Following is a question by Dr the Hon Kwok Ka-ki and a written reply by the Secretary for Transport and Housing, Mr Frank Chan Fan, in the Legislative Council today (July 8):

Question:

     Some Tuen Mun residents have relayed that as Tuen Mun Road, being the major trunk road connecting Tuen Mun to other areas, has rather high volume of traffic, and traffic accidents frequently occur, severe traffic congestions often happen there. On the 12th of last month, two traffic accidents happened on that road on the same day, causing serious traffic jams with tailbacks reaching as long as 10 kilometres, much to the agony of the local residents. Regarding the external transport for Tuen Mun, will the Government inform this Council:

(1) of the design maximum capacity of Tuen Mun Road and, as anticipated by the authorities when constructing the road, the average daily peak hour and non-peak hour traffic volumes of the road in the 10th and the 20th years after its commissioning;

(2) of the following information on Tuen Mun Road in each of the past three years:
(i) the morning peak hour traffic volume,
(ii) the morning peak hour traffic volume/capacity (v/c) ratio,
(iii) the non-peak hour traffic volume,
(iv) the non-peak hour traffic v/c ratio, and
(v) the average daily traffic volume;

(3)  of the number of traffic accidents which happened on Tuen Muen Road and the resultant casualties, in each of the past three years;

(4) of (i) the number of incidents of traffic jams which were caused by traffic accidents, (ii) the average and the longest duration of the traffic jams, and (iii) the average and the longest lengths of the tailbacks, on Tuen Mun Road in each of the past three years;

(5) of the works projects to be implemented and other ways to be adopted in the coming five years to alleviate the problem of traffic congestion on Tuen Mun Road;

(6) of the latest anticipated commissioning date of the Northern Connection of Tuen Mun-Chek Lap Kok Link (TM-CLKL); in the estimation by the authorities, (i) the v/c ratios on Tuen Mun Road during peak hours, and (ii) the reduction in the traffic volume per hour when compared with the pre-commissioning figure, in the first five years after the commissioning of the Northern Connection of TM-CLKL;

(7) of the (i) maximum traffic volumes, (ii) peak hour traffic volumes per hour, and (iii) average daily traffic volumes, in the first five years after the commissioning of the Northern Connection of TM-CLKL, as anticipated by the authorities when designing the road; and

(8) in addition to the commissioning of the Northern Connection of TM-CLKL, of the authorities' plans in the coming five years to improve the external transport for Tuen Mun, and whether such plans include:
(i) planning for the construction of additional roads to connect Tuen Mun to the urban areas,
(ii) resuming the ferry services between Central and Tuen Mun,
(iii) planning for the construction of additional railways to connect Tuen Mun to the urban areas,
(iv) enhancing the franchised bus services between Tuen Mun and the urban areas, with a view to attracting motorists commuting to and from Tuen Mun by bus instead, and
(v) prompting the reduction in the tolls of Tai Lam Tunnel with a view to making optimal use of its unused capacity;

     If so, of the progress; if not, whether they will commence feasibility studies for such plans?

Reply:

President,

     Tuen Mun Road, with heavy daily traffic, is the trunk road connecting the Northwest New Territories (NWNT) and the urban areas. The Transport Department (TD) has all along been closely monitoring the traffic of various major roads (including Tuen Mun Road) and disseminating traffic information to road users through different channels in a timely, effective and extensive manner, so that they could plan their trips and select transport modes having regard to the actual traffic conditions.

     After consulting TD and the Highways Department (HyD), my reply to the various parts of the Dr Hon Kwok Ka-ki's question is as follows.

(1) and (2) At present, the section between Sham Tseng and Tsing Long Highway has the highest daily average traffic flow of Tuen Mun Road. According to the latest Annual Traffic Census (ATC) (i.e. traffic flow statistics up to 2018), the daily average traffic volumes, the morning peak hour traffic volumes, the morning peak hour traffic volume/capacity (v/c) ratios of the road section concerned from 2016 to 2018 and its maximum design capacity are tabulated below:
 

Note 1: The morning peak hour refers to the busiest one hour from 7am to 10am on weekdays (i.e. Mondays to Fridays, except public holidays).

Note 2: The v/c ratio is used to reflect the traffic situation during peak hours. A v/c ratio less than 1.0 means that the situation is acceptable.

Note 3: The maximum design capacity is calculated based on the number of traffic lanes and width of the road section concerned.

     As Tuen Mun Road was constructed years ago, TD does not have information on its estimated peak hour and non-peak hour traffic volumes at the time of construction. ATC also does not contain traffic volume data during non-peak hours of the road section concerned.

(3) Based on records, the numbers of traffic accidents that happened on Tuen Mun Road and the resultant casualties from January 2017 to May 2020 are tabulated below:
 

*Provisional figures

(4) During the period from June 2017 to mid-June 2020, there were 589 traffic accidents that caused traffic obstruction on Tuen Mun Road. The average and the longest duration of the traffic obstruction caused by these accidents were about 30 minutes and 270 minutes respectively. TD does not maintain records of the lengths of vehicle queues caused by each accident.

(5) to (7) HyD is taking forward the construction of the Tuen Mun – Chek Lap Kok (TM-CLK) Link Northern Connection which will connect NWNT, Hong Kong-Zhuhai-Macao Bridge Hong Kong Port, North Lantau and the Hong Kong International Airport. Upon the commissioning of TM-CLK Link Northern Connection, it is anticipated that some of the vehicles will choose to travel between NWNT and Lantau through TM-CLK Link Northern Connection, alleviating the traffic conditions at Tuen Mun Road. The actual traffic volumes of Tuen Mun Road and TM-CLK Link Northern Connection will be subject to various factors, including choices of the motorists, economic conditions, traffic conditions on other roads, etc.

     TM-CLK Link Northern Connection is planned to be completed in end 2020 at the earliest. Due to unforeseen events in recent months, including COVID-19, the supply of construction materials and installations has been affected and the workforce for site works was once reduced. HyD will monitor the progress of works and assess continuously the impact of the epidemic on the project as a whole.

     TD will also continue to monitor closely the traffic conditions of Tuen Mun Road and review the design of the road facilities in due course.  Additional traffic signs and road markings will be provided as necessary to further remind motorists to pay attention to the traffic conditions.

(8) (i) HyD is conducting a feasibility study on Route 11 for enhancing the connectivity of major roads between NWNT and the urban areas. Upon finalisation of the feasibility study, the Government will consult the Legislative Council and relevant District Councils on the recommended alignment and other engineering-related matters. 

(ii) Due to inadequate patronage, the "Tuen Mun-Central" ferry route ceased operation in 2000. Regarding the proposed resumption of operation of the ferry route, the Government welcomes any operator interested in running a new ferry route to submit application. The Government will take into account all factors, including passenger demand as well as financial and operational viability.

(iii) The Tuen Mun South (TMS) Extension is one of the seven recommended railway schemes in the Railway Development Strategy 2014. The proposed project will extend the West Rail Line from Tuen Mun Station southwards by about 2.4 kilometres, including the provision of a new station near Tuen Mun Ferry Pier and an intermediate station at Tuen Mun Area 16, thereby improving railway access to the community south of the Tuen Mun town centre. The TMS Extension will offer an alternative commuting choice to the residents in the vicinity and divert more commuters to rail-based transport, which may help relieve the congestion on existing roads. The Government has already invited the MTR Corporation Limited to proceed with the detailed planning and design of the TMS Extension project.

     In addition, in order to complement the proposed development of the artificial island in the Central Waters, the Government plans to implement a major transport corridor with roads and railway linking Hong Kong Island North, the artificial island in the Central Waters, North Lantau and the coastal areas of Tuen Mun. The proposed transport corridor will help relieve the current day-to-day congestion at the existing West Rail Line and Tuen Mun Road during peak hours, improve the transport situation in NWNT and enhance the flexibility and resilience of the entire transport network of Hong Kong, and improve the transport performance in NWNT and even the entire Hong Kong.

(iv) At present, franchised buses are the major road-based public transport mass carriers connecting NWNT and the urban areas. To facilitate the operation of franchised buses, the Government has already put in place bus-only lanes and bus-bus interchange on Tuen Mun Road.

     Given the impending commissioning of TM-CLK Link Northern Connection, TD will adjust the current bus routes plying between Tuen Mun and North Lantau by re-routing via the Northern Connection of TM-CLKL in lieu of Tuen Mun Road, Ting Kau Bridge and Lantau Link. The arrangement will shorten the journey distance and time of the bus routes to and from the two districts, as well as ease the traffic flow on Tuen Mun Road. TD will continue to closely monitor the operation of various public transport services, and make timely adjustments in response to passenger demand with a view to further improving the public transport services of the district.

(v) TD commenced the Study on "Congestion Charging" (the Study) in July 2019 to examine the hierarchy and levels of tolls of government tolled tunnels and control areas (including the Western Harbour Crossing and Tai Lam Tunnel which will be taken over by the Government upon franchise expiry in August 2023 and May 2025 respectively). The Study adopts the principle of "Efficiency First" to enable efficient people carriers to enjoy lower tolls for using government tolled tunnels and control areas, while imposing higher tolls on vehicles with low-carrying capacity.

     The Study will also consider how the implementation of Congestion Charging will affect vehicular traffic flows of the relevant alternative routes (including Tuen Mun Road). TD plans to consult relevant stakeholders on the recommendations arising from the Study in 2021.

     Following is a question by the Hon Regina Ip and a written reply by the Secretary for Transport and Housing, Mr Frank Chan Fan, in the Legislative Council today (July 8):

Question:
     
     According to the Annual Report 2019 published by the MTR Corporation Limited (MTRCL), the financial performance of the South Western Railway of the United Kingdom last year continued to suffer for a number of reasons, and the MTRCL therefore needed to set aside a provision of £43 million which amounted to its share of maximum potential loss under the relevant franchise agreement. In addition, while the MTR Express intercity railway service between Stockholm and Gothenburg, Sweden, operated by a wholly-owned subsidiary under the MTRCL gained a steady patronage growth last year, it was still operating at a loss. Notwithstanding the unsatisfactory performance of the railway business it operated overseas, the MTRCL continued to expand its overseas railway business, such as the Sydney Metro North West Line which commenced service in May last year. In this connection, will the Government inform this Council if it knows:

(1) the profits or losses of the MTRCL's overseas railway business recorded in each of the past five years;

(2) the number of staff members sent overseas by the MTRCL in the past five years to handle railway business, and their specific duties;

(3) the percentage of its management resources currently allocated by the MTRCL to its overseas railway business; the specific measures in place to ensure that the senior management staff of the MTRCL will stay focused on local railway business, so that the MTRCL will not miss the opportunity for development and thereby affecting the shareholders' return; and

(4) how the MTRCL assesses the return on its overseas railway business, and whether the MTRCL has formulated any exit plan in respect of overseas railway projects that have recorded losses over a long period of time and are faced with bleak prospects; if the MTRCL has, of the details; if not, the reasons for that?

Reply:

President,

     As the railway operator of Hong Kong, the MTR Corporation Limited (MTRCL) is tasked with great responsibilities. Since its commencement of business in 1979, the MTRCL has adhered to the management principle of maintaining its primary focus on local businesses. The development of railway businesses in Hong Kong has always been its core business. As for the businesses outside Hong Kong, the Corporation adopts "on-the-ground management" strategy such as establishing subsidiaries in, or setting up joint ventures with other companies of those places, thereby continuing to develop its Mainland and overseas businesses in a steady manner. These subsidiaries or joint venture companies will then search for and employ suitable talents on-the-ground, who will be responsible for the construction or operation of railways in those places by working with a small number of suitable staff members deployed from Hong Kong.
     
     Mindful of the public concern over the operating strategy of the MTRCL, the Government has been actively fulfilling its responsibility as the majority shareholder of the Corporation. We have requested the MTRCL to continue to review its governance structure and operation, and maintain the quality of local railway services and new construction projects.

     My reply to the four parts of the question is as follows:

(1) Profits gained from Mainland and overseas businesses in each of the past five years are shown below:
 

*After deducting business development costs

(2) In developing Mainland and overseas businesses, a majority of the MTRCL's staff are recruited on the ground, and not deployed from Hong Kong. The number of staff members sent overseas by the MTRCL in the past five years to handle railway businesses is as follows:
 

 
     They were engaged in different professional disciplines such as engineering, operations, maintenance, safety and quality, and project consultancy. These staff were posted to a subsidiary or joint venture company on the Mainland or overseas primarily to provide support for the construction, daily operation and maintenance of local railways, including management of trains and E&M systems (including signalling system and other systems), as well as supervision of the operation, maintenance and refurbishment work after commissioning of the railways. 

     The MTRCL employs over 17 000 staff in Hong Kong. In the past five years, an average of fewer than 200 of them a year (only about 1 per cent of the overall staff number) were dedicated for railway businesses outside Hong Kong.

(3) To strengthen management and to ensure that the Corporation keeps its primary focus on local businesses, the MTRCL has set risk management indicators for its Mainland and overseas investments. The total investment in Mainland projects (including all equity investment, shareholders' loans as well as financial and performance guarantees determined after risk assessment) shall not exceed 15 per cent of the equity attributable to equity shareholders. As regards overseas investment, the total investment (including all equity investment, shareholders' loans as well as financial and performance guarantees) shall not exceed 5 per cent of the equity attributable to equity shareholders. At present, the MTRCL's investment on the Mainland and overseas has not reached the cap in relation to the above funds. The MTRCL management team oversees the development and administration of all of the Corporation's day-to-day businesses (including local, Mainland and overseas businesses), and there is no breakdown of the management resources allocated to individual businesses.

(4) The MTRCL, as a listed company operating according to commercial principles, shall carry out prudent study on the risk and return before confirming the participation in any potential investment project in the Mainland or overseas. This includes analysis of financial condition, local laws, market competition, and manpower required from Hong Kong and the local community.  External consultants may also be engaged for advice where necessary.

     As for projects already launched, the MTRCL shall continue to review the risk and return, including the impact of the external economy and investment environment on the operation of individual projects, so as to examine if the projects are beneficial to the Corporation. The MTRCL management team shall report to the Board of Directors regularly in this regard, and disclose relevant information to the public in accordance with the Listing Rules at suitable times and where appropriate.

     Following is a question by Dr the Hon Lo Wai-kwok and a written reply by the Secretary for Transport and Housing, Mr Frank Chan Fan, in the Legislative Council today (July 8):

Question:

     The Financial Secretary (FS) announced in this financial year's Budget that the Innovation and Technology Bureau would publish the Smart City Blueprint for Hong Kong 2.0 within this year, and that FS had earmarked about $1 billion for the Smart Traffic Fund (the Fund) to provide funding support for enterprises or organisations to conduct research and application on vehicle-related innovation and technology. Besides, the Transport Department (TD) published in July 2019 a Smart Mobility Roadmap for Hong Kong, putting forward five key objectives of smart mobility initiatives, namely "Safe", "Informative", "Green", "Mobile" and "Accessible". In this connection, will the Government inform this Council:

(1) given that the Government is taking forward pilot projects on automated parking systems in Tsuen Wan, Sham Shui Po, Sheung Wan and Chai Wan, and the Urban Renewal Authority is studying the introduction of underground smart parking systems in Yau Ma Tei and Mong Kok, of the progress of the relevant work, and whether it will expeditiously study the introduction of smart car parks in other districts;

(2) whether it will amend the relevant legislation and land leases to the effect that operators currently renting government land under short-term tenancies to operate public car parks are required to disseminate, before a specified deadline, real-time vacancy information of the car parking spaces of their car parks through "HKeMobility", a mobile application of TD; if so, of the details; if not, the reasons for that;

(3) given that quite a number of new-model vehicles are installed with various driver assistance systems (e.g. Collision Prevention Assist, Lane Keep Assist, Blind Spot Assist alerts, Stability Programme and Automatic Emergency Braking System), whether the Government will allocate funds from the Fund to subsidise vehicle owners to retrofit such systems in various types of existing vehicles in order to enhance road safety; if so, of the details; if not, the reasons for that;

(4) given that various road transport operators (including the operators of franchised buses, red minibuses and residents' buses, as well as the MTR Corporation Limited) have not yet fully opened up the real-time arrival information of their vehicles/trains, whether the Government will draw up a timetable for central dissemination of the relevant information by such operators through "HKeMobility" to facilitate members of the public to travel around; if so, of the details; if not, the reasons for that;

(5) given that in June 2019, TD kick-started the pilot intelligent traffic signal system project under which sensors were installed at signalised junctions to automatically detect real-time volume of vehicles and pedestrians flows so as to optimise signal time allocation, of the existing locations where intelligent traffic signal systems have been installed, and the effectiveness of such systems in improving the traffic flow so far; whether TD will expedite the installation of intelligent traffic signal systems at various road junctions; and

(6) whether the implementation of the various initiatives to promote smart mobility and the construction of the relevant infrastructure facilities will be incorporated into the planning work for new development areas, so as to expedite the taking forward of smart mobility initiatives; if so, of the details; if not, the reasons for that?

Reply:

President,

     The Government is actively taking forward various Smart Mobility initiatives. By leveraging technology, these initiatives will enable more effective management of traffic for the convenience of the commuting public. After consulting the Development Bureau and the Transport Department (TD), my reply to the various parts of Dr the Hon Lo Wai-kwok's question is as follows:

(1) TD is taking forward pilot projects on automated parking systems (APSs) so as to acquire and consolidate experience in building, operating and managing different types of APSs and the associated financial arrangements. This will pave the way for wider application of APSs in public car parks in future.

     When identifying sites for the pilot projects, TD takes into consideration such criteria as parking demand, geographical environment, planning restrictions, impact on local traffic, etc. So far, TD has identified sites for four pilot projects. Regarding the pilot project at a short-term tenancy (STT) site in Tsuen Wan, TD has already secured support from the Tsuen Wan District Council, and it is expected that tenders would be invited in mid-2020. As regards the pilot project in Sham Shui Po, TD is assessing its technical feasibility after obtaining support from the Sham Shui Po District Council. For the pilot projects in Sheung Wan and Chai Wan, TD will consult relevant District Councils in due course. In view of various districts' aspirations for APSs, after the commissioning of the APS in Tsuen Wan, TD will conclude its experience and the effectiveness of the APS for consideration of introduction of APSs to other districts.

     Separately, the Urban Renewal Authority is conducting its Yau Mong District Study, in which the concepts of Smart City (including Smart Mobility) will be covered. The feasibility of applying such concepts in the redevelopment districts in future would, however, be subject to relevant policies and regulatory control.

(2) Since mid-2018, the Government has incorporated provisions into new STT agreements of fee-paying public car parks, mandating the operators to provide real-time parking vacancy information and data of their car parks to the Government for dissemination to the public through TD's "HKeMobility" mobile application and the Public Sector Information Portal (data.gov.hk). As at end June 2020, TD disseminated real-time parking vacancy information of some 30 STT fee-paying public car parks.

(3) The Government welcomes the introduction of new driver assistance systems by vehicle manufacturers for various classes of vehicles so as to enhance driving and road safety. After assessing the technical details submitted by vehicle manufacturers in support of their applications for type approval, TD has already approved the installation of some of the systems on relevant vehicles registered in Hong Kong. Currently, the Government has no plan to subsidise vehicle owners to retrofit driver assistance systems in various classes of existing vehicles.

(4) Since August 2019, the New World First Bus Services Limited, the Citybus Limited, the New Lantao Bus Company (1973) Limited and the Mass Transit Railway Corporation Limited (MTRCL) (in respect of Airport Express, Tung Chung Line, West Rail Line and Tseung Kwan O Line, which have relatively lower service frequency) have disseminated real-time information and data of their vehicles/trains through "HKeMobility" and data.gov.hk.

     TD is funding the development of the real-time arrival information system for green minibuses (GMBs), and will install positioning devices on around 3 300 GMBs across the territory, so that the public can access the real-time arrival information and data of GMB routes via "HKeMobility" and data.gov.hk. TD targets to launch the real-time arrival information system for GMBs by phases starting from end 2020 for full implementation by 2022. Since the majority of red minibuses (RMBs) do not operate on fixed routes and stops, TD will consider whether to further extend the system to RMBs that operate on fixed routes and stops in the light of the effectiveness of its full implementation on GMBs.

     The Government understands that the community expects dissemination of more real-time public transport data and information. TD will continue to actively encourage public transport operators, including MTRCL, the Kowloon Motor Bus Company (1933) Limited and the Long Win Bus Company Limited, to open up more data. MTRCL has responded positively and is working on the details and the implementation schedule. As regards the residents' services, based on TD's understanding, there are currently no operators providing real-time arrival information.

(5) TD launched the Pilot Real-time Adaptive Traffic Signal System in June 2019, and has been installing the system at a total of five selected signalised junctions on Hong Kong Island, Kowloon and the New Territories. Upon the completion of the design and laboratory tests for the system, TD commenced the installation works at the signalised junction of King Cho Road and Lim Cho Street in Lai King in June 2020. Consultation on and installation works at the remaining selected sites will be carried out progressively. When the system formally comes into operation, TD will assess its effectiveness based on the tailback length and waiting time concerned at the junctions for consideration of extending the project to other suitable road junctions.

(6) As for the on-going projects in New Development Areas (NDAs) and New Town Extensions, the introduction of Smart Mobility elements has already been explored during the planning and design process, with suitable measures adopted in the planning of NDAs, including the use of public transport to serve as the backbone for the community as well as the provision of comprehensive and convenient cycling and pedestrian networks for promoting Smart Mobility.

     Following is a question by the Hon Steven Ho and a written reply by the Secretary for Transport and Housing, Mr Frank Chan Fan, in the Legislative Council today (July 8):

Question:

     Some vessel owners have relayed that the numbers of vessels of various types, particularly Class IV pleasure vessels, have been growing continuously in recent years. The authorities have stressed that the overall supply of sheltered spaces in Hong Kong waters is sufficient for meeting the estimated demand up till 2030, and the authorities have implemented several improvement measures. However, given the practices of the trade and a habit of berthing vessels at the homeport, most vessel owners choose to berth their vessels at the typhoon shelters within or near the urban areas, thus causing an acute shortage of berthing spaces in those typhoon shelters and conflicts among the persons-in-charge of different types of vessels from time to time over the use of such berthing spaces. On the other hand, the occupancy rates of some relatively remote typhoon shelters (e.g. Hei Ling Chau Typhoon Shelter and Yim Tin Tsai Typhoon Shelter) have all along been on the low side. Regarding the management of typhoon shelters, will the Government inform this Council:

(1) of the numbers of vessels berthing at the various typhoon shelters and sheltered anchorages during normal and inclement weather conditions in each month of the past three years, with a breakdown by type of vessel lengths permitted in the typhoon shelters;

(2) of the current utilization of the Kwun Tong Typhoon Shelter by various types of vessels; the effectiveness of the authorities' measure of setting up a non-pleasure vessel mooring area in this typhoon shelter to achieve better mooring management; whether it will consult the trade again to introduce improvement measures;

(3) of the details of the law enforcement actions taken in the past three years by the Marine Department (MD) to combat the acts of profiteering from the berthing spaces in typhoon shelters, including (i) the number of inspections conducted, (ii) the number of complaints handled, (iii) the number of prosecutions instituted, and (iv) the number of convictions; whether MD has taken other measures to maintain the safe and orderly berthing of vessels within typhoon shelters;

(4) whether the authorities will review and amend the Merchant Shipping (Local Vessels) (Typhoon Shelters) Regulation (Cap. 548E) so that the Director of Marine will be vested with more powers to immediately dispose of those vessels that have breached the mooring requirements in typhoon shelters; if so, of the details; if not, the reasons for that; and

(5) given that some fishermen have relayed to me that recently some people have used float lifts in some typhoon shelters for stowing pleasure vessels which are not in use temporarily, and that such equipment has obstructed watercourses and posed safety hazards to other vessels, of the details of the regulatory measures currently taken by MD against such equipment?

Reply:

President,

     In response to the Hon Steven Ho's question, in consultation with the Marine Department (MD), our reply is as follows:

(1) Typhoon shelters are established to provide sheltered spaces for local vessels during typhoons or inclement weather so as to ensure the safety of these vessels and their crew. The MD does not maintain information on occupancy of typhoon shelters and sheltered anchorages in normal days, but keeps track of the highest occupancy of each typhoon shelter during typhoons to ensure that vessels' demand for sheltered spaces during inclement weather can be met. The highest occupancy of each typhoon shelter by class of vessels during typhoons in the past three years (i.e. between 2017 and 2019) is at Annex.

(2) The MD has, on a trial basis, designated through administrative measures a specific area within the Kwun Tong Typhoon Shelter (KTTS) since August 2017 for the exclusive mooring of non-pleasure vessels with a view to achieving better mooring management. Since the implementation of such measure, a total of about 15 hectares of mooring space at the south of the KTTS has become available for the exclusive mooring of non-pleasure vessels. The MD has been monitoring the situation closely, and our observation is that more water area is now available for use by non-pleasure vessels. We will keep in view the effectiveness of the trial and have no plan to implement other measures for the time being. The MD will maintain its regular patrols at the KTTS and its communication with the sector to collect their views.

(3) The MD patrols the Hong Kong waters including typhoon shelters from time to time. In the past three years (i.e. between 2017 and 2019), the MD successfully prosecuted 191 vessels that were in breach of the relevant marine legislation. In addition, the Hong Kong Police Force (HKPF) and the MD have conducted 12 joint operations to curb any illegal activities within the KTTS since November 2018. As at June 23, 2020, no report of illegal activities within typhoon shelters was received by the MD.

     The MD will continue to work with the HKPF to take appropriate action at typhoon shelters to ensure the safe and orderly berthing of vessels therein. If irregularities are found, the MD will take follow up actions as appropriate. The MD will also continue to maintain good liaison with the sector, and will distribute publicity leaflets during patrols to remind vessel operators to comply with marine legislation at all times.

(4) Under section 8 of the Merchant Shipping (Local Vessels) (Typhoon Shelters) Regulation (Cap. 548E), if a local vessel fails to take up a particular position as directed by the Director of Marine or to be berthed, moored, anchored or secured in accordance with the direction, the Director may, subject to relevant requirements, take possession of the vessel and remove it from the typhoon shelter or move it from the position in which it is lying. The Director shall give the owner of the vessel concerned, his agent or the coxswain of the vessel not less than 7 days' notice in writing of the exercise of his powers and the notice shall state the reason therefor. The Director may also exercise the above powers as the circumstances (such as inclement weather) require, notwithstanding that the period of the notice has not expired, or if the owner of the vessel concerned, his agent or the coxswain of the vessel cannot be found. Since the existing legislation has empowered the Director to handle such cases, we have no plan for any legislative amendment at the moment.

(5) The MD patrols the Hong Kong waters including typhoon shelters from time to time, to ensure that fairways and passage areas in typhoon shelters are unobstructed. Regarding the use of float lifts, the MD is examining and exploring the details involved, and will consult stakeholders on this matter in due course.

     The Hong Kong Special Administrative Region Government announced today (July 8) the launch of a three-month public consultation on the proposed introduction of offences against voyeurism, intimate prying, non-consensual photography of intimate parts and the distribution of related images.
 
     A spokesperson said, "In accepting the recommendations of the Law Reform Commission in its Report on Voyeurism and Non-consensual Upskirt-photography, the Government proposes to introduce criminal offences against voyeurism and non-consensual photography of intimate parts, including the taking of still photographs and videos. In addition, the Government also proposes to introduce a criminal offence of intimate prying irrespective of the purpose.
 
     "To render further protection to victims, the Government also proposes the introduction of a criminal offence against the distribution of surreptitious intimate images obtained from the proposed offences above, and another criminal offence against the non-consensual distribution of relevant images in cases where consent was given for the taking of such intimate images but not for subsequent distribution. In addition, the Government proposes to include all these new offences in the Specified List of Sexual Offences under the Sexual Conviction Record Check Scheme."
 
     There is currently no specific offence against voyeurism or non-consensual photography of intimate parts (such as upskirt photography) under the law. At present, these acts can only be prosecuted with other charges (e.g. "loitering" and "disorder in public places"). The penalties for some of these other offences are relatively lower and not commensurate with the severity of voyeurism and surreptitious intimate photography, which often violate the victim's right to privacy and sexual autonomy, and cause long-term distress, humiliation, harassment and stress to the victim.
 
     The Consultation Paper can be downloaded from the website of the Security Bureau (www.sb.gov.hk/eng/special/voyeurism/index.htm). Members of the public are invited to send their views to the Security Bureau by mail (Central Government Offices, 10/F, East Wing, 2 Tim Mei Avenue, Tamar, Hong Kong), by fax (2501 4281) or by email (consultation@sb.gov.hk) on or before October 7, 2020.