is no indication that sufficient land at the western tip of Hong Kong Island has been reserved to cater for the landings and associated infrastructure of the road and rail links to link with the ELM.

1. 7.Water Transport : There is no indication of possible locations of piers within Victoria Harbour. Apart from stringent restrictions on reclamations in the Harbour under the Protection of the Harbour Ordinance, there are keen competitions and proposals from the local community for using the waterfront for recreational uses, There is also no assessment on the time and cost trade-off of ferry services.

East Lantau Metropolis (ELM)

1. 8.The location is indeed the most logical piece of the jigsaw puzzle at present missing and could be made to complete a ring between Tuen Mun, Tsuen Wan, West Kowloon, Hong Kong Island via Lantau. This area should not be seen just as a location for reclamation while forgetting its maritime advantages in view of its situation close to the very deep Lamma Channel leading all the way to the South China Sea. Perhaps Hong Kong could thereby play a useful role under the One Belt One Road policy. Subject to hydraulic model tests and ecological studies, with measures to minimise impacts to marine life, the ELM reclamation could have potential to act as a “west harbour” and for supporting the logistics trade, as well as use by recreational boat clubs, marinas, etc. Also, by taking advantage of its maritime characteristics, it could provide for the development of a wide variety of housing types ?

1. 9.In view of the above queries about the BCF man-made island’s capacity, the ELM should probably be the alternative location to accommodate a new port-of-entry, if so required, including the transport interchanges, cargo handling areas, customs and immigration facilities, etc. However, it would raise a question as to how many ports (gateways) we should have, with the other one at the BCF island so close by? From the ELM, it would also result in the need to provide a very long secured road or rail after security and customs checking. These are issues for consideration at a Territorial level, and not just by the Lantau Study.

Social Development

1. 10.The section on Social Development states the intention of “Attracting Talent to Match Balanced Employment Opportunities”, and “Catering for the Needs of Rural and Remote Areas in Lantau”. In principle the objective is commended. However, the local community may urge for implementation of such short to medium term improvements any way. These should not be a constraint to the long term and strategic goals and plans. The real and major issue to be tackled is to assess and address the possible impacts brought by incoming populations and tourists. Social cohesion also needs to be underpinned by appropriate economic and employment policies and measures.

Economic development

1. 11.The scope of employment opportunities would possibly only be improved when the accessibility and external links have been enhanced. In the public engagement, the overall strategy should better be distinguished clearly into two phases. The great improvements would unlikely be achievable by 2030, before the ELM is in place, and the latter would also rely heavily on the availability of the links. The key to this would be the decision to go ahead with the provision of these links – but to do this, we need to have the whole picture of the Territorial Development Strategy of Hong Kong reviewed.

1. 12.Apart from the possible major land users in the logistics trade, it would be useful to know whether there are any other economic drivers of our economy, any new opportunities other than the conventional eco-tour, hobby farm, spas, etc. ; and thence to know what they would need in spatial terms, then can plans be made to cope with the needs and to do so without compromising the environment. For example,

(a)       how the proposals would tally with Government’s New Agricultural policy ?

(b)       whether any thought has been given to tapping the silver market in view of the ageing population;

(c)        what are the opportunities to assist the creative and film industries ?

(d)       what are the potential for marine related research establishments ?

(e)       whether there are potentials for provision of moorings for self-navigated pleasure crafts from the nearby region ?

Other Specific Comments

1. 13.Group 1: “Spatial Planning and Land use” -- It is concurred that ELM should be developed into a strategic growth area, and as “a smart, low carbon new development areas (NDA) with a new core business district.”

1. 14.The North Lantau Corridor mainly covers the on-going projects and those under study and they have either already gone through or are going through PE, or the due statutory planning process. The shape of things could be more easily visualised as the conventional and well established processes would apply. However, greater caution should be made on the much wider, yet undeveloped areas.

1. 15.Group 2: “Conservation” - Section 4 states that “Predominant Part of Lantau for Conservation, Leisure, Cultural and Green Tourism” -- and “… optimise the use of the existing resources”. This seems mainly refers to the land. Elaboration should be made on conservation of the marine resources and how prudent biodiversity principles would be taken into account.    

1. 16.GROUP 4: “Recreation and Tourism” – Has any consideration been given to possible relationship with other nearby islands as they do have traditional fishing villages, and special cultural practices e.g. the Ta Chiu parade in Cheung Chau ?

1. 17.No additional comments on Group 3 and Group 5 as they have already been covered at length above.

Conclusion

1. 18.Planning for Lantau used to be taken as a ”sub-regional” planning strategy which bridges the Territorial Development Strategy with the local and detailed planning. However, the “sub-regional planning” tier in the 3-tier planning structure has ceased to operate in Government for some years. There is thus a very sudden jump from a TDS level to the local OZP level. For projects involving several policy areas, it is often difficult to find a willing owner. There is also a lack of momentum as the respective implementers have different priorities. Non-profit generating projects or those whose benefits are “intangible” may also be difficult to move forward. It would be necessary to establish a dedicated, multi-disciplinary office to be in charge of the implementation.

1. 19.As said earlier, a Territorial context is still needed. The fundamental questions are: what will be the strategic population quantum needing to be accommodated after year 2030 when the “HK2030+” has completed its review, and what types and scale of economic activities and industries need to be catered for ? What would be the role of Hong Kong, not just Lantau, in the GPRD ? These assumptions need to provided and justified before planning strategies and planning for Lantau could be meaningfully assessed.

Public Affairs Committee of

The Hong Kong Institute of Urban Design

April 2016