The new Central Harbourfront and Tamar to be torn up twice
Completion of the waterfront delayed from 2012 to 2020
On 8 April 2008 engineers at the Central reclamation explained they are now NOT proceeding with any road or rail tunnel work.
The newCentral Harbourfront and Tamar, both due for completion in 2011, will have to be ripped up in the future for the construction of the road tunnel for the Central-Wanchai Bypass (CWB), and again for the rail tunnel for the Airport Express Overrun and the North Hong Kong Island Line.
Six to eight additional years of noise, dust, traffic congestion and loss of harbour enjoyment can be avoided by building the two tunnel boxes underground now while the reclamation is in progress. This advance work would save an estimated HK$1.5 billion in future construction and landscaping cost, and billions in lost revenue due to traffic congestion and delay in the use of the waterfront till 2020.
新中區海旁和添馬艦將需被拆完再拆 海旁工程將由2012年延期至2020年完成
負責中環填海的工程師在2008年4月8日就現在政府將不會開展任何道路或鐵路隧道工程作出解釋。
新中區海旁和添馬艦都預計於2011年完工，兩者將需為未來工程被拆開兩次，首先為中環灣仔繞道行車隧道，然後是機場鐵路延展掉車隧道及北港島線。
要是現在趁填海工程期間興建兩條地下隧道管就可避免多受六至八年的噪音、沙塵、塞車之苦以及錯過使用海港的損失。是項先行工程估計可省回值十五億港元的未來建築和環境美化費用，以及避免因交通擠塞和等到2020年才可使用海旁當中延誤造成數以億計的收入損失。
Map showing the road tunnel in red (CWB) and the rail tunnel in dark grey (AREOT )
No need to delay the Central-Wanchai Bypass tunnel section in Central
Gloucester Road
However, as there is no uncertainty about the alignment of the CWB in Central, the Government can build that section of the tunnel box and complete the harbour-front promenade and facilities on top in time. The entire road tunnel can be opened once the Wanchai,Causeway Bay
無必要延遲中環灣仔繞道之中區隧道段
政府於2008年4月29日 通知共建維港委員會當局就法庭對銅鑼灣臨時填海的判決，以及長江實業集團有限公司之附屬公司福利置業有限公司反對計畫興建的隧道入口位處其旗下北角的酒店門前而提出的司法復核後，正在「研究」中環灣仔繞道。中環灣仔繞道須在2011年前完成來疏導中環和灣仔的交通擠塞情況，因為預期告士打道部分段落在繁忙時間的行車量/容車量比率屆時將超過1.4 。專家現估計中環灣仔繞道將延遲一至四年。
然而，由於中環灣仔繞道中環段的路線明確，政府可動工興建該段位置的隧道管，到時再完成上面的海濱長廊和設施。待灣仔、銅鑼灣和北角段都完成，屆時整條行車隧道就可啟用了。
The rail tunnel delayed over funding dispute since 2003
Based on the projected patronage, the Tung Chung Line (TCL) and the Airport Express (AEL) were to run eight-car and 10-car trains respectively, and the Hong Kong Station were to be put into full operation with a frequency of 2.25 minutes for TCL and 4.5 minutes for AEL, in 2008. This requires the existing rail tunnel to be extended by about 450 metres, fromIFC to the PLA Barracks, to ensure safe operation and to allow a turn back of trains.
The rest of the rail tunnel to North Point, including the stations under Tamar and at the Hong Kong Convention Exhibition Centre (HKCEC), was originally scheduled for 2011. The claim that we may have enough spare capacity until after 2016 is in doubt as we need to cope with the expansion of the HKCEC, the increasing congestion on the Cross-Harbour and Island Line and at Admiralty station, the increase in cross harbour coaches and busses, and now the delays in the CWB and the Shatin-Central line.
The rail tunnel box can be built today as the alignment is fixed by the Central station, the Government offices and the water channel of the HKCEC. Building the rail tunnel later will have engineering, traffic and environmental implications and make it much more difficult, costly and disruptive. The construction will require the cutting open of the gardens (green carpet) of the new Government offices on Tamar and the new P2 surface road network – the only relief to the traffic congestion along Man Yiu Street
However, according to the Legislative Council Brief by the Environment, Transport and Works Bureau dated 21 January 2003, the Government refuses to fund the advance tunnel work ‘as the project may only be constructed in 2016’, and theMTR refuses to fund the tunnel because ‘as a commercial enterprise it will not invest in the absence of a project agreement signed with the Government'.
鐵路隧道因資金爭議自2003年起一直拖延
按預計乘客量計，東涌綫和機場快線應分別以八卡車廂和十卡車廂行駛，而香港站到了2008，東涌綫和機場快線分別以2.25分鐘和4.5鐘的班次全面運作。這樣的話，現行的鐵路隧道需要從國際金融中心伸延約450米至解放軍軍營才可確保安全運作和作列車調頭之用。
鐵路隧道餘下直到北角的一段，包括添馬艦下和香港會議展覽中心的地鐵站原先預期在2011年。對於香港在2016年前應該有足夠空間容量的說法令人存疑，因為我們得應付香港會議展覽中心的擴展、海底隧道和港島線和金鐘站愈發擠塞的情況，還有數量在增加的旅遊車和巴士，現在再加上中環灣仔繞道和沙中線的延誤。
由於中環站、政府總部和香港會議展覽中心水道路線已固定，故此現在就可以動工建鐵路隧道管。若等將來才建鐵路隧道管，到時會產生工學上、交通和環境上的影響，使工程更加困難、昂貴和不便。這樣施工需要切開添馬艦的新政府總部的花園(綠地毯)和新P2地面道路網、這是中環灣仔繞道延遲興建的情況下，民耀街至中環干諾道中唯一疏導交通擠塞的路段。
可惜根據環境運輸及工務局在2003年1月21日的立法會背景資料簡介，政府以「由於該項目可能只會到2016年才動工」而拒絕對先行的隧道工程撥款，而地鐵則表示「作為商業機構，不會在沒有與政府簽訂工程合約的情況下作投資」而拒絕出資。
Map showing the rail tunnel and stations
Completion of the waterfront delayed from 2012 to 2020
On 8 April 2008 engineers at the Central reclamation explained they are now NOT proceeding with any road or rail tunnel work.
The new
Six to eight additional years of noise, dust, traffic congestion and loss of harbour enjoyment can be avoided by building the two tunnel boxes underground now while the reclamation is in progress. This advance work would save an estimated HK$1.5 billion in future construction and landscaping cost, and billions in lost revenue due to traffic congestion and delay in the use of the waterfront till 2020.
新中區海旁和添馬艦將需被拆完再拆 海旁工程將由2012年延期至2020年完成
負責中環填海的工程師在2008年4月8日就現在政府將不會開展任何道路或鐵路隧道工程作出解釋。
新中區海旁和添馬艦都預計於2011年完工，兩者將需為未來工程被拆開兩次，首先為中環灣仔繞道行車隧道，然後是機場鐵路延展掉車隧道及北港島線。
要是現在趁填海工程期間興建兩條地下隧道管就可避免多受六至八年的噪音、沙塵、塞車之苦以及錯過使用海港的損失。是項先行工程估計可省回值十五億港元的未來建築和環境美化費用，以及避免因交通擠塞和等到2020年才可使用海旁當中延誤造成數以億計的收入損失。
Map showing the road tunnel in red (CWB) and the rail tunnel in dark grey (AR
No need to delay the Central-Wanchai Bypass tunnel section in Central
However, as there is no uncertainty about the alignment of the CWB in Central, the Government can build that section of the tunnel box and complete the harbour-front promenade and facilities on top in time. The entire road tunnel can be opened once the Wanchai,
無必要延遲中環灣仔繞道之中區隧道段
政府於
然而，由於中環灣仔繞道中環段的路線明確，政府可動工興建該段位置的隧道管，到時再完成上面的海濱長廊和設施。待灣仔、銅鑼灣和北角段都完成，屆時整條行車隧道就可啟用了。
The rail tunnel delayed over funding dispute since 2003
Based on the projected patronage, the Tung Chung Line (TCL) and the Airport Express (AEL) were to run eight-car and 10-car trains respectively, and the Hong Kong Station were to be put into full operation with a frequency of 2.25 minutes for TCL and 4.5 minutes for AEL, in 2008. This requires the existing rail tunnel to be extended by about 450 metres, from
The rest of the rail tunnel to North Point, including the stations under Tamar and at the Hong Kong Convention Exhibition Centre (HKCEC), was originally scheduled for 2011. The claim that we may have enough spare capacity until after 2016 is in doubt as we need to cope with the expansion of the HKCEC, the increasing congestion on the Cross-Harbour and Island Line and at Admiralty station, the increase in cross harbour coaches and busses, and now the delays in the CWB and the Shatin-Central line.
However, according to the Legislative Council Brief by the Environment, Transport and Works Bureau dated 21 January 2003, the Government refuses to fund the advance tunnel work ‘as the project may only be constructed in 2016’, and the
鐵路隧道因資金爭議自2003年起一直拖延
按預計乘客量計，東涌綫和機場快線應分別以八卡車廂和十卡車廂行駛，而香港站到了2008，東涌綫和機場快線分別以2.25分鐘和4.5鐘的班次全面運作。這樣的話，現行的鐵路隧道需要從國際金融中心伸延約450米至解放軍軍營才可確保安全運作和作列車調頭之用。
鐵路隧道餘下直到北角的一段，包括添馬艦下和香港會議展覽中心的地鐵站原先預期在2011年。對於香港在2016年前應該有足夠空間容量的說法令人存疑，因為我們得應付香港會議展覽中心的擴展、海底隧道和港島線和金鐘站愈發擠塞的情況，還有數量在增加的旅遊車和巴士，現在再加上中環灣仔繞道和沙中線的延誤。
由於中環站、政府總部和香港會議展覽中心水道路線已固定，故此現在就可以動工建鐵路隧道管。若等將來才建鐵路隧道管，到時會產生工學上、交通和環境上的影響，使工程更加困難、昂貴和不便。這樣施工需要切開添馬艦的新政府總部的花園(綠地毯)和新P2地面道路網、這是中環灣仔繞道延遲興建的情況下，民耀街至中環干諾道中唯一疏導交通擠塞的路段。
可惜根據環境運輸及工務局在2003年1月21日的立法會背景資料簡介，政府以「由於該項目可能只會到2016年才動工」而拒絕對先行的隧道工程撥款，而地鐵則表示「作為商業機構，不會在沒有與政府簽訂工程合約的情況下作投資」而拒絕出資。
Map showing the rail tunnel and stations
