Author Archives: hksar gov

     Following is a question by Dr the Hon Johnny Ng and a reply by the Secretary for Innovation, Technology and Industry, Professor Sun Dong, in the Legislative Council today (October 28):

Question: 

     Some members of innovation and technology (I&T) start-ups have relayed to me that there is a lack of avenues in Hong Kong for “early adoption” (i.e. to take the lead in trying out the products which are newly-launched without popularity) of the products developed by these start-ups. In this connection, will the Government inform this Council:

(1) of the funding projects implemented by the Government and statutory bodies to support “early adoption” of products of local I&T enterprises in the past three years, together with a list of the funding amounts, funding periods and actual outcomes of such projects;

(2) whether it will study introducing policy initiatives to step up support for “early adoption” of products of start-ups, and further relax the application restrictions under the relevant funding schemes, such as providing a green lane or optimising the weighted scoring system for local start-ups, and enabling the Government to take the lead to give priority to local start-ups when conducting tender exercises for certain government projects, so as to encourage public and private organisations to “early adopt” local I&T products and accelerate the commercialisation of research and development outcomes; and

(3) to assist start-ups in exploring overseas development and expanding their markets, whether the Government will maintain closer liaison with the governments of other Mainland cities in the Guangdong-Hong Kong-Macao Greater Bay Area (GBA) to promote policy alignment in terms of cross-boundary “early adoption” of products of start-ups, thereby accelerating the integration of Hong Kong’s I&T outcomes into the enormous GBA market?

Reply:

President,

     Having consulted relevant policy bureaux/departments, our consolidated reply to Dr the Hon Johnny Ng’s question is as follows:

     Enterprises are crucial entities in driving the deep integration of technological innovation with industrial innovation, and in accelerating the development of new quality productive forces. The First Five-Year Plan for Economic and Social Development of the Hong Kong Special Administrative Region (2026 – 2030) (Hong Kong’s First Five-Year Plan) proposes that we will establish a new system and new paradigm for the integrated development of technological and industry innovation after 2030, where enterprises will be the key players. Specifically, the Hong Kong’s First Five-Year Plan places a strong emphasis on enhancing the institutional framework for innovation and technology (I&T) development, proposing that we will reinforce the role of enterprises as innovation entities and promote in-depth industry-academia-research integration. Guided by the development directions and strategies outlined in Hong Kong’s First Five-Year Plan, the Government is stepping up our efforts to encourage enterprises to link the key segments of the innovation chain from research and development (R&D) and testing to application and hitting the market, so as to expedite transformation of R&D outcomes as well as industrialised production. 

(1) The Government has been actively introducing and adopting I&T products and services from local start-ups to play a leading role. The key measures in recent years are as follows: 

(i) The Innovation and Technology Commission provides funding support under the Public Sector Trial Scheme of the Innovation and Technology Fund to eligible local companies/organisations for the production of prototypes or samples, and conducting of trials of R&D outcomes in the public sector. Over the past three years, the Scheme has funded more than 110 trial projects, with a total amount exceeding $270 million; 

(ii) The Smart Government Innovation Lab (Smart Lab) under the Digital Policy Office actively promotes collaboration between government departments and the industry by matching departments’ needs with suitable I&T solutions and arranging proof-of-concept trials. Over the past three years, the Smart Lab has matched about 60 business needs of more than 30 government departments with solutions covering various I&T areas. It has also arranged proof-of-concept trials for over 30 promising technology solutions, some of which have subsequently been taken forward for pilot application; and

(iii) The Electrical and Mechanical Services Department gathers technology needs from the Government and industry, and match them with innovative solutions from start-ups and academic institutions through the E&M InnoPortal. Over the past three years, the portal has collected over 110 I&T wishes, more than 760 I&T solutions, and successfully matched over 110 I&T projects. The technologies involved include AI, the Internet of Things, drones, robotics and renewable energy.

     Streamlining the critical links for the commercialisation of R&D outcomes and market entry also requires the joint efforts of all stakeholders in the I&T industry. Hong Kong’s three major I&T parks (namely the Hong Kong Science and Technology Parks Corporation, the Hong Kong Park of the Hetao Shenzhen-Hong Kong Science and Technology Innovation Co-operation Zone and Cyberport), leveraging their experience in start-up incubation and their investment/business networks, help start-ups connect with enterprises to promote technology transfer and the commercialisation of R&D outcomes. The three I&T parks also actively engage with the industry to introduce clients to park companies, facilitating “early adoption”.

(2) On government procurement, according to the Financial Services and the Treasury Bureau, as an international city and one of the signatories to the Agreement on Government Procurement of the World Trade Organization, Hong Kong is committed to ensuring that local and non-local suppliers and contractors, regardless of their scale, can participate in bidding through fair, open and competitive procedures, so as to obtain goods and services at the best value for money. In fact, the Government facilitates participation of local enterprises in government procurement. For non-works procurement, procuring departments would generally not set the bidders’ experience as an essential requirement in order to encourage competition and minimise entry barriers. If the procuring department adopts a marking scheme, the technical weighting generally amounts to 50 per cent to 70 per cent, and at least 15 per cent marks of technical/execution plan is reserved for assessing pro-innovation proposals that adopt technologies to enhance efficiency, effectiveness and productivity of the service outcome.

(3) To help Hong Kong’s start-ups scale up their market and integrate into the country’s overall development, the Government is maintaining close contact with the governments and relevant bodies of Chinese Mainland cities in the Guangdong-Hong Kong-Macao Greater Bay Area (Greater Bay Area). The Government also organises major I&T events every year, such as InnoEx, the flagship event of the Business of Innovation and Technology Week. Through InnoEx, industry representatives and enterprises from around the world (including the Greater Bay Area) are invited to visit Hong Kong to learn about the innovative technologies and application outcomes of local I&T enterprises (including start-ups), and to participate in business matching and exchange activities, thereby helping Hong Kong I&T enterprises explore opportunities in overseas and Chinese Mainland markets. 

     The Hong Kong Special Administrative Region Government will continue to proactively align with the National 15th Five-Year Plan, while closely following the directions set out in Hong Kong’s First Five-Year Plan, in a bid to fully leverage our role as a “pioneer” and “facilitator” and provide the strongest policy support for the commercialisation of local R&D outcomes. read more

     Following is a question by the Hon Kwok Fu-yung and a reply by the Under Secretary for Environment and Ecology, Miss Diane Wong, in the Legislative Council today (October 28):

Question:

     The Joint Office (JO), set up by the Food and Environmental Hygiene Department and the Buildings Department, has fully implemented new procedures for investigating water seepage in private buildings  in July this year. In this connection, will the Government inform this Council:

(1) of the following information since the implementation of the new procedures: (i) the number of water seepage reports received by the JO, (ii) the number of cases in which a Notification Letter has been issued, (iii) the number of cases in which inspection and repair works were not completed within the required 28 calendar days, together with the percentage of such cases in the total number of cases in which a Notification Letter has been issued, and (iv) the number of water seepage cases that have yet to be handled, together with the specific reasons therefor;

(2) of the number of Nuisance Notices issued by the authorities under the new procedures to owners who have failed to fulfil their repair responsibilities, and the specific procedures for recovering examination costs from such owners; the number of cost recovery cases that have been instituted and concluded to date, and the highest amount recovered in such cases; and

(3) given that the Government will introduce a three-tier mechanism for resolving building management disputes next year, how the Government will make further use of the JO’s professional and technical support, in respect of cases involving water seepage in buildings, to help clarify responsibility and enhance the efficiency of mediation under the first-tier of the mechanism?

Reply:

President,

     The Joint Office (JO) set up by the Food and Environmental Hygiene Department (FEHD) and the Buildings Department (BD) has been implementing new procedures on a trial basis for investigating water seepage in private residential premises across Hong Kong since July 16, 2026. The new procedures leverage technology and streamline processes to improve investigative efficiency, and to expedite notifying owners of the relevant property units to self-arrange inspection and complete repair works. 

     Under the new procedures, the JO incorporates infrared thermography at Stage I inspection, alongside the existing electronic moisture meters to assess seepage conditions and preliminarily identify the source of seepage. If there is reason to believe that the source of water seepage is the upper unit, the JO will issue a Notification Letter to the owner of the upper unit, requiring the owner to self-arrange inspection and complete repair works within 28 calendar days. If the owner fails to comply with the Notification Letter and with seepage persists after the specified period, the JO will conduct Stage II and Stage III investigations in parallel. For cases where the source of water seepage is confirmed to originate from the upper unit, the JO will, pursuant to the Public Health and Municipal Services Ordinance (Cap. 132), issue a Nuisance Notice (NN) to the owner of that unit, requiring him/her to eliminate the seepage nuisance within a specified timeframe, and recover the inspection costs from the owner. 

     Regarding the questions from the Hon Kwok Fu-yung, in consultation with the BD and the Home Affairs Department (HAD), the reply is as follows:

(1) From July 16 to October 22, 2026, the JO received a total of 19 048 cases, all of which have been assigned a case manager for follow-up actions. Of these, 12 746 cases (about 67 per cent) have completed Stage I inspection. Based on the inspection results, the JO has issued a Notification Letter to 4 322 cases (about 34 per cent) of the suspected water seepage units. The JO has commenced Stage II and Stage III investigation for 427 cases, representing approximately 10 per cent of the total number of Notification Letter issued.

     Upon expiry of the period specified in the Notification Letter, the JO targets to visit the premises concerned for verification within 12 working days. Since August 21, 2026, the Notification Letters issued have progressively expired. As at October 3, by which time the target date for conducting verification visits had also expired, the JO had verified 828 of the 1 827 cases concerned. It is actively following up on the remaining cases, including liaising with the parties concerned to schedule visit and arranging follow-up actions according to the complexity of individual cases. Of the 828 verified cases, seepage has been resolved in 424 cases (about 51 per cent), while extensions have been granted in 29 cases (about four per cent) upon submission of evidence that repair works are being arranged. The JO has commenced Stage II and Stage III investigations in parallel for the remaining 375 cases. Preliminary data indicate that, under the new procedures, the Notification Letter effectively urges owners to undertake repair works promptly, thereby supporting the policy objective of expediting the resolution of water seepage issues.

(2) After completing Stage II and Stage III inspections and confirming the source of seepage is from the upper unit, the JO will issue a NN and payment notice to non-compliant owners of the upper unit, and recover inspection costs. As the new procedures were introduced in mid-July this year, cases in which investigations confirm the source of water seepage, leading to the issuance of a NN and the recovery of inspection costs, are not expected to arise until around mid-December. 

     The inspection costs charged are calculated based on actual expenditure, which cover, among others, staff resources required for inspection, engagement of outsourced consultants (applicable to Stage III investigations), transportation and material, supervision costs and departmental administrative expenses, estimated at not less than about $17 000.

(3) With regards to information provided by the HAD, its three-tier mechanism for resolving building management disputes addresses disputes related to the Buildings Management Ordinance (Cap. 344) (BMO) and the Codes of Practice under the BMO, or the Deed of Mutual Covenant of a building, which does not cover water seepage issues within buildings. Under the mechanism, District Council (DC) members will make early intervention to work with neighbours, seeking to resolve disputes through amicable negotiations. If the issues remain unresolved, DC members will refer the parties concerned to the professional mediation services established by the HAD. If the issues still cannot be resolved satisfactorily, consideration may be given to take cases to court. 

     DC members have long been important partners of the JO. We encourage them to leverage the professional and technical information provided by the Government to assist owners in need in resolving water seepage issues. To dovetail with the new procedures, the Government provides technical and financial support to assist owners concerned in arranging inspections and repairs themselves. The Water Seepage Thematic Webpage provides lists of individuals and contractors offering investigation and repair services, as well as mediators, indicative costs, and details of financial assistance schemes. The Hong Kong Institute of Surveyors has also published a guide on seepage inspection and maintenance, covering information on identifying signs of water seepage, simple testing methods and practical advice for maintenance. The JO has made all the above-mentioned materials available on the Water Seepage Thematic Webpage for public reference.

     The Government will continue to monitor the implementation of the new procedures, and adjust its strategy as necessary, while proactively promoting mediation to resolve disputes between residents, encouraging owners to fulfill their responsibility of properly maintaining their property, to address water seepage problems more expeditiously. read more

     Following is a question by the Hon Tang Ka-piu and a written reply by the Secretary for Transport and Logistics, Ms Mable Chan, in the Legislative Council today (October 28):

Question:

     There are views suggesting that given the characteristics of the work environment at the Hong Kong International Airport (HKIA), including round-the-clock operations, intensive manual labour and multiple work activities, importance should be attached to employees’ occupational safety and health (OSH). In this connection, will the Government inform this Council:
 
(1) of the respective numbers of cases involving injuries, fatalities and occupational diseases as defined by (i) the Employees’ Compensation Ordinance, (ii) the Factories and Industrial Undertakings Ordinance and (iii) the Occupational Safety and Health Ordinance that occurred within HKIA’s construction works areas and daily operation areas in each of the past five years (with the relevant figures set out in a table); whether it knows if the Airport Authority Hong Kong (AAHK) has formulated higher standards for reporting OSH incidents in addition to the statutory requirements, such as including “near-miss cases”, etc; if so, of the numbers of such cases reported in each of the past five years;

(2) as the frequent occurrence of extremely hot weather in Hong Kong in recent years has exposed frontline ground staff on HKIA’s aprons to the risk of heat stroke due to their prolonged work under high temperatures, and the Labour Department has further enhanced the Heat Stress at Work Warning system in recent months, whether AAHK has refined HKIA’s heat stroke prevention mechanism and rest guidelines based on combined consideration of the job types of HKIA’s employees and the characteristics of their work environment and required its contractors to implement such guidelines, so as to safeguard employees’ safety at work; of the follow-up measures put in place by AAHK if its contractors fail to implement the relevant guidelines;

(3) whether it will consider setting up an aviation industry care fund to support industry workers or their family members who face financial hardship as a result of industrial accidents involving injuries or fatalities;

(4) whether AAHK will consider co-operating with trade unions in setting up fixed service points within HKIA for the regular dissemination of OSH information to HKIA’s employees, and introducing heart-warming measures such as providing employees with appropriate rest areas and rest breaks; and

(5) as it is learnt that civil aviation pilots who have undergone heart surgery are usually temporarily grounded for at least six months and may only be considered fit for resuming flying duties after passing a stringent medical assessment and obtaining special approval from civil aviation authorities, but the maximum number of paid sickness days that may be accumulated under the existing Employment Ordinance is only 120 days (i.e. around four months), which falls short of the usual post-surgery grounding period of at least six months in the aforesaid cases, whether it will conduct a comprehensive review to ascertain if there is incompatibility between international conventions for the aviation industry and the relevant local legislation, so as to strengthen the protection of the rights and interests of aviation practitioners and enhance the OSH standards of the industry?

Reply:

President,

     The Government and the Airport Authority Hong Kong (AAHK) are dedicated to safeguarding the safety and health of aviation practitioners by implementing strict safety standards and actively promoting a culture of workplace safety to enhance safety awareness among airport staff.

     Having consulted the Labour Department (LD) and AAHK, my reply to the question raised by member is as follows:

(1) According to LD’s records, the breakdowns of occupational injuries and industrial accidents, as defined under the Occupational Safety and Health Ordinance (i.e. cases reported under the Employees’ Compensation Ordinance (ECO)) and the Factories and Industrial Undertakings Ordinance, in the industry of service activities incidental to air transportation by type of accident from 2021 to 2025 are set out in Annex 1 and Annex 2 respectively. LD does not maintain statistics on occupational injuries and accidents occurring at workplaces in a particular location nor does it maintain the corresponding figures on occupational disease.
 
     The AAHK and companies operating at the airport report to relevant departments under existing legislations and regulations. There is no mechanism for reporting “near-miss” incidents.
 
(2) Since LD issued the Guidance Notes on Prevention of Heat Stroke at Work (Guidelines) in 2023, the AAHK has been sharing the relevant requirements with the airport community to help them understand and implement the measures outlined therein. The AAHK has required franchises, especially those operating on the apron and in the baggage handling hall, to assess heat stress risks at their workplaces in accordance with LD’s Guidelines and implement appropriate control measures and rest arrangements. The AAHK also regularly reviews the various heat stroke prevention measures with franchises and conducts risk assessments and reviews preventive measures with various companies at the airport on an ongoing basis.

     With regard to the arrangements for airport staff working in hot weather, the AAHK has implemented a series of heat stroke prevention measures, including deploying mobile water trucks to remote apron areas, providing suitable rest areas for staff, and working closely with labour unions to strengthen heat stroke prevention.

(3) The current employees’ compensation system is premised on a no-fault principle. Employers are liable to pay compensation on the basis of the ECO.

     Under the ECO, employers are liable to pay compensation to their injured employees (and to the family members of their deceased ones) for incapacities or fatalities resulting from accidents arising out of and in the course of employment or from prescribed occupational diseases. If injured employees/the family members of deceased employees encounter financial difficulties, LD will, taking account of their needs and wishes, refer them to the Social Welfare Department or related organisations for assistance and/or support from relevant funds. The Government has no plan at present to set up separate assistance fund or programme for compensation for employees’ work injuries outside the employees’ compensation system.

     In addition to the employees’ compensation system, the AAHK currently provides ex gratia payment to the family members of airport staff who pass away while working, so as to provide their families with immediate assistance.

(4) The AAHK has maintained regular communication and co-operation with labour unions on occupational safety and health matters, and organises quarterly promotional activities to enhance safety awareness among airport staff. Besides, the AAHK collaborates with labour unions, the LD and the Occupational Safety and Health Council on promotional initiatives, for example distributing refreshments and souvenirs to airport staff during the recent hot weather.

     To reach more airport staff working outdoors, the AAHK introduced the Safety eBus in 2022 to promote airport safety messages, and has provided rest areas in various work zones, including the apron and baggage handling hall, to support the needs of airport staff. The AAHK will continue to collaborate with relevant parties to raise awareness of occupational safety and health.

(5) The Employment Ordinance (EO) stipulates that an employee under a continuous contract is entitled to paid sickness days accrued at the rate prescribed in EO, up to a maximum of 120 days. The EO provides the statutory minimum standard for employees’ sick leave entitlements. Employers may, having regard to the characteristics of their industries and company policies, etc, provide employees with sick leave arrangements that are more favourable than those stipulated by law.

     The Civil Aviation Department will continue to closely monitor the latest developments in international standards, such as making reference to the regulations of the International Civil Aviation Organization and the rules formulated by major countries, and will keep the requirements related to the health of pilots in Hong Kong under review. read more

     Following is the speech by the Financial Secretary, Mr Paul Chan, at the One Earth Summit today (October 28):

Poman (Founder of the Institute of Sustainability and Technology, Professor Poman Lo), Harry (Council Chairman of the Hong Kong University of Science and Technology, Professor Harry Shum), distinguished guests, ladies and gentlemen,

     Good morning. Thank you for inviting me to the One Earth Summit. My heartfelt thanks to Poman and the organisers for bringing together government, business and NGO (non-governmental organisation) leaders from Hong Kong, the Mainland and around the world, to explore how we can harness innovation for a more inclusive and sustainable future.

     Your theme, “Collective Flourishing in the Intelligent Age”, asks us to consider not only what technology can achieve, but how its benefits can be shared.

     Scientific advances give us powerful means to improve lives. But turning that potential into better lives, while protecting our planet, requires conscious choices. We must decide where to invest, whose needs to take priority, and how best to work together.

Understanding our shared challenges

     Our world is changing rapidly. AI (Artificial Intelligence), in particular, is opening up new possibilities. To make the most of them, however, we must address three closely connected challenges.

     The first is how to finance a secure and sustainable transition.

     Conflict in the Middle East has exposed our continuing dependence on fossil fuels and how quickly energy shocks reach households and businesses. Cleaner energy is therefore not only a climate imperative, but also a matter of economic security.

     There are encouraging signs. Consumers and businesses are increasingly choosing cleaner alternatives. Last year, electric car sales worldwide exceeded 20 million, while solar power capacity grew by a record 510 gigawatts – that is the capacity of some 500 typical nuclear reactors. 

     We should build on this momentum by making clean technology more widely available and affordable. Putting up trade barriers over concerns of so-called “overcapacity” would only take us in the opposite direction.

     Meanwhile, AI offers a powerful way to accelerate progress. For example, the International Energy Agency estimates that using AI more widely in buildings could save as much electricity each year as Australia’s and New Zealand’s combined production. 

     But seizing these opportunities requires substantial investment. According to the IMF (International Monetary Fund), emerging and developing Asia needs at least US$1.1 trillion annually in climate investment. Public funding alone cannot meet that need. Mobilising private capital is therefore essential – and it has been a key theme at the recent IMF and World Bank Group meetings, as well as the APEC (Asia-Pacific Economic Cooperation) Finance Ministers’ Meeting.

     Another challenge is ensuring that benefits brought by technological progress are widely shared. 

     Some economies have advanced digital infrastructure. Others lack reliable, affordable internet access, making it harder for many people to access education, healthcare and business opportunities. Building better digital infrastructure is an essential first step towards closing these gaps.

     Yet access alone is not enough. This brings us to the third challenge: equipping people to participate.

     The World Bank projects that, over the next 10 to 15 years, 1.2 billion young people will enter a job market offering only about 400 million jobs. This challenge is attributable to reasons well beyond AI, but the message is clear: investment in technology must go hand in hand with investment in people.

     These are our shared challenges, and we must work together to address them.  As President Xi Jinping has said, “Humanity is an integral community, and Planet Earth is our shared home.”

Connecting capital with development

     For Hong Kong, we believe we can make a decided difference.

     Under the “one country, two systems” framework, we serve as a “super connector” and “super value-adder”, bringing together capital, enterprises, standards, innovation and talent. We also foster dialogue across economies and institutions, bridging diverse perspectives – as this Summit so clearly demonstrates.

     Our ambition goes beyond attracting capital and businesses. It is to help worthwhile projects secure funding and promising technologies reach new markets, delivering tangible benefits to communities.

     Let me highlight three ways Hong Kong puts that ambition into practice.

     First, we connect capital to support innovation, advance green transition and address the needs of communities.

     Our deep capital markets help businesses raise funds from the Chinese Mainland and across the globe, providing vital support for technology companies to develop new ideas and expand their businesses. We are also strengthening our capital-market links with the Global South. More companies from these economies are choosing Hong Kong for listing, and we are working closely with their local regulators to facilitate dual listings.

     We are equally committed to mobilising capital to help accelerate green transition. Last year, around US$77 billion in green and sustainable debt was arranged in Hong Kong. Besides, we are also expanding transition finance to help industries reduce emissions, particularly where the transition is more difficult.

     But our ambition goes beyond financing volume. Our work covers green standard setting, reporting and disclosure. For example, the Hong Kong Monetary Authority is expanding the Hong Kong Taxonomy for Sustainable Finance to cover sectors such as aviation and steel, giving investors clearer guidance on financing the transition of these sectors.

     We also help recycle capital for better utilisation. The Hong Kong Mortgage Corporation has completed three infrastructure loan securitisations worth around US$1.3 billion to release capital tied up in existing infrastructure projects to finance new ones.

     Infrastructure investment supports growth, but economies also need protection against natural disasters. Since 2021, Hong Kong has facilitated seven catastrophe bond issuances totalling around US$800 million. These bonds transfer disaster risks to the capital market, providing financial protection against earthquakes in the Mainland, Japan and India, as well as hurricanes in Jamaica.

     Some worthwhile projects, however, are not yet bankable. We encourage multilateral development agencies and philanthropists to provide seed funding support, during project preparation. By sharing early-stage risks and strengthening project readiness and delivery capabilities, they can give private investors greater confidence to participate. Hong Kong’s wealth-management and philanthropic networks provide valuable resources for these blended finance partnerships.

Bringing innovation into everyday life

     Ultimately, the value of these investments lies in the difference they make to people’s lives. That brings me to our second point: bringing innovation into everyday life by turning promising ideas into solutions that benefit communities.

     Innovation is central to Hong Kong’s development strategy. We are investing in research and outcome translation, promoting their adoption, attracting strategic enterprises and talent, and encouraging long-term investment in emerging industries. Our Northern Metropolis will bring these efforts together. Its three university towns will strengthen links between research, education and industry, helping ideas move from the laboratory into the market.

     Hong Kong’s contribution lies not only in developing new technologies, but also in showing how they can improve everyday life. As an international city, we provide a platform to test new solutions, demonstrate their practical uses, and accelerate their adoption and commercialisation in markets around the world.

     Take AI and robotics for example. If a robot can operate safely in a compact Hong Kong home, helping an elderly person with everyday tasks, that experience could guide its use in other cities.

     Consider biotechnology, too. Smoother cross-boundary flows of research data and biological samples will support research and drug development. With Mainland and Hong Kong authorities strengthening co-operation on clinical trials and drug approvals, treatments can reach patients sooner, both on the Mainland and internationally.

     This is the impact we seek: turning our strengths into solutions that improve lives here and beyond.

Empowering people for change

     Technology, however, can only deliver its full benefits when people are ready to use it. This brings me to our third point: helping people prepare for change.

     We see AI not simply as a tool to improve efficiency, but as a means to expand what people can achieve. Realising that potential is a shared task, and Hong Kong can contribute by connecting expertise, sharing experience and learning from one another.

     Our “AI Training for All” initiative provides a case in point. It brings together technology companies, educational institutions and community partners to broaden access to AI learning. As other economies in the region face similar challenges, we are keen to exchange experience and share best practices, so that we can learn from one another and help more people prepare for change.

Turning dialogue into action

     Ladies and gentlemen, as we look ahead, our priorities are clear and closely connected: finance must support innovation, and innovation must serve the people and their well being. 

     The true measure of our progress will be the difference we make to people’s lives. A young person with the skills to find meaningful work. An elderly person able to live more independently and with dignity. A community with reliable, affordable clean energy.

     Let us turn the connections made here into lasting partnerships that improve lives far beyond our shores.

     The intelligent age will not be judged by the power of its machines alone, but by the opportunities it creates and the lives it improves. That is the promise of collective flourishing. It is a promise we must work together to fulfil.

     Thank you very much.

    

     Following is a question by the Hon Hung Kam-in and a written reply by the Secretary for Environment and Ecology, Mr Tse Chin-wan, in the Legislative Council today (October 28):
 
Question:
 
     It is reported that the number of electric vehicles (EVs) in Hong Kong has grown fourfold over the past four years, but the growth of public chargers has lagged behind, recording only about a 1.5-fold increase over the past five years, with the vehicle-to-charger ratio having widened to about 10.5:1. Over 60 per cent of existing public chargers are still medium chargers which take a few hours to charge, and there is a severe lack of quick charging facilities for full electric light buses in districts such as Kowloon East and Kwun Tong. Some members of the industry have suggested making good use of the capacity shown in CLP’s Power Availability Maps and prioritising the expansion of fast charging infrastructure at public and metered car parks. In this connection, will the Government inform this Council:
 
(1) of the respective numbers and percentages of parking spaces with fast chargers (100 kW or above) and medium chargers in public and private car parks in Hong Kong in the past three years; according to the territory-wide Power Availability Maps, of the respective numbers and percentages of parking spaces in public and on-street metered car parks that currently have sufficient power supply and space for the retrofitting of fast chargers;
 
(2) whether the authorities will actively consider selecting metered car parks with good power supply conditions as pilot sites to integrate metered parking and fast charging functions; if so, of the specific timetable; if not, the reasons for that;
 
(3) whether the authorities will consider positioning charging parking spaces as “short-stay energy replenishment bays”, introducing smart management at metered and public charging parking spaces, implementing a “charge-and-go” mechanism, and imposing a surcharge on vehicles that overstay; if so, of the details; if not, the reasons for that;

(4) given the severe lack of quick charging facilities for commercial vehicles (e.g. full electric light buses), of the specific support measures put in place by the authorities; whether the authorities will review the Electricity Ordinance (Cap. 406), roadside marking guidelines or land legislation to streamline the approval process, and introduce market forces to develop commercial and public fast charging networks; and

(5) of the number of applications received under the Fast Charger Incentive Scheme so far, the number of Acknowledgement Notices issued and the number of chargers involved; the main bottlenecks constraining projects that have been approved but not yet completed; whether the authorities will set up a dedicated interdepartmental task force to implement “one-stop” parallel approvals, so as to streamline the processes of marking, lease modification and power grid connection?

Reply:

President,

     To achieve zero vehicular emissions before 2050, in line with Hong Kong’s commitment to strive for carbon neutrality in the same timeframe, the Government has been actively promoting the popularisation of electric vehicles (EVs), with remarkable results. As at end-September 2026, there were over 180 000 EVs in Hong Kong, more than six times the figure in 2021. Currently, more than seven out of every ten newly registered private cars are EVs, the growth rate of which ranks among the top in the world.

     Unlike many places or cities, the Hong Kong Special Administrative Region Government supports EV charging not solely by building chargers, but also by promoting charging facilities at private parking spaces. Over the past five years, under the Government’s drive, the number of private parking spaces equipped with charging facilities has increased from 23 000 in 2021 by approximately six times to around 160 600 in September 2026, offering greater convenience to EV users. Charging technologies also continue to advance and diversify. For instance, the megawatt flash-charging technology that has begun to be deployed in Hong Kong is pushing charging speed towards achieving “same speed for petrol and electric refuelling”, allowing fewer chargers to serve more EVs. A single charger deploying megawatt flash-charging technology can support more than 100 EVs. Coupled with the emerging battery-swapping technology, the “vehicle-to-charger ratio” is no longer an effective indicator of whether charging facilities are sufficient.

     Apart from charging facilities at private parking spaces, Hong Kong currently has 18 090 public chargers. The overall charging facilities can already support more than 290 000 EVs. According to information from charging service operators, the average utilisation rate of fast or quick public chargers in different districts across Hong Kong currently stands at around 10 per cent to 20 per cent, indicating that the overall charging facilities are sufficient at present.

     Moving forward, the Government will adopt fast chargers as the backbone of the public charging network to provide quick top-up charging for vehicle owners who are unable to charge their EVs for prolonged periods at their residences or workplaces. As announced in the 2026 Policy Address, our target is to increase the number of fast chargers to 5 000 within five years, supporting some 250 000 more EVs, and to reach about 10 000 in 2035. By then, these chargers, together with the estimated total of nearly 300 000 charging spaces, will be able to support the charging needs of more than 800 000 EVs collectively. 

     Having consulted the Transport Department, my response to the question raised by Hon Hung is as follows:

(1) and (5) The number and percentage of public EV chargers provided by the Government and the private sector over the past three years are set out in the Annex. As aforementioned, we are promoting a public charging network with fast chargers as the backbone. The $300 million Fast Charger Incentive Scheme launched in July 2025 aims to leverage private market forces to encourage private charging operators to provide more public fast chargers. The Power Availability Maps were primarily prepared in support of the Scheme, with a view to providing reference for operators interested in offering charging services to facilitate identification of suitable locations for installing fast chargers.

     As at end-September 2026, Acknowledgement Notices have been issued in respect of 792 fast chargers. Applicants are required to put the chargers into operation within 12 months after approval. One hundred and twenty-four of these chargers have already commenced operation. The remaining approved applications will progressively come into operation upon completion of the tendering process for charging services, electricity connection and power distribution works, as well as the necessary planning or land use exemption applications and other preparatory work.

     Meanwhile, the Environment and Ecology Bureau has been assisting applicants in following up with relevant government departments and the power companies on applications relating to land leases, planning and grid connection, and has been actively co-ordinating to expedite the approval process.

     In light of the latest developments in charging technologies, we refined the Fast Charger Incentive Scheme on October 1 this year by relaxing the application criteria and simplifying the application requirements for mobile charging equipment (including mobile charging robots) and battery energy storage systems. The market response to the refined Scheme has been positive. We are currently processing applications involving 200 chargers.

(2) In response to the demand of motorists and commercial vehicles for parking spaces, the Government provides metered parking spaces at roadside for short-term parking and has all along been committed to expediting the turnover of metered parking spaces through various measures to meet the short-term parking needs of drivers. In determining the provision of metered parking spaces, a range of factors need to be taken into account, including the parking needs of different drivers, the potential impact on surrounding traffic and spatial constraints. At present, we have no plan for large-scale installation of charging facilities at roadside metered parking spaces. As regards metered public car parks, the Government plans to use the newly constructed Tung Chung Chung Yan Road Ma Wan Chung Public Car Park and Tai O Yim Tin Public Car Park as pilot sites in the near future to explore the feasibility of providing charging facilities in metered public car parks. The Government will closely monitor the actual operation and utilisation of the above public car parks and, with reference to the actual operational effectiveness, review in a timely manner the feasibility of providing additional charging facilities at roadside public parking spaces and the way forward.

(3) At present, the Government has put in place relevant mechanisms at suitable venues, such as individual petrol-cum-charging stations and fast charging stations that are converted from petrol filling stations (PFSs), to impose additional charges on EVs that remain in the charging spaces after being fully or nearly fully charged. For example, at Rumsey Street Car Park, if non-EVs are found parked in EV-dedicated spaces, the car park operator will clamp the vehicles and the owners concerned will be required to pay an unclamping fee. We also encourage service operators under the Fast Charger Incentive Scheme to impose additional charges on persons who continue to occupy charging spaces after the completion of charging, so as to promote the turnover and utilisation rate of the charging facilities.

     Operators of charging facilities generally determine their operational models based on a variety of factors, including the original purpose of the charging spaces (for example, charging spaces in shopping malls do not necessarily require a “leave once fully-charged” arrangement) and the charging speeds supported by both the charging facilities and the EVs. Generally speaking, medium chargers installed at parking spaces in car parks serve a supplementary purpose, allowing EVs to top up while parked. Parking spaces equipped with fast chargers are primarily intended for charging purposes, and operators generally require EVs to “leave once fully-charged” in order to increase revenue. 

(4) As analysed in the Updated Version of the Hong Kong Roadmap on Popularisation of Electric Vehicles announced in February this year, the development of electric commercial vehicles has been relatively slow at present, mainly because the technology is not yet mature. Many commercial vehicle models available in the local market still cannot fully meet operators’ needs due to various reasons, such as substantially higher purchase costs compared with diesel vehicles, limited driving range, lower payload capacity and longer charging time, and have yet to reach the stage of large-scale application.

     Nevertheless, we will progressively promote the electrification of commercial vehicles. The Environment and Ecology Bureau has established a working group with the trade to assist in introducing more price-competitive EV models suitable for use in Hong Kong, starting with public light buses as the pilot, with a view to encouraging vehicle owners to switch to EVs. On the other hand, in addition to the Fast Charger Incentive Scheme, the Government has implemented various major measures in expanding charging facilities, including:

(i) progressively converting PFSs into fast charging stations and retrofitting chargers at existing PFSs, with the aim of providing up to about 180 fast chargers at around 60 existing PFSs progressively from this year onwards, which is expected to support nearly 10 000 EVs. In addition, the Government has identified eight PFS sites across the territory for development into fast charging stations, which can collectively provide over 150 chargers and are expected to support about 8 000 EVs. We have also set out operational requirements for petrol-cum-charging stations/fast charging stations, including that operators shall not charge electric taxis (e-taxis) and electric public light buses (e-PLBs) higher than the charging ceiling price published monthly by the Environmental Protection Department, and that operators shall reserve a certain number of chargers and parking spaces for e-taxis and e-PLBs between 3pm and 6pm each day, in order to provide convenience to the taxi and public light bus trades;

(ii) supporting franchised bus operators in installing charging facilities at new or existing bus depots and opening up the EV charging facilities at their bus depots and parking places in various districts for public use during daytime;

(iii) launching a $20 million fast charger scheme dedicated for commercial vehicles to encourage the trade to install commercial vehicle-dedicated fast chargers with an output power of at least 240 kW. We are drafting the framework of the new scheme and, following consultation with relevant stakeholders, will finalise the details and arrangements, including the subsidy amount and the number of chargers, with a view to announcing the details of the new scheme by the end of this year;

(iv) promoting the introduction of megawatt flash-charging technology and battery-swapping technology in Hong Kong to accelerate the popularisation of EVs, with the target of completing the first batch of projects within 2027. The primary target of enterprises promoting battery-swapping technology in Hong Kong is taxis;

(v) installing 50 fast chargers dedicated for e-taxis by the end of 2027 (capable of supporting about 300 e-taxis), of which 12 have already fully commenced operation and the remaining 38 will progressively come into operation from the end of this year;

(vi) establishing a working group with the two power companies to study the enhancement of the charging network infrastructure in Hong Kong, including examining ways to strengthen technical support for charging service operators and existing buildings. The two power companies have also been co-operating with the Government in promoting the installation of EV charging facilities in various types of existing buildings, including shopping mall car parks, and providing one-stop free assessment and technical support services covering project planning, electricity supply applications and technical advice for customers; and

(vii) actively promoting mobile charging robots, and connecting the transport trade and mobile charging robot operators to explore the use of charging robots for vehicle charging at locations where installation of conventional chargers is difficult.  read more