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Hong Kong International Airport Master Plan 2030

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The Hong Kong International Airport (“HKIA”), is connected to about 180 destinations, through over 1,000 daily flight by more than 100 airlines[1]. In order to meet future demand until 2030 and beyond, the Airport Authority Hong Kong (“AAHK”) proposed the expansion of HKIA into a three-runway system (“3RS”) to support the two currently operated runways, through the introduction of Master Plan 2030 (“MP 2030”) in 2011.

Project Overview

The three-runway project involves seven core projects, namely:

  1. Construction of the Third Runway: The new runway will be of 3,800-metre-long with its supporting taxiway systems, which is set to be parallel to and north of the existing two runways[2]. The third runway will be dedicated for arrivals only, and it is expected to enlarge the maximum capacity of Air Traffic Movements (“ATMs”) by 33 movements per hour[3].
  2. Land Reclamation: Approximately 650 hectares of land will be acquired through land formation, partly on top of disused contaminated mud pits using non-dredge methods[4].
  3. Construction of new passenger concourse and parking positions: A new passenger concourse with more than 280,000 square metres of floor area, and a total of 57 new parking positions and an apron will be built to support the new runway[2].
  4. Expansion of the existing Terminal 2 building: The expanded Terminal 2 and new concourse are targeted to serve an addition of 30 million passengers annually, providing arrivals, departures and full-fledged passenger services.
  5. Provision of a new Automated People Mover system: A 2,600-metre long new APM system with an integrated maintenance depot will be extended to connect Terminal 2 with the new passenger concourse. Operating at its top speed of 80 km per hour, the new system can transport up to 10,800 passengers per hour.
  6. Provision of a new Baggage Handling System: The new high-speed system, which links Terminal 2 with the new passenger concourse, aims to transport the first baggage to the luggage belt upon 20 minutes of passengers’ arrival and the last baggage within 40 minutes[2].
  7. Construction of comprehensive road network and transportation facilities: A multi-modal transport facility will be built to provide additional coach parking, taxis and limousines staging areas, pre-booked taxis pick-up area[5], for connecting services from and to the HKIA.

Timeline and Project Development

The development of the 3RS include different stages of planning, approval and implementation[6]. Research was done by AAHK from 2008 to 2010, where the MP 2030 was compiled and eventually published by the AAHK in June 2011[7]. The MP 2030 outlined the two-runway system and 3RS as options for future development, compared the two in terms of air connectivity, economic benefits, construction cost, funding and environmental issues[5], and concluded that only 3RS can fully meet Hong Kong’s long-term needs[5].

A three-month public consultation exercise was then conducted, with the findings compiled by the University of Hong Kong’s Social Sciences Research Centre being announced in December 2011. In short, the majority of the respondents see highly of the HKIA. 73% of the respondents preferred expanding into a 3RS[8], and 83% agreed that HKIA should continue to be expanded to cope with the future air traffic demand[8]. However, less than half of the respondents preferred 3RS after considering the environmental impact and construction cost in isolation[8]. This consultation was condemned by Friends of the Earth and Airport Development Concern Network as being unfair and “fake” respectively[9].

In March 2012, the Executive Council (“ExCo”), in-principle and for planning purposes, approved the AAHK to adopt the 3RS as the future development direction for HKIA[10]. Subsequently, the AAHK commenced the Environmental Impact Assessment (“EIA”) studies which analysed the potential environmental impact of the project across 12 aspects such as noise and fisheries[11].

An exhibition and public forums were held in 2013[7], and the EIA report was submitted to the Environmental Protection Department for consideration in April 2014[7]. The report was then available for a one-month public inspection[12], and was subsequently approved with the Environmental Permit granted by the Director of Environmental Protection on 7 November 2014[11]. This was highly criticised by environmental groups such as Friends of the Earth for neglecting public and expert opinions[13].

The ExCo further endorsed the expansion of the HKIA into a 3RS on 17 March 2015[7]. The project is expected to cost HK$141.5 billion, with funding coming from bank loans, bonds issuance, HKIA’s operational surplus and end-users. An Airport Construction Fee of HK$180 per departing passenger was proposed[14], but the AAHK subsequently lowered it, with 70% of departing passengers paying HK$90 or less as announced in September 2015[2]. The funding principle of “Joint Contribution and User-pay” remained unchanged[2].

The endorsement of the ExCo sparked public outrage, as it left a lot of questions such as the use of airspace unanswered[15], and this funding structure was said to have effectively bypassed the Legislative Council (“LegCo”)[16] because Government guarantee, allocation of funds and passing of resolution by the LegCo were not required[16]. Members of Panel on Economic Development raised similar concerns, in which the Administration responded by saying that the AAHK was granted power under the Airport Authority Ordinance to make necessary financial arrangements for airport expansion and operation[17]. A “Subcommittee to Follow Up Issues Relating to the 3RS at the HKIA” was endorsed on 15 May 2015 upon the request of the Panel on Economic Development of LegCo[17].

The draft Chek Lap Kok Outline Zoning Plan was approved and the reclamation was authorised by the Chief Executive-in-Council on 26 April 2016[7]. This was once again disapproved by Green Sense for ignoring the ecological, noise and airspace problems[18]. The construction of the 3RS and the collection of the Airport Construction Fee started on 1 August 2016[19], and is expected to complete by 2023.

Interaction between Government and different stakeholders

Between AAHK & Government and the Public

AAHK has been taking a leading role in introducing the 3RS Project, with great emphasis on the urgency of the current problem regarding insufficiency of the existing 2RS in meeting rising future air traffic demand. It is claimed that, by 2016 or 2017, the existing 2RS will reach its maximum practical capacity of 68 ATMs per hour, or 420,000 ATMs per year (see Figure 3)[2]. In face of the fierce competition from neighbouring airports who have been actively planning for their expansion projects (see Figure 4), AAHK expected that the 3RS will be able to handle over 100 million passengers, nearly 9 million tonnes of cargo and 607,000 ATMs which would enable Hong Kong to maintain the competitive advantage as an aviation hub in attracting foreign businesses[2]. It is estimated that by 2030 the 3RS would have generated HK $167 million (see Figure 5)[5], and will further bring economic benefits of $ 455 billion over 50 years.

The proposal has attracted widespread public opposition, and has aroused great concern on whether the infrastructure project which involved the highest cost since 1997 is justified by its alleged urgency and effectiveness. Nevertheless, despite public challenge over the enormous economic benefits as claimed, the government has attached great importance to the 3RS project and has largely agreed that there are strong justifications and urgency to proceed with the implementation[20]. The Secretary for Transport and Housing Bureau Anthony Cheung has also publicly expressed the government view that such a project would be endorsed and recognized its potential economic contribution to Hong Kong’s GDP[16].

Between Government and Green Groups on Environmental Issues

The construction of 3RS requires reclamation which will in turn cause solid, water, noise and air pollution; obstruct the travelling corridor of Chinese White Dolphins (“CWD”) given the reclaimed area is situated in the heart of the CWD hotspots; and affect CWD or other marine animal’s habitat[21].

Although the EIA report recommended a lot of mitigation measures in light of different environmental concerns, different environmental protection groups such as Friends of the Earth, The Hong Kong Dolphin Conservation Society (“HKDCS”), the Conservancy Association and WWF Hong Kong still questioned the effectiveness of alleviating measures proposed and urged the Advisory Council on the Environment (“ACE”) to reject the EIA report on the grounds that insufficient mitigation measures were adopted and figures used for Air Quality Assessment were flawed[22]. In particular, the HKDCS held the “30 Third Runway Victims” Campaign hoping to use public pressure to ensure the ACE examine the EIA report with CWD’s interest in mind[23].

In view of this, the ACE has raised questions and requested extra information and detailed statistics from the AAHK. For instance, asking AAHK to clarify how the establishment of a New Marine Park in 2023 can be used to mitigate the construction phase impacts from 2016- 2022[24], explain how can AAHK ensure the effectiveness of the New Marine Park etc. The AAHK submitted further information and made responses correspondingly.[25]

Originally, the ACE members expressed concerns and stated that they were inclined not to endorse the EIA report. However, upon the new “Marine Ecology and Fisheries Enhancement Plans” proposed by AAHK[26] and the decision of the Agriculture, Fisheries and Conservation Department (“AFCD”) to establish the Southwest Lantau Marine Park and Soko islands Marine Park[27], the ACE members ultimately gave a green light and endorsed the EIA report by requesting the government to consider imposing conditions before granting the environmental permit to AAHK.

Between Government and Concern Groups on Airspace Issues

The People’s Aviation Watch (PAW) claimed that the proposed third runway would only reach a quarter of its potential due to airspace conflict with the Shenzhen Bao’an International Airport (SZIA)[28]. Aircrafts landing from and departing towards the west or those landing from the east but fails to land would have to enter the airspace of SZIA and interfere with their final approach of landing and departing. Since the allocation of airspace is on a first-come-first-served basis[29], if consensus could not be reached with SZIA, 3RS could only function for flights departing towards the east[30].

The government replied that a Tripartite Working Group (TWG) was jointly established by the Civil Aviation Administration of China, the Civil Aviation Department of Hong Kong and the Civil Aviation Authority of Macau SAR in 2004 to manage the air traffic in the regions of Pearl River Delta. “Pearl River Delta Region Air Traffic management Planning and Implementation Plan (Version 2.0)” was formulated in 2007 which considered the operational need for 3RS[31]. The Mainland Government also showed support towards 3RS by issuing guiding opinion on 2016[32].

Kevin Choi, the Deputy Director of Civil Aviation, told lawmakers during a Legislative Council subcommittee meeting that the delegation of airspace was still unclear[33]. Therefore, many people consider that 3RS should not be built without any guarantee from the Mainland to open up its airspace[34]. 

Between Government and the citizens on Judicial Review ("JR") issues

There have been instances where JR have been lodged by citizens to challenge different aspects of the 3RS.

For example, ExCo’s affirmation of the 3RS in March 2014 was challenged by Wong Chun-yeung (writ filed in June 2015)[35], and the issuance of the environmental permit by the Environmental Protection Department to AAHK was also challenged by Ho Loy, supported by the Dolphin Conservation Society and People’s Aviation Watch[36], and Tam Kai-hei. A four-day judicial battle was subsequently conducted in July 2016, in which airspace issues and habitat loss to Chinese white dolphins were raised as issues unresolved in the EIA[36]. Green Sense chief executive Roy Tam said that the authority had “disrespected” the JR by commencing work before a judgement was made[37]. An AAHK spokesman said the court was clear that they were legally entitled to charge passengers for the 3RS. However, further comments were refused as the case had entered judicial proceedings[37].

Hui Sin-hang, Raphael Wong and Koo Sze-yiu have also tried challenging AAHK’s power to charge passengers to build the third runway. However, the application was rejected on 15 March 2016, where the judge ruled that AAHK has the statutory power to implement policies that aim to improve the services and develop HKIA, including implementing the necessary fees[38]. It was also said that Hong Kong government will remain control over the concerned airspace[38].

References

  1. ^ “Background brief on the development of the Three-Runway System at the Hong Kong International Airport”. Legco.gov.hk. Legislative Council. Retrieved 19 November 2016.
  2. ^ a b c d e f g “Expanding Hong Kong International Airport into a Three-runway System”. threerunwaysystem.com. Airport Authority. Retrieved 19 November 2016.
  3. ^ “Information Note: Development of the Hong Kong International Airport”. Legco.gov.hk. Research Office Legislative Council Commission. Retrieved 15 November 2016.
  4. ^ “Updates on the Three-Runway System Project at the Hong Kong International Airport”. Legco.gov.hk. Legislative Council. Retrieved 19 November 2016.
  5. ^ a b c d “Hong Kong International Airport Master Plan 2030”. threerunwaysystem.com. Airport Authority Retrieved 19 November 2016.
  6. ^ "The Three-Runway System: A Three Phase Process". Hongkongairport.com. Hong Kong International Airport. Retrieved 19 November 2016.
  7. ^ a b c d e "Milestones". Threerunwaysystem.com. Airport Authority Hong Kong. Retrieved 19 November 2016.  
  8. ^ a b c "Independent Compilation of Views and Reporting for HKIA Master Plan 2030 Public Consultation Exercise". Threerunwaysystem.com. Social Sciences Research Centre The University of Hong Kong. Retrieved 19 November 2016.
  9. ^ 鄭, 漢良 (30 December 2011). "耗資千億加建第三條機場跑道香港勢在必行". rfi. Retrieved 19 November 2016.   
  10. ^ "行會通過第三條跑道 造價逾千三億". Oriental Daily. 21 March 2012. Retrieved 19 November 2016.
  11. ^ a b "Environmental Impact Assessment". Threerunwaysystem.com. Airport Authority Hong Kong. Retrieved 19 November 2016.
  12. ^ "六問第三條跑道環評報告". Wwf.org.hk. World Wide Fund For Nature Hong Kong. Retrieved 19 November 2016.
  13. ^ "環保署漠視專業意見，批三跑環評 環評機制受破壞，淪橡皮圖章". Foe.org.hk. Friends of the Earth (HK). Retrieved 19 November 2016.
  14. ^ "LCQ7: Financial arrangement of the three-runway system project at Hong Kong International Airport". Info.gov.hk. Retrieved 19 November 2016.
  15. ^ Kao, Ernest; Ng, Joyce (18 March 2015). "Approval of third runway at Chek Lap Kok airport does not answer questions about airspace". South China Morning Post. Retrieved 19 November 2016.     
  16. ^ a b c "史上最貴　造價千四億　三跑上馬 舉債徵費籌資金　團體憂淪大白象". Apple Daily. 18 March 2015. Retrieved 19 November 2016.
  17. ^ a b "Report of the Panel on Economic Development for submission to the Legislative Council". Legco.gov.hk. Legislative Council. Retrieved 19 November 2016.
  18. ^ "機場三跑填海工程 獲行會批准通過". Sing Tao Daily. 30 April 2016. Retrieved 19 November 2016.
  19. ^ "為興建第三條跑道融資 機管局下周一起徵收機場建設費". RTHK. 28 July 2016. Retrieved 19 November2016.
  20. ^ “Legislative Council Brief Kong International Airport Three-Runway System”. Legco.gov.hk. Legislative Council. Retrieved 19 November 2016.
  21. ^ Chan, T. (2015) “Ecological impacts of the third-runway system of the Hong Kong International Airport on Chinese white dolphins” Retrieved 18 October 2016.
  22. ^ “Doubts about Mitigation Measures Prompt Green Groups to Recommend that ACE Members Reject the Third Runway EIA”. Retrieved 19 November 2016.
  23. ^ “30 Third Runway Victims Campaign".  The Hong Kong Dolphin Conservation Society.  Retrieved 18 October 2016.
  24. ^ Environmental Impact Assessment Report No. ESB-223/2014. Questions submitted by Billy Hau, EIASC, ACE (28 July 2014).
  25. ^ Expansion of Hong Kong International Airport into a Three- runway system.  Further information submitted under Section 8(1) of the Ordinance.
  26. ^ "Expansion of Hong Kong International Airport into a Three- runway system."  Marine Ecology and Fisheries Enhancement Plan.  Airport Authority Hong Kong.  (August 2014).
  27. ^ Press Release.  Southwest Lantau Marine Park and Soko Islands Marine Park (1 September 2014).  
  28. ^ "Press Release of Friends of the Earth". Friends of Earth. Retrieved 13 November 2016.
  29. ^ "Convention on International Civil Aviation". International Civil Aviation Organization. Retrieved 18 November 2016.
  30. ^ Kao, Ernest (2016-03-08). "Shenzhen and Macau flight paths could clash if Hong Kong gets third runway, study finds". South China Morning Post. Retrieved 11 November 2016.
  31. ^ "Runway Capacity Related Issues and Pearl River Delta Region Airspace Management". The Legislative Council. Retrieved 11 November 2016.
  32. ^ "国务院关于深化泛珠三角区域合作的指导意见". gov.cn. The State Council of the Poeple's Republic of China. Retrieved 18 November 2016.
  33. ^ "Lawmakers sore as govt fails to clear the air". RTHK. 2016-04-12. Retrieved 5 November 2016.  
  34. ^ Cheng, Albert (2015-10-09). "Hong Kong authorities must reveal airspace plan before building third runway at airport". South China Morning Post. Retrieved 8 November 2016.
  35. ^ "市民入稟司法覆核行會三跑決定". Now.com. 15 June 2015. Retrieved 20 November 2016.
  36. ^ a b Kao, Ernest (5 July 2016). "Lines drawn as legal battle over third Hong Kong runway begins". South China Morning Post. Retrieved 20 November 2016.
  37. ^ a b Kao, Ernest (31 July 2016). "Final call: groups gather at airport in last protest on third runway project". South China Morning Post. Retrieved 20 November 2016.
  38. ^ a b "司法覆核三跑計劃　三宗申請遭駁回". Stand News. 15 March 2016. Retrieved 20 November 2016.

External link

Future Airport Experience Airport Authority Hong Kong on YouTube

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