2. Response to comments “ The Cycleway is only for the cyclists in Hong Kong” The Cycleway will give connectivity to the entire harbourfront for everybody visiting the attractions, as well as it being an attraction itself.

3. Response to comments “ It’s impossible to enjoy the view while cycling” Cycling is a great way to see the surrounding views, particularly when on segregated routes when little other traffic is around.

4. Response to comments “ you can't imagine a guy going from Shau Kei Wan up to Soho, even if he did, he would have to drop off his bike and walk the two kilometers uphill to where he’s going” Cycling is a great way to improve public health and can be a great alternative to cramped & claustrophobic public transport. Going from the cycleway up to Soho is actually the easiest part of the journey, using the mid-levels escalator, as everyone else does.

5. Response to comments “ Hong Kong is different to other cycling cites around the world” Hong Kong is different and unique, just like every other city is. So if they have all overcome barriers and local conditions, and everywhere has, so can we .

6. Response to comments “ It is not the policy of the government to encourage cycling as transport” Martins answer.

7. Response to comments “ there isn’t room for adding a cycleway on the harbourfront” We have identified a route already, and a flexible approach means that we can find a way. The currently designed Central - Wanchai cycle track on the Harbourfront development already finds its way along the harbourfront, crossing pedestrian paths and making its way through the park. We can extend this concept throughout the harbourfront cycleway.

8. Response to comments “ there isn’t space for a cycleway along the harbourfront” Flexible designs mean that the cycleway can change it’s style and follow the most suitable locations as it progresses along the route.

9. Response to comments “ the roads in Hong Kong are too busy” The isolated sections of roads we are suggesting to use are quiet, seldom used roads. Mixed-use car and cycle sections have been minimised in the design of the route.

10. Response to comments “ Hong Kong Island is a dense urban environment” Whilst we agree that Hong Kong Island is a dense urban environment, it is this type of dichotomy that gives the cycleway and its views great appeal. The cycleway is planned to be segregated for the majority of its route, so the dense urban environment is only a background to the panoramic views.

11. Response to comments “ The cycle tracks are in the New Territories, cyclists can go there to ride” The Hong Kong Island Cycleway has a different role than most of the New Territory cycle tracks as it is designed to be more than simply recreational, but also for access to separated amenities along the harbourfront by tourists and the Hong Kong public.

12. Response to comments “ most cycling in Hong Kong is recreational” All cycling is recreational to some extent, but the Harbourfront Cycleway is seen primarily as a way to give tourists and the public connectivity to all of the Harbourfront attractions, as well as being an attraction itself.

13. Response to comments “ Cycling should only be on segregated cycle tracks” With a careful and modern design philosophy, a cycleway along the harbourfront can be achieved. Learning from cycleway designs around the world will enable the more challenging areas of the route to be accomplished.

14. Response to comments “ cycling is not compatible with pedestrians ” Cyclists are simply ‘enabled pedestrians’. A cyclist can stop and lock their bike, immediately becoming a pedestrian.

15. Response to comments “ the LCSD do not allow cycling within their parks” Permission to allow cycling in LCSD parks is at the discretion of the LCSD director, and it is hoped that with the public behind us, the LCSD can support the Harbourfront Cycleway also.

16. Response to comments “ how do cyclists get their bikes to the cycleway” Bike hire stations give enable Hong Kong residents and tourists to enjoy the cycleway whenever and wherever they prefer. People that cycle on the roads already will be given another ‘less traffic’ route to travel.

17. Response to comments “ T he IEC space is five metres, not nine” In our survey, the IEC columns are generally 9.7m apart, however we agree that in some cases near the slip roads this varies. With alternative design solutions such as shown in the HK Cycling Alliance IEC boardwalk video, we believe that incorporating the cycleway adjacent to the boardwalk is entirely possible.

18. Response to comments “ the cycleway is not an enabling component of the harbourfront” The Government has directed that the Harbourfront should be connected using an environmental transport system, and the cycleway offers this for relatively little investment when compared to other larger scale alternatives.

19. Hong Kong Island Cycling routes The existing route indicated is defined as the current continuous legal route nearest the harbour front that cyclists can use. The preliminary route indicated is possible with very minor improvements such as painting lines to create the cycleway and adding signs to find the most harbourfront route. The new route indicated is our interpretation of the best possible future route considering future developments, with the least impact on existing facilities to be maintained. The route is found to be highly feasible along its whole length, with respect to existing land use and ownership, connectivity, topography and adjacent features. Challenges of this route are noted at: • Restricted width of public access around Causeway Bay Typhoon Shelter • Gas pigging station between Quarry Bay Park Phase 1 and Hoi Yu Street area

20. Kennedy Town Harbourfront CYCLEWAY LEAVES CADOGAN PARK ALONGSIDE THE ROAD, AND THEN ALONG KENNEDY TOWN PRAYA EXISTING ROUTE – ONE-WAY SYSTEM AROUND KENNEDY TOWN MEANS CYCLISTS MUST USE THE VERY BUSY BELCHERS ROAD CONNECTIVITY TO KENNEDY TOWN MTR BICYCLE PARKING/HIRE FACILITY

24. Kennedy Town Harbourfront CURRENT USE: MTR WIL BARGING POINT LATER USE: HARBOURFRONT PUBLIC ACCESS OR CYCLEWAY TO PASS AT REAR OF PCWA, ADJACENT TO SHING SAI ROAD EXISTING ROUTE – ONE-WAY SYSTEM AROUND KENNEDY TOWN MEANS CYCLISTS MUST USE THE VERY BUSY BELCHERS ROAD EXISTING ROUTE – FOLLOWING THE BUSY SHING SAI ROAD WITH TWO LANES AND FAST-MOVING TRAFFIC CONNECTIVITY TO KENNEDY TOWN BUS STATION

28. Sai Wan Harbourfront CURRENT USE: WESTERN WHOLESALE FOOD MARKET – SUJATA GOVADA’S PROPOSAL * REPORTS THAT OPERATORS REQUIRE ONE PIER ONLY, OPENING UP THE HARBOURFRONT. A CYCLING BRIDGE COULD PASS OVER THE STILL-IN-USE PIER AREA EXISTING ROUTE – FOLLOWING THE BUSY SHING SAI ROAD EXISTING ROUTE – FOLLOWING THE BUSY SHING SAI ROAD AND CROSSING TRAFFIC FROM THE SLIP ROAD TO GET TO THE CONNAUGHT ROAD WEST FLYOVER * HBF Harbour-front Connectivity Study, Hong Kong , Dr Sujata Govada (2008) CONNECTIVITY TO KENNEDY TOWN/SAI WAN CURRENT USE: WESTERN DISTRICT PCWA LATER USE: HARBOURFRONT PUBLIC ACCESS OR CYCLEWAY TO PASS AT REAR OF PCWA, ADJACENT TO SHING SAI ROAD PRELIMINARY ROUTE ON FUNG MAT ROAD

31. Sai Ying Pun Harbourfront CURRENT USE: CONSTRUCTION SITE AND TEMPORARY VEHICLE PARKING, SPACE IS CONSTRAINED NEAR THE ENTRANCE RAMP TO THE WESTERN HARBOUR TUNNEL, HOWEVER THERE IS APPROXIMATELY 10M CLEAR, ADEQUATE TO INCLUDE A CYCLEWAY AND PEDESTRIAN BOARDWALK EXISTING ROUTE – USING CONNAUGHT RD FLYOVER CURRENT USE: SUN YAT SEN MEMORIAL PARK & WESTERN DISTRICT COMMUNITY GARDEN. LCSD TO ACCOMMODATE A CYCLEWAY THROUGH THE PARK EXISTING ROUTE – ON THE VERY BUSY CONNAUGHT ROAD WEST (UNDER THE HIGHWAY) ALTERNATIVE ROUTE FOLLOWING EXISTING PATHWAYS IN PARK - SEE LATER EXTRACT PLAN WSD EQUIPMENT TO BE RELOCATED INTO WD AREA CONNECTIVITY TO SUN YAT SEN PARK BICYCLE PARKING/HIRE FACILITY PRELIMINARY ROUTE ON EXISTING PATH AND FUNG MAT ROAD

37. Sheung Wan Harbourfront CURRENT USE: SHUN TAK CENTRE CYCLEWAY MAY NEED TO JOIN EXISTING ROAD FOR THIS SHORT SECTION, OR SHUN TAK CENTRE ON-ROAD PARKING IS REMOVED EXISTING ROUTE – THROUGH SHUN TAK CENTRE CYCLEWAY IS BUILT ADJACENT TO THE EXISTING ROADS, IN CENTRAL MEDIAN, CURRENTLY VEGETATION CONNECTIVITY TO MACAU FERRY & SHEUNG WAN BICYCLE PARKING/HIRE FACILITY BICYCLE PARKING/HIRE FACILITY

41. Central Harbourfront ROAD LAYOUT UNCLEAR UNDER PEDESTRIAN DECK CYCLEWAY CROSSES ROADS – CYCLISTS DISMOUNT EXISTING ROUTE – MAN YIU STREET IS BUSY WITH TAXIS AND BUSES FROM THE FERRY PIERS AND THE BUS STATION CYCLEWAY IS BUILT IN THE SPACE ALLOCATED FOR THE LANDSCAPED MEDIAN OF THE ROAD CYCLEWAY FOLLOWS THE SPACE ALLOCATED TO IT IN CURRENT PLAN CONNECTIVITY TO CENTRAL FERRY PIERS CONNECTIVITY TO CENTRAL BUSINESS & SHOPPING DISTRICT BICYCLE PARKING/HIRE FACILITY

46. Admiralty Harbourfront CYCLEWAY CROSSES MAJOR PEDESTRIAN FOOTPATHS – CYCLISTS GIVE WAY / DISMOUNT CYCLEWAY CROSSES MINOR PEDESTRIAN FOOTPATHS – CYCLISTS HAVE RIGHT OF WAY, PEDESTRIANS GIVE WAY EXISTING ROUTE – ROAD P2 ONLY RECENTLY OPENED AND WILL BE FAST-MOVING TRAFFIC WHEN COMPLETE CYCLEWAY FOLLOWS THE ALIGNMENT ALLOCATED TO IT IN CURRENT PLAN CONNECTIVITY TO ENTIRE FUTURE HARBOURFRONT DEVELOPMENT CONNECTIVITY TO STAR FERRY CONNECTIVITY TO CENTRAL GOVERNMENT OFFICES AND ADMIRALTY SHOPPING DISTRICT BICYCLE PARKING/HIRE FACILITY BICYCLE PARKING/HIRE FACILITY

47. Wanchai Harbourfront ALTERNATIVE CYCLEWAY THROUGH HKCEC MAY BE ON-ROAD OR SEPARATED ROAD/CYCLEWAY INTERSECTION NEEDS CAREFUL DESIGN. TRAFFIC LIGHTS CAN INCLUDE BICYCLES-ONLY SEQUENCE DETAILED ROUTING CAN BE CONFIRMED WITH PLANNING LAYOUTS – SEE LATER EXTRACT EXISTING ROUTE – RELATIVELY FAST-MOVING SECTION MAKES CYCLING DIFFICULT AS CARS, BUSES AND TRUCKS TRY TO PASS CYCLISTS CONNECTIVITY TO STAR FERRY CONNECTIVITY TO GOLDEN BAUHINIA CONNECTIVITY TO ENTIRE FUTURE HARBOURFRONT DEVELOPMENT CONNECTIVITY TO WANCHAI BICYCLE PARKING/HIRE FACILITY PRELIMINARY ROUTE ACROSS GOLDEN BAUHINIA SQUARE PEDESTRIAN AREA

50. Wanchai – Causeway Bay Harbourfront PLANNING DESIGN NOT AVAILABLE BUT AVAILABLE WIDTH INDICATES ADEQUATE SPACE FOR THE CYCLEWAY PLANNING DESIGN NOT AVAILABLE – A SHARED-USE BICYCLE-PEDESTRIAN AREA MAY BE REQUIRED CAR PARKING SPACES RELOCATED TO ENABLE THE CYCLEWAY ROUTE PINCH-POINT AT HARBOUR CROSSING ENTRANCE – MAY BE NECESSARY TO REMOVE A SERVICES HUT EXISTING ROUTE – HEAVILY TRAFFICKED BY BUSES ACCESSING HARBOUR TUNNEL CYCLISTS WOULD NEED TO DISMOUNT ALONG THIS CONSTRICTED AREA OF THE HARBOURFRONT – ANY WIDENING WOULD ALLEVIATE THIS EXISTING ROUTE – CYCLISTS DISMOUNT AND WALK 1km

53. Causeway Bay Harbourfront CYCLISTS WOULD NEED TO DISMOUNT ALONG THIS CONSTRICTED AREA OF THE HARBOURFRONT – ANY WIDENING WOULD ALLEVIATE THIS CHANGING THE LAYOUT OF THE LAY-BY TO REMOVE THE CENTRAL ISLAND WOULD ALLOW THE CYCLEWAY TO CONTINUE, SEPARATED FROM THE ROAD EXISTING ROUTE – CYCLISTS DISMOUNT AND WALK 1km 1 2 3 CONNECTIVITY TO CAUSEWAY BAY SHOPPING & HOTEL DISTRICT CONNECTIVITY TO VICTORIA PARK VIA FUTURE BRIDGE CONNECTIVITY TO FUTURE CWB TYPHOON SHELTER DEVELOPMENT BICYCLE PARKING/HIRE FACILITY

57. Causeway Bay Harbourfront CYCLEWAY RUNS UNDER THE IEC ON BOARDWALK EXISTING ROUTE – CYCLISTS DISMOUNT AND WALK 1KM EXISTING ROUTE – CYCLISTS USE ELECTRIC ROAD / JAVA ROAD EASTBOUND AND KING’S ROAD / HING FAT STREET WESTBOUND CONNECTIVITY TO TIN HAU DISTRICT AND MTR ADDITIONAL CONNECTIVITY TO VICTORIA PARK BICYCLE PARKING/HIRE FACILITY

59. IEC Harbourfront EXISTING ROUTE – CYCLISTS USE ELECTRIC ROAD / JAVA ROAD EASTBOUND AND KING’S ROAD WESTBOUND PLANNING DESIGN NOT AVAILABLE PLANNING DESIGN NOT AVAILABLE BUT AVAILABLE WIDTH INDICATES THAT IT WOULD BE POSSIBLE TO INCLUDE A CYCLEWAY BEHIND THE CENTRAL-WANCHAI BYPASS LINK TO THE IEC BICYCLE PARKING/HIRE FACILITY

60. IEC Harbourfront PLANNING DESIGN NOT AVAILABLE BUT AVAILABLE WIDTH WOULD ALLOW INCLUSION OF THE CYCLEWAY EXISTING ROUTE – CYCLISTS USE ELECTRIC ROAD / JAVA ROAD EASTBOUND AND KING’S ROAD WESTBOUND – BOTH VERY FAST AND BUSY ROADS CYCLEWAY REJOINS BOARDWALK UNDER IEC

63. North Point Harbourfront CYCLEWAY FOLLOWS IEC BOARDWALK AROUND JUNCTION SLIP ROADS, PER EXISTING PLANS EXISTING ROUTE – CYCLISTS CAN USE JAVA ROAD EASTBOUND AND KING’S ROAD WESTBOUND – BOTH VERY FAST AND BUSY ROADS CYCLISTS DISMOUNT AT PEDESTRIAN INTERSECTIONS WITH FERRY PIERS CONNECTIVITY NORTH POINT FERRY PIERS CONNECTIVITY NORTH POINT AREA CYCLEWAY CONTINUES WITH BOARDWALK UNDER IEC BICYCLE PARKING/HIRE FACILITY

65. North Point Harbourfront CYCLEWAY CONTINUES WITH BOARDWALK UNDER IEC CYCLEWAY FOLLOWS IEC BOARDWALK - THERE IS SUFFICIENT SPACE IN THIS LOCATION FOR THE BOARDWALK TO GO UNDER THE SLIP ROADS EXISTING ROUTE – CYCLISTS USE JAVA ROAD EASTBOUND AND KING’S ROAD WESTBOUND CONNECTIVITY TO NORTH POINT

67. North Point – Hoi Yu St Harbourfront CYCLEWAY CONTINUES WITH IEC BOARDWALK UNDER EXISTING ROUTE – CYCLISTS USE JAVA ROAD EASTBOUND AND KING’S ROAD WESTBOUND CYCLISTS DISMOUNT AT PEDESTRIAN INTERSECTIONS WITH FERRY PIERS BICYCLE PARKING/HIRE FACILITY

69. Hoi Yu Street Harbourfront CYCLEWAY TO FOLLOW HOI YU STREET, OR ADJACENT TO WATERFRONT PEDESTRIAN AREA LCSD TO ACCOMMODATE CYCLEWAY THROUGH QUARRY BAY PARK PHASE 1 EXISTING ROUTE – CYCLISTS USE KING’S ROAD (FURTHER INLAND) CONNECTIVITY BETWEEN HOI YU ST AND QUARRY BAY PARK PHASE 1 IS PARTIALLY BLOCKED BY GAS PIGGING STATION – MAY BE NECESSARY TO RELOCATE IT, OR MAKE SHARED USE OF INTERNAL ACCESS ROAD. CONNECTIVITY WITH QUARRY BAY CONNECTIVITY WITH LCSD PARK BICYCLE PARKING/HIRE FACILITY

70. Quarry Bay Harbourfront LCSD TO ACCOMMODATE CYCLEWAY THROUGH QUARRY BAY PARK PHASE 1 CYCLEWAY NEXT TO TAI HONG STREET CYCLEWAY MAY REQIRE DUAL-USE WITH ROAD AROUND GRAND PROMENADE DEVELOPMENT EXISTING ROUTE – CYCLISTS USE KING’S ROAD (FURTHER INLAND) CONNECTIVITY WITH LCSD PARK CONNECTIVITY WITH SAI WAN HO PARK BICYCLE PARKING/HIRE FACILITY BICYCLE PARKING/HIRE FACILITY

74. Sai Wan Ho Harbourfront CYCLEWAY MAY REQUIRE DUAL-USE WITH ROAD AROUND GRAND PROMENADE DEVELOPMENT CYCLEWAY TO FOLLOW ALDRICH BAY PROMENADE EXISTING ROUTE – CYCLISTS USE KING’S ROAD / SHAU KEI WAN ROAD AND ON TO ALDRICH BAY CONNECTIVITY WITH SAI WAN HO MTR BICYCLE PARKING/HIRE FACILITY

77. Coastal Museum Harbourfront CYCLEWAY TO FOLLOW TAM KUNG MUI ROAD AND TUNG HEI ROADS TOWARDS THE ACCESS RAMP TO THE ISLAND EASTERN CORRIDOR EXISTING ROUTE – CYCLISTS ARE REQUIRED TO CLIMB CHAI WAN ROAD – A STEEP HILL WITH FAST MOVING TRAFFIC CONNECTIVITY WITH COASTAL MUSEUM

82. Heng Fa Chuen Harbourfront CYCLEWAY MAY NEED TO FOLLOW THE ACCESS RAMP FROM THE ISLAND EASTERN CORRIDOR INTO HENG FA CHUEN EXISTING ROUTE – CYCLISTS USE ROAD FURTHER INLAND

85. Heng Fa Chuen Harbourfront CYCLEWAY MAY NEED TO FOLLOW THE ACCESS RAMP FROM THE ISLAND EASTERN CORRIDOR INTO HENG FA CHUEN BICYCLE PARKING/HIRE FACILITY IN HENG FA CHUEN PLAYGROUND EXISTING ROUTE – CYCLISTS USE ROAD FURTHER INLAND

90. Cycle track network in Kai Tak Development The cycle track network in the Kai Tak Development, proposed by CEDD and welcomed by relevant District Councils, offers a very promising basis for the provision of a continuous harbourfront cycleway in eastern Kowloon.

91. Kowloon Harbourfront TUEN MUN TO TSUEN WAN CYCLE PATH EXISTING ROUTE – COMES INLAND TO AVOID HIGHWAY CONTAINER TERMINAL & INDUSTRIAL AREAS MAKE IT DIFFICULT TO REACH THE WATERFRONT EXISTING ROUTE – THROUGH CONTAINER TERMINALS WITH HEAVY GOODS TRAFFIC NEW KAI TAK DEVELOPMENT SHOWS A WATERFRONT CYCLE TRACK AROUND MOST OF THE PERIMETER IT IS NOT CURRENTLY POSSIBLE TO CROSS THE HARBOUR TUNNEL APPROACH ROADS NEAR HUNG HOM BY BICYCLE, SO WE MUST USE ARGYLE ST. AND PRINCE EDWARD ROAD EAST

92. Kowloon Harbourfront INSTALLATION OF A CYCLEWAY INTO THE WKCD PLANNING IS CRITICAL FOR ANY FUTURE ROUTE IT IS NOT CURRENTLY POSSIBLE TO CROSS THE HARBOUR TUNNEL APPROACH ROADS NEAR HUNG HOM BY BICYCLE, SO WE MUST USE ARGYLE ST. AND PRINCE EDWARD ROAD EAST TO GET TO KAI TAK NEW KAI TAK DEVELOPMENT SHOWS A WATERFRONT CYCLE TRACK AROUND MOST OF THE PERIMETER FOLLOWING THE WATERFRONT TOWARDS HUNG HOM, IT IS NOT POSSIBLE TO PASS OVER THE TUNNEL APPROACH ROADS INSTALLING A CYCLEWAY AROUND TSIM SHA TSUI TO HUNG HOM WATERFRONT WOULD INVOLVE MAJOR INFRASTRUCTURE CHANGES

93. PRACTICAL DESIGN GUIDELINES Hong Kong guidelines from the Transport Planning and Design Manual can productively be supplemented by consideration of design guidelines from other major cities around the world. Particularly useful is the information from NACTO (National Association of City Transportation Officials) in the US. They give very clear, detailed, and up-to-date guidance on cycleway design in urban environments See: http://nacto.org/cities-for-cycling/design-guide/

94. Sign Typical cycleway / pedestrian interchange features Major public access to waterfront Cyclists dismount At intersections with major pedestrian paths, cyclists must dismount Sign typical public access to waterfront Give way to pedestrians At intersections with significant pedestrian paths, cyclists must give way to pedestrians

95. Typical cycleway connectivity features Minor pedestrian crossings marked and protected with bollards Cycleway interface with nearby roads where appropriate Bicycle parking Sign Give way to cyclists Pedestrian bridge

96. Typical cycleway / pedestrian interchange features Cycleways are protected by bollards, allowing free flow of pedestrians, whilst also alerting them to the cycleway Open public area A different surface colour can increase visibility and awareness of the cycleway

97. Practical Design Guidelines Typical section through segregated cycleway adjacent to road 2.0m 2.0m EXISTING TREES NEAR CENTRAL FERRY PIERS PLANTERS WHERE NECESSARY ROADWAY CYCLEWAY CONTINUOUS KERB CENTRAL WHITE LINE GRASS VERGE WITH WHITE BOLLARDS AT 2m SPACING

98. Practical Design Guidelines Typical section through segregated cycleway in open areas 2.0m 2.0m CYCLEWAY CENTRAL WHITE LINE GRASS VERGE WITH WHITE BOLLARDS AT 2m SPACING GRASS VERGE WITH WHITE BOLLARDS AT 2m SPACING

99. Practical Design Guidelines Typical section through cycleway in pedestrian areas 2.0m 2.0m CYCLEWAY A DIFFERENT COLOUR CAN INCREASE VISIBILITY AND AWARENESS OF THE CYCLEWAY WHITE LINES INDICATE EDGE AND CENTRE LINE OF CYCLEWAY THIS CYCLEWAY HAS DIFFERENT COLOURED PAVERS FOR DIFFERENT USES

100. Practical Design Guidelines Typical section through on-road cycleway 2.0m ROADWAY CYCLEWAY SURFACE MARKED DIVIDER LINES PEDESTRIAN PAVEMENT FOR VISIBILITY, THE CYCLEWAY COULD BE COLOUR DIFFERENTIATED FOR MIXED TRAFFIC USE, A DASHED LINE CAN BE USED FOR DEMARCATION

101. Practical Design Guidelines Further design features that facilitate cycling safety and ease TURNING LANES FOR CYCLISTS ADVANCED STOP LINES AT TRAFFIC LIGHTS COLOURED PARTITIONS WHERE OTHER TRAFFIC IS CROSSING THE CYCLEWAY

102. Clear surface markings Alternative surface markings Low kerbs and signage There are several different ways of marking the cycleway. Route type examples

103. Identified use by alternative surface finish There are several different ways of creating and identifying the cycleway using surface treatments. Alternative colours identify the cycleway Alternate pavier colouring Route type examples

104. Route type examples

105. Route type examples

106. Route types around the world

107. Challenging situations There are always several different ways of tackling even difficult features, such as roundabouts. Bicycle friendly roundabout design

108. Bicycle parking opportunities Sheffield stands with additional crossbar Modern bicycle parking may comprise simple installed hoops Sheffield stands, as already fitted around Hong Kong Can be surface finished in a variety of ways

109. Bicycle parking opportunities Space saving upright designs Modern bicycle storage options include proprietary and specialist designs. Adequate parking should be designed, based on demand profile. Austrian style bicycle parking stands High security ‘P’ stands

110. Bicycle parking opportunities Space saving modern design Modern bicycle parking designs give many options for styles and functionality. Artistic styling for more vibrant areas Functional, with automatic bicycle locking

111. Bicycle parking opportunities Modern simple design Modern bicycle shelters can be designed to suit their surroundings. Sculptured shelter Simple stands offering rain cover

113. Waterfront cycleways around the world

114. Waterfront cycleways around the world

115. Waterfront cycleways around the world

116. Hong Kong Cycling Alliance ( 香港單車同盟 ) is a non-profit organisation that works to make Hong Kong more bicycle-friendly and bicycle-enabled. We advise and support decision-makers about the needs of all kinds of cyclists and about the opportunities for improving Hong Kong through greater support and enablement of cycling. Contact: [email_address]