Source: Hong Kong Government special administrative region
CCIDA leads industry delegation to participate in Annecy International Animation Film Festival and Market 2026 in France The industry delegation comprises six local animation companies (eMotionLAB LTD, Fanflare Creative Limited, Newgen Creativity Limited, Point Five Creations, Queenkong Land ACG Co Ltd, and Taproot Studio Limited), which developed their respective animation projects under the CCIDA-sponsored 3rd Future Animation – AI-Assisted Animation Production Support Scheme organised by the Hong Kong Digital Entertainment Association. With the assistance of artificial intelligence in the creation process, ideas are turned into high-quality animation and entertainment intellectual properties. The Hong Kong Pavilion features these six Hong Kong original animation projects, showcasing the creativity of Hong Kong productions to the international market to explore global business opportunities.
Speaking at the opening ceremony of the Hong Kong Pavilion on June 23, Assistant Commissioner for Cultural and Creative Industries Miss Yvonne Ip remarked that CCIDA will continue to provide robust support to the creative industries through related animation production support initiatives, assisting creative talent to reach international markets, thereby reinforcing Hong Kong’s position as a creative hub in Asia. In addition, the Hong Kong Pavilion this year is supported by the Hong Kong Economic and Trade Office in Brussels, and its Deputy Representative Mr Kasper Ng also attended the opening ceremony.
To further assist participating companies in seizing opportunities for international exposure, the Hong Kong Partner Pitches was also organised on the same day. The session enabled participating creators to showcase to overseas counterparts and investors the Hong Kong animation industry’s excellence in the application of innovative technologies, compelling visual storytelling, and distinctive cultural flair. The creators also conducted business meetings with international peers to explore collaboration.
The Annecy International Animation Film Festival is one of the most prestigious international animation film festivals, while its Annecy International Animation Film Market is also a prominent annual business-oriented exhibition. For more information about the Festival and the Market as well as the Hong Kong Pavilion, please visit www.annecyfestival.com/enIssued at HKT 17:35
Source: Hong Kong Government special administrative region
InvestHK leads first dedicated new energy and sustainability delegation to UK to drive bilateral green investment Led by the Global Head of Financial Services, Fintech and Sustainability of InvestHK, Mr King Leung, and accompanied by the Senior Vice President (Sustainability) for Technology, Innovation and Entrepreneurship of InvestHK, Ms Olivia To, the delegation represented the full breadth of Hong Kong’s new energy and green tech ecosystem, bringing together 25 companies – spanning listed, pre-IPO (initial public offering) and start-up businesses alongside active investors. Backed by two ecosystem partners, namely the Hong Kong Science and Technology Parks Corporation and the Hong Kong Trade Development Council, this assembly brought together deep expertise across areas such as battery and energy storage, renewable energy and hydrogen, smart electric vehicle infrastructure, new materials and AI. The Director-General of the Hong Kong Economic and Trade Office in London (London ETO), Miss Fiona Chau, also participated in part of the delegation’s visit.
In Scotland, delegates explored the UK’s energy transition at scale, with the itinerary deliberately tracing the journey from heavy industry decarbonisation to next-generation clean energy. Visits to major green industrial clusters and Forth Green Freeport sites in the Edinburgh and Aberdeen areas – the heart of the UK’s pivot from North Sea oil and gas to clean energy and hydrogen – offered a live case study in cluster reinvention potentially relevant to Hong Kong and the Guangdong-Hong Kong-Macao Greater Bay Area (GBA), while engagements with the representatives from the University of Edinburgh and the City of Edinburgh Council opened strategic dialogues on offshore wind, hydrogen and carbon capture.
The delegation timed its London leg to coincide with London Climate Action Week, one of the largest gatherings of its kind globally and a magnet for the policymakers, investors and innovators shaping the net-zero agenda. At Reset Connect London – the UK’s premier sustainability and green investment event – representatives from four companies scaling operations across bilateral markets took to the stage to profile Hong Kong’s green tech credentials and their own solutions before an international audience of capital allocators. These companies and investors are now planning to scale up their investments and project rollouts in both Hong Kong and the UK. The delegation also attended the Octopus Energy Tech Summit and met with their China market representatives to explore collaboration.
InvestHK also cohosted networking receptions in Edinburgh and London on June 19 and 23 respectively, alongside the London ETO. Attended by delegates, local partners, and industry stakeholders, these initiatives aimed to turn the connections built during the tour into practical and productive opportunities.
Mr Leung said, “As both economies pivot toward net zero, the synergistic alignment between Hong Kong and the UK has never been clearer. Hong Kong and London are the world’s pre-eminent green finance centre, and Hong Kong is Asia’s ultimate ‘super connector’, uniquely bridging the Chinese Mainland green tech enterprises with global markets under the ‘one country, two systems’ framework. This mission is the practical infrastructure of that bridge, connecting patient capital, technology partners and corporate buyers to drive real commercial outcomes, and demonstrating how Hong Kong serves as the launch pad for companies scaling into the US$2 trillion GBA and the wider region.”
The Head of Business and Talent Attraction/Investment Promotion of the InvestHK London Office, Ms Daisy Ip, added, “This mission highlights InvestHK’s evolving role, from attracting capital, talent and standards into Hong Kong to actively supporting companies as they go global. Our delegates raised their profile alongside the InvestHK team at the UK’s leading sustainability forums, while UK clean tech firms, investors and research institutions saw first-hand the strength of Hong Kong’s green finance and innovation ecosystem. Through InvestHK’s extensive global network, we are committed to facilitating these two-way opportunities.”
The Director General for Trade and Investment, British Consulate General Hong Kong, Mr Chris Woodward, said, “Few partnerships are as complementary as the UK and Hong Kong on the net-zero transition. Britain’s strengths in offshore wind, hydrogen and carbon capture are matched by Hong Kong’s unrivalled ability to mobilise capital and open doors across the GBA and Asia. That is what makes this delegation so valuable. It puts UK clean tech firms, investors and researchers directly in front of the companies and capital that can scale British innovation regionally. We were delighted to cohost a mission that turns shared climate ambition into tangible commercial outcomes.”
The Director of Europe at RelyEZ, Ms Michelle Cross, said, “As a global integrated energy service provider spanning project development, proprietary R&D (research and development), and equipment manufacturing, the company has deployed over 200 global projects worldwide, with a total storage capacity of 13 GWh to date. We see Hong Kong as the natural bridge between Chinese energy-storage capabilities and international markets. We are building the city into our global financing headquarters and the platform through which international capital can access high-quality energy transition assets worldwide – drawing on its capital markets, professional expertise and connectivity to the GBA. This mission demonstrates how that ecosystem can connect directly with UK and European partners, capital and policymakers to turn shared ambition into lasting partnerships.”
InvestHK remains at the forefront of cementing Hong Kong’s status as Asia’s pre-eminent hub for green technology and sustainable finance. By driving targeted initiatives like the Energy and Sustainability Mission, the department acts as a critical catalyst, connecting UK clean tech innovators, investors, and research institutions into Hong Kong’s dynamic ecosystem, while empowering Mainland and local enterprises to scale globally. Backed by a robust financial architecture, world-class universities for R&Ds and professional services, and seamless connectivity to the US$2 trillion GBA and broader Asian markets, Hong Kong continues to reinforce its position as a unique launch pad for cross-border sustainability collaboration and commercial growth. Issued at HKT 17:05
Source: Hong Kong Government special administrative region
Following is a question by the Hon Christine Fong and a written reply by the Secretary for Transport and Logistics, Ms Mable Chan, in the Legislative Council today (June 24):
Question: (4) whether a review has been made of the operational models of Tuen Mun Road Bus-Bus Interchange and Aberdeen Tunnel Bus-Bus Interchange to spread their operational experience to other interchanges with suitable spatial conditions, so as to enhance the public’s interchange options and travel efficiency; and (2) to (4) Currently, there are a total of 12 BBIs located at road tunnels and on highways across the territory. These BBIs provide pick-up/drop-off bays for cross-district franchised bus routes, facilitating passengers taking franchised buses from different starting points to travel between franchised bus routes for various destinations. Franchised bus operators generally offer interchange discounts to passengers, which optimises existing franchised bus and road resources, improves the efficiency of public transport operation, and helps alleviate road traffic congestion.
Franchised bus is a high-capacity road-based mass transport mode, with greater carrying capacity and route coverage as compared with other public transport services. Therefore, the Transport Department (TD) accords priority to franchised buses in the planning of BBIs at road tunnels and on highways, with a view to enhancing the operational efficiency of these interchanges. Meanwhile, the TD also comprehensively reviews the overall transport demand at relevant interchanges, available road space, traffic flow and capacity of the trunk roads concerned, so as to avoid causing traffic congestion or bottlenecks. In the case of opening up existing BBIs at road tunnels and on highways for use by other vehicles, the TD will need to conduct comprehensive assessments for individual road sections to avoid interrupting the current operation of franchised bus routes and BBIs, as well as to reserve space and allow flexibility for introducing new franchised bus routes in the future.
For the franchised bus and public light bus stops near Wong Chuk Hang Road and the Aberdeen Tunnel entrance, as well as another franchised bus stop near the Lion Rock Tunnel entrance, they currently serve as en-route stops for franchised buses and public light buses. For the stops near Wong Chuk Hang Road and the Aberdeen Tunnel entrance, the TD will continuously review the functionalities of relevant facilities for improvement, including the potential to introduce the function of bus interchange. As for Tuen Mun Road BBI, we will also continue to optimise it and increase its efficiency as one of the key BBIs.
(5) As regards future planning of transport infrastructure, in the Transport Strategy Blueprint announced in February of this year, we outline plans for the construction of a new generation of Transport Interchange Hubs. With the aim to facilitate efficient interchange between various public transport services, and enhance local and cross-boundary connectivity, the Transport Interchange Hubs will integrate various types of services (such as railways, franchised buses, public light buses, taxis, and cross-boundary coaches) along with park-and-ride facilities. The Transport Interchange Hubs will also improve first/last-mile connections by connecting to cycling networks and all-weather pedestrian corridors. Through providing barrier-free facilities and comfortable waiting areas, the Transport Interchange Hubs will enhance interchange efficiency and comfort, foster a passenger-centric travel environment, and contribute to the continuous effort to build a diversified and efficient public transport system in Hong Kong.
Source: Hong Kong Government special administrative region
LCQ20: Ticketing system operated under LCSD Question:
Despite the decline in the annual number of tickets sold on the Urban Ticketing System (URBTIX) under the Leisure and Cultural Services Department (LCSD) from about 5 million in 2012 to about 3.28 million last year, the expenditure on its system management has risen instead of falling. In addition, some groups from the performing arts and culture sectors have indicated that URBTIX, unlike some private ticketing systems, does not provide value-added services such as publicity, promotion and audience data analysis, and its function are limited and outdated. This hinders performing groups from attracting more audiences and increasing revenue, and fails to align with the Government’s policy objective of promoting the introduction of a market-based business model into the LCSD venues. In this connection, will the Government inform this Council:
(Based on the events completed in the respective year)(3) The relevant figures of events held at non-LCSD performance venues (including the Hong Kong Academy for Performing Arts, the Hong Kong Arts Centre, the West Kowloon Cultural District, the Youth Square, the Kai Tak Sports Park, cinemas, specific sites and spaces, venues at tertiary institutions etc.) with tickets sold on or issued by URBTIX from 2023 to 2025 are tabulated as follows:
(Based on the events completed in the respective year)(4) The total number of tickets issued by URBTIX is affected by various factors, including the hiring situation of performance venues, scale of events, programming and promotion strategies of event organisers, and market demand. At the same time, different event organisers may also collaborate with other commercial ticketing platforms in the market to promote the programmes and sell tickets through multiple channels based on their business considerations.
URBTIX operates under a public-private partnership approach, and achieved a cost recovery of over 110 per cent and over 95 per cent in 2023-24 and 2024-25 respectively. The LCSD will continue to review the operation of URBTIX, work with the system contractor to enhance the relevant functions and services taking into account market conditions, and actively respond to the needs of event organisers, with a view to providing ticketing solutions and value-added services that better cater to their events.Issued at HKT 11:55
Source: Hong Kong Government special administrative region – 4
Following is a question by the Hon Lam Wai-kong and a written reply by the Secretary for Transport and Logistics, Ms Mable Chan, in the Legislative Council today (June 24):
Question:
Since the beginning of this year, a number of serious traffic incidents have occurred in the Tsing Ma Control Area (TMCA) (including the Tsing Ma Bridge and the connecting approach viaducts/ramps), resulting in casualties among road users and staff members of the control area. There are views that as some roads in TMCA do not have hard shoulders of sufficient width, motorists and staff handling emergencies will lack a buffer space in the event of a traffic accident or vehicle breakdown, thus exposing them to safety risks. In this connection, will the Government inform this Council:
(1) of the number of traffic incidents that occurred in TMCA, the locations of the incidents, and the numbers of injuries and deaths in the incidents respectively in the past three years;
(2) as the Government indicated in its reply to a question raised by a Member of this Council on June 10 this year that the Transport Department had stipulated service requirements for handling traffic accidents, including specific time frames for operational staff to arrive at the scene, for rescue vehicles to arrive, and for traffic lanes to be reopened, of the respective detailed service standards, response time requirements and relevant indicators stipulated in the contract signed between the Government and the operator; the number of monitoring exercises or inspections conducted by the Government on the operator’s service standards and code of practice in the past three years, and how to assess whether the operator has met the standards;
(3) given the views that the operational staff are not currently provided with adequate standard operating procedures and guidelines by the operator of TMCA in handling vehicle breakdowns/traffic accidents, and they may not be provided with vehicles equipped with collision prevention devices, whether the Government and the operator of TMCA will re-assess the risks of incidents in the control area and develop a safe emergency management system to formulate corresponding standard operating procedures and countermeasures in light of different circumstances, as well as enhance education and training for relevant operational staff; if so, of the details; if not, the reasons for that;
(4) given that relevant warning signals are currently displayed on the traffic signs commonly known as gantries in TMCA, whether the Government has plans to require the operator to install more visual warning systems and equipment (e.g. projection devices and flashing lanterns) at different locations of the roads and the tunnel in TMCA, so as to raise motorists’ alertness to vehicle breakdowns and traffic accidents ahead; if so, of the respective types, quantities and installation schedules of the relevant equipment; if not, the reasons for that; and
(5) given the views that the recent spate of serious traffic incidents has revealed that members of the public lack situational awareness of vehicle breakdowns or traffic accidents on expressways without hard shoulders, whether the Government will provide more guidelines on the handling of incidents to motorists and members of the public; if so, of the details; if not, the reasons for that?
Reply:
President,
The Government attaches great importance to the traffic safety in Control Areas and the safety of staff of the Control Area Operator (the Operator) while they are on duty. The Transport Department (TD) maintains close communication with the Operator and monitors its implementation of various safety guidelines, while regularly reviewing the relevant guidelines to ensure the safe operation of the Control Area. My response, after consultation with the Hong Kong Police Force (the Police), to the question raised by the Hon Lam Wai-kong is as follows:
(1) The number of traffic accidents and casualties by road sections in the Tsing Ma Control Area in the past three years (i.e. from 2023 to 2025) are tabulated in the Annex.
(2) The TD has stipulated the service requirements for handling traffic incidents in the agreement with the Operator. For the upper deck of the Lantau Link, the Operator’s first operational staff must arrive at the incident scene within five minutes of being notified of the incident. Subsequently, a light recovery vehicle or a medium/heavy recovery vehicle must arrive at the incident scene within six minutes and 12 minutes respectively after the arrival of the first operational staff. As for the time limit for reopening of traffic lane(s), it depends on the type of vehicle to be removed. Private cars and motorcycles must be removed within five minutes of the recovery vehicle’s arrival at the scene; light goods vehicles, medium goods vehicles, light buses and single-deck buses must be removed within eight minutes of the recovery vehicle’s arrival at the scene; and double-deck buses, heavy goods vehicles and articulated vehicles must be removed within 12 minutes of the recovery vehicle’s arrival at the scene.
The TD has established an effective and comprehensive monitoring mechanism for the Operator. The TD regularly deploys staff to the Tsing Ma Control Area for on-site monitoring, to ensure the incident handling procedures strictly comply with the service standards stipulated in the agreement. The TD also closely supervises the service performance of the Operator through on-site inspections, review of detailed traffic incident reports, and audit of monthly reports submitted by the Operator. Over the three-year period from 2023 to 2025, the TD conducted over 700 on-site inspections and reviewed a total of 431 traffic incident reports to verify whether the Operator had handled the traffic incidents in accordance with established procedures and standards. Besides, the TD would also review CCTV footage of traffic incidents to examine the on-site operations, contingency co-ordination and safety awareness of the Operator’s frontline staff, with a view to assessing their actual service performance more comprehensively.
(3) The TD attaches great importance to the operational safety of the Operator’s frontline staff. Currently, the Operator has clear guidelines instructing operating staff on the procedures for handling different traffic incidents. To further enhance the protection of frontline staff, the TD earlier completed a comprehensive review with the Operator and implemented a number of improvement measures. As part of the newly revised standing procedures, once a traffic incident is detected, the Operator will not only immediately dispatch a patrol car to the scene, but also dispatch a safety vehicle equipped with a truck-mounted attenuator (TMA) to provide assistance and a protective barrier for those at the scene. The Operator would also deploy an additional TMA to carry out safety protection measures in conjunction with patrol cars, further enhancing incident response capability.
In terms of internal management and training, the Operator held briefings again in mid-May for all ground staff to reinforce their safety awareness and to ensure their strict compliance with the relevant guidelines. During the pre-shift briefing at the start of each shift, the Operator would repeatedly remind relevant operational staff to comply with the safety guidelines. The Operator has also restructured its routine training programmes and field exercises to emphasise the importance of occupational safety on traffic lanes. Furthermore, apart from reviewing written incident records, the Operator’s management staff would also review CCTV footage to assess staff performance in handling traffic incidents. The TD will continue to supervise the Operator’s implementation of the above internal management and training initiatives and conduct continuous reviews.
(4) Currently, the variable message sign system and lane control signals in the Tsing Ma Control Area can automatically adjust their brightness according to changes in ambient light, using the highest brightness on sunny days to ensure drivers can see the information more clearly. The installation of warning lights and variable message signs also allow drivers sufficient time to notice relevant traffic accident information.
To enhance drivers’ awareness of sudden road incidents, the TD has expanded the activation area of warning signal lights. Under the new arrangement, the activation range will be extended one gantry further forward as compared with the current arrangement, and will also cover the lights ahead of the adjacent lanes to the incident, so as to provide earlier warning. In addition, under the new arrangement, when an incident occurs on the Lantau Link, the variable message signs will clearly indicate the affected traffic lane.
Apart from visual warnings, the Cheung Tsing Tunnel will broadcast continuous tunnel announcements during emergencies. Furthermore, the TD and the Operator are also progressively installing warning lights or additional flashing lights on safety vehicles and patrol cars to enhance warning for vehicles approaching from behind, so as to safeguard the safety of frontline staff and road users through multiple measures.
(5) To enhance road users’ awareness and vigilance in the event of a traffic accident, the Road Users’ Code provides drivers with instructions on handling breakdowns and emergencies on the road. In general, motorists should prioritise their own safety and immediately switch on the hazard warning lights to warn other motorists. If possible, the broken-down vehicle should be moved off the roadway, unless it is certain that both motorists and passengers can safely leave the roadway and await assistance in a safe location. Otherwise, motorists and passengers should not leave the broken-down vehicle and should continue to wear the seatbelt. Once coming out of the broken-down vehicle, the motorist and passenger should not remain on the roadway or stand in front of or behind it, and must stay alert of passing vehicles.
In addition, the TD has been working with the Road Safety Council and the Police to conduct various publicity and education activities, such as social media campaigns and seminars, to promote the handling manner of incidents on the road to drivers and enhance road users’ safety awareness.
Source: Hong Kong Government special administrative region
Following is a question by the Hon Lothair Lam and a written reply by the Secretary for Transport and Logistics, Ms Mable Chan, in the Legislative Council today (June 24):
Question: (6) It has been the Government’s policy to encourage the conversion of RMBs to GMB operations, with a view to ensuring their service quality and allowing for more effective service monitoring. The Government invited the operators of 11 selected RMB routes that met specific conditions to apply for conversion to GMB route operations (In-situ Conversion Scheme) in August 2024. The TD received a total of two applications during the application period and the GMB routes concerned have also commenced service in March 2025. After considering views from the trade, the TD agreed in June 2025 to further open up the In-situ Conversion Scheme for all RMB routes participating in the Government Public Transport Fare Concession Scheme for the Elderly and Eligible Persons with Disabilities (the $2 Scheme), with a view to attracting more RMBs to convert into GMBs. It is understood that some RMB operators are reviewing the operation of their routes with a view to participating in the scheme.
(7) The Government has consistently been promoting the low carbon transformation of the public transport industry. Apart from subsidising two electric PLBs (e-PLBs) by the New Energy Transport Fund since 2023, the Environmental Protection Department has launched two rounds of application under the Pilot Scheme for Electric Public Light Buses (Pilot Scheme) so as to assess the feasibility of the application of e-PLBs and the associated charging arrangements in Hong Kong. The Kwun Tong Yue Man Square and Kowloon Tong (Suffolk Road) Public Transport Interchanges (PTIs) are selected as the trial points for green minibus (GMB) operators operating at the aforementioned two PTIs to apply. The TD has been actively supporting the Pilot Scheme, including providing advice on the site selection for PTIs. The two rounds of operational trial involve six GMB routes operated by five GMB operators, with a total of 15 e-PLBs (including one with low-floor feature).
Source: Hong Kong Government special administrative region
Firing practice for July 2026————————————-
DateJuly 3 (Friday) July 4 (Saturday) July 6 (Monday) July 7 (Tuesday) July 8 (Wednesday) July 9 (Thursday) July 10 (Friday) July 11 (Saturday) July 13 (Monday) July 14 (Tuesday) July 15 (Wednesday) July 16 (Thursday) July 17 (Friday) July 18 (Saturday) July 20 (Monday) July 21 (Tuesday) July 22 (Wednesday) July 23 (Thursday) July 24 (Friday) July 25 (Saturday) July 27 (Monday) July 28 (Tuesday) July 29 (Wednesday) July 30 (Thursday) July 31 (Friday)8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pmTsing Shan Firing Range ——————————-
DateJuly 3 (Friday) July 4 (Saturday) July 6 (Monday) July 7 (Tuesday) July 8 (Wednesday) July 9 (Thursday) July 10 (Friday) July 11 (Saturday) July 13 (Monday) July 14 (Tuesday) July 15 (Wednesday) July 16 (Thursday) July 17 (Friday) July 18 (Saturday) July 20 (Monday) July 21 (Tuesday) July 22 (Wednesday) July 23 (Thursday) July 24 (Friday) July 25 (Saturday) July 27 (Monday) July 28 (Tuesday) July 29 (Wednesday) July 30 (Thursday) July 31 (Friday)8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pm 8am-9pmIssued at HKT 11:00
Source: Hong Kong Government special administrative region – 4
Following is a question by the Hon Judy Chan and a reply by the Secretary for Health, Professor Lo Chung-mau, in the Legislative Council today (June 24):
Question:
It is learnt that at present, the obstetrics and gynaecology departments of public hospitals encourage pregnant women to opt for natural delivery whenever possible, and caesarean sections will only be performed under specific circumstances. In this connection, will the Government inform this Council:
(1) whether it knows the respective criteria adopted by public hospitals for encouraging pregnant women to opt for natural delivery, and determining to perform caesarean sections for the pregnant women concerned;
(2) whether it knows the number of caesarean sections performed in public hospitals in each of the past five years, and the respective reasons for performing the surgeries, together with a breakdown by type of hospital ward (i.e. general wards and private wards); and
(3) as it is learnt that at present, public hospitals in quite a number of countries allow pregnant women to opt for caesarean sections, whether the Government and the Hospital Authority will make reference to international practices and review the existing policy of public hospitals on caesarean sections; if so, of the details; if not, the reasons for that, and whether the relevant review will be conducted in future?
Reply:
President,
Hong Kong has high quality obstetric services and is one of the regions with the lowest neonatal mortality rate and maternal mortality rate in the world. In 2025, the neonatal mortality rate in Hong Kong was 1.0 per 1 000 live births, and there were even no case of maternal death during childbirth. The Government attaches great importance to providing appropriate obstetric services for pregnant women. The obstetric departments of the Hospital Authority (HA) adheres to the principles of evidence-based medical practice and conducts comprehensive risk assessments for every pregnant woman during antenatal care and the delivery process. Dedicated teams in the delivery suites provide vaginal deliveries and caesarean sections. In the absence of definitive medical necessity, the healthcare team will arrange natural delivery for the pregnant woman, while caesarean sections are used for pregnant women who are not suitable for vaginal delivery.
Vaginal delivery is a natural physiological process, which results in a small extent of wounds with fast maternal postpartum recovery. Research evidence indicates that vaginal delivery not only enables pregnant women to avoid the inherent risks associated with surgery, but also allow pregnant women to get out of bed almost immediately, or just a few hours postpartum, whereas those who deliver via caesarean section often require a longer rest period and only able to get out of bed at least 12 to even over 24 hours postpartum. Compared to caesarean sections, pregnant women who undergo vaginal delivery experience fewer discomforts such as physical pain and vomiting during the early postpartum period, and is conducive to maternal postpartum recovery, thereby enabling them to care for and accompany their newborns. They also encounter fewer difficulties in breastfeeding. For infants, natural delivery through the birth canal also helps lower the risk of neonatal respiratory complications.
Caesarean section is a major surgical procedure involving maternal abdomen and uterus, it may pose risks of anaesthetic complications, organ injury, haemorrhage, wound healing infection complications etc., as well as a longer hospital stay. According to global statistics, the risk of surgical site infection following a caesarean section ranges between 3 per cent and 10 per cent.
According to data collected by the HA, the incidence rate of postpartum haemorrhage, defined as blood loss exceeding 500 ml, is 34.9 per cent for caesarean sections, far exceeding the 9.1 per cent for vaginal deliveries by nearly four times. In addition, caesarean sections may cause organ injury, with the probability of urinary bladder injury ranging from 0.1 per cent to 1 per cent, and the risk of developing thromboembolic disease is also 3.7 times higher than that of vaginal deliveries. In the long run, it may also lead to long-term complications such as chronic pelvic pain induced by abdominal or pelvic adhesions, as well as leave a scar on the uterus, thereby significantly increasing the risks of placenta accreta, placenta praevia and uterine rupture in subsequent pregnancies.
For infants, caesarean sections carry a risk of causing neonatal respiratory distress syndrome and neonatal hypoglycaemia. Furthermore, medical research indicates that caesarean sections are associated with an increased risk of children developing cardiovascular diseases, asthma, overweight and autism spectrum disorder later in life.
Health authorities worldwide have pointed out that caesarean sections should only be reserved for cases with clear medical needs. The World Health Organization discourages non-essential caesarean sections and continuously promotes various initiatives to reduce such unnecessary caesarean section surgeries. The National Health Commission has also explicitly stipulated “encouraging vaginal delivery and implementing caesarean section where medical indications are met” be adopted as a working principle for maternal and child healthcare. In addition, the International Federation of Gynecology and Obstetrics, the American College of Obstetricians and Gynecologists as well as the Royal College of Obstetricians and Gynaecologists have all emphasised that unless medical indications arise for the mother or the fetus, vaginal delivery should be routinely recommended as the primary mode of delivery.
Therefore, the HA performs caesarean section surgeries for pregnant women based on clear medical necessity, and does not perform delivery for reasons such as a preferred delivery date and time in general. Reasons such as purely subjective choices regarding the mode of delivery generally do not account for deciding to perform caesarean section surgeries.
In consultation with the HA, the consolidated reply to the question raised by the Hon Judy Chan is as follows:
(1) All public hospitals under the HA determine the mode of delivery appropriate for pregnant women based on the principles of evidence-based medical practice. Only upon comprehensive assessment over the medical risk on the pregnant woman and embryo with medical needs, the healthcare team will arrange for the pregnant woman to undergo a caesarean section.
(2) During the period from 2020 to 2024, the total number of deliveries in public hospitals ranged from 19 488 to 26 494 per annum, while the number of caesarean sections per annum ranged from 6 196 to 8 234, i.e. on average, approximately 30 per cent to 35 per cent of pregnant women gave birth via caesarean sections each year.
According to the HA’s data on caesarean section in 2024, the major clinical indications for caesarean sections in public hospitals include uterine scar, i.e. previous caesarean section or myomectomy, at 37.7 per cent as the most prevalent indication; failed induction of labour at 17.8 per cent; fetal distress (abnormal fetal heart rate) at 14.2 per cent; abnormal fetal presentation at 13 per cent and hypertension at 7.2 per cent. Many other clinical indications include antepartum haemorrhage, multiple pregnancy, arrest of labour, cephalopelvic disproportion, failed assisted vaginal delivery, intra-uterine infection, fetal intra-uterine growth restriction, macrosomia and placenta praevia/placenta accreta. Regardless of whether a pregnant woman is admitted to a general ward or a private ward, the HA determines the necessity of a caesarean section surgery based on the actual clinical conditions. Therefore, the HA does not compile breakdown statistics according to ward types.
(3) As stated above, international standards as well as multiple health authorities worldwide have pointed out that caesarean sections should be reserved for cases with clear medical needs. Unnecessary caesarean section surgeries shall be avoided whenever possible.
Out of consideration for safeguarding patient health, the HA currently has no intention of adjusting the existing policy on caesarean sections.
Source: Hong Kong Government special administrative region
LCQ19: Provision of drug subsidies for cancer patients Question:
The Hospital Authority (HA) regularly reviews and includes suitable new drugs in the Drug Formulary and the safety net coverage of HA’s Drug Formulary, which cover various drugs for treating cancer. Regarding the criteria, mechanism and actual effectiveness of HA’s introduction and subsidisation of new drugs for treating cancer, will the Government inform this Council:
(1) as the Government previously indicated that when considering the inclusion of a drug in the Drug Formulary or the coverage of the safety net (including the Samaritan Fund and the Community Care Fund Medical Assistance Programmes), HA’s Drug Advisory Committee would take into account the safety, efficacy, cost-effectiveness of drugs and other relevant considerations, including international recommendations and practices, as well as professional views, and that the evaluation of drugs would be conducted based on medical evidence, clinical developments, and market dynamics, of the respective weightings of the various aforesaid criteria in the overall evaluation, as well as the methodology and considerations for determining cost-effectiveness;
(2) given that for lung cancer treatment, various advanced precision treatment drugs have emerged in recent years, e.g. the third-generation targeted therapy drugs for treating ALK (Anaplastic Lymphoma Kinase)-positive lung cancer, but it is learnt that patients are currently subsidised to use the aforesaid third-generation targeted therapy drugs only if they have developed brain metastasis, whether it knows if the HA will consider reviewing and adjusting the relevant subsidy criteria so that more eligible terminally-ill patients (including those who have not developed brain metastasis) can benefit at an early stage; if not, of the reasons for that;
(3) whether it knows the number of new drugs included by the HA in the Drug Formulary or the scope of subsidy under the safety net in the past five quarters; the respective numbers of patients who benefited from subsidies for drug expenses as a result and the total amount of subsidies involved (set out the relevant figures by quarter); and
(4) whether it knows, for the five types of cancer with the highest number of new cases recorded in the past year, the respective numbers of patients who received subsidies for cancer drug expenses for each of these cancer types, as well as the total amount of subsidies involved (with a breakdown by cancer type and cancer stage at the time of diagnosis of the patients)?
Reply:
President,
Pharmaceutical treatment constitutes an integral part of the medical services provided by the Hospital Authority (HA) for cancer patients. The HA is committed to providing appropriate treatment for all patients, including cancer patients, while ensuring equitable access to safe, effective, and cost-effective drugs prescribed under a highly subsidised public healthcare system.
DrugNote 2: Existing drug under the Samaritan Fund
Community Care Fund Medical Assistance Programmes
Drug Furthermore, the Committee of the HA regularly reviews cancer drugs already included in the HADF. In response to clinical data and healthcare demands of the drugs, the Committee transitions self-financed drugs for the treatment of various cancers into Special Drugs in an orderly manner, and provides them at standard fees to patients who meet specific clinical criteria. Taking Dasatinib, a drug used to treat leukaemia (i.e. blood cancer), as an example, the HA transitioned the drug from a self-financed drug to a Special Drug in April this year. Consequently, patients’ drug expenses dropped significantly from approximately $20,000 to $40,000 per month to just $20 per four weeks, effectively alleviating the financial burden on patients. Following the transition of Dasatinib to a Special Drug, it is anticipated that over 400 patients will benefit from the arrangement, with the estimated additional expenditure involved being $49 million per annum.
(4) In the 2025-26 financial year, the total number of cancer patients receiving treatment under standard fees at the HA was approximately 169 600, involving a total drug expenditure exceeding $1.95 billion.
According to the latest data from the Hong Kong Cancer Registry, the five types of cancer with the highest number of new cases in 2023 were lung, breast, colorectal, prostate, and liver cancer. For the 2025-26, the Samaritan Fund and Community Care Fund Medical Assistance Programmes approved 4 865 cases for these types of cancer, totaling roughly $1.22 billion in subsidies. The number of approved subsidy applications and the approved subsidy amounts for abovementioned cancer types are set out in the table below:
Cancer Type As the condition and needs of each cancer patient vary, the HA cancer services are patient-centric and emphasise a personalised therapeutic approach. Given that clinical services are designed to focus on providing appropriate treatment and support for cancer patients, rather than being classified solely by the stage of cancer at the time of diagnosis, relevant statistics are not compiled on such a basis.
To further alleviate the financial burden on cancer and critical illness patients from low-to-middle-income families, the fees and charges reform for public healthcare has relaxed the means test criteria for the Samaritan Fund. Since the implementation of the reform, numerous cancer patients have benefited. Taking the case of a lung cancer patient as an example, the patient’s out-of-pocket treatment expenses decreased by more than $27,000 after the reform, representing a reduction of more than 75 per cent. In another case involving a leukaemia (blood cancer) patient, the treatment expenses to be borne by the patient were reduced by approximately $44,000 after the reform, representing a decrease of around 62.5 per cent. The above examples demonstrate that the reform can effectively ease the financial burden on cancer patients during their treatment process.
As the largest public cancer service provider in Hong Kong, the HA adopts an integrated and multidisciplinary approach to provide cancer treatment for patients, and arranges appropriate management according to individual clinical conditions, including clinical diagnosis and assessment, cross-specialty care (such as Family Medicine and Specialist Outpatient clinics, acute care, and palliative care services), rehabilitation services, and drug subsidies. Apart from drug subsidies, the HA also maintains an exceptionally high subsidy rate for non-drug subsidised treatment items.
The HA will continue to optimise the use of public healthcare resources and incorporate more innovative cancer drugs and medical devices into the HADF and safety net subsidisation scopes, thereby providing more comprehensive support for cancer patients. Issued at HKT 17:25
Source: Hong Kong Government special administrative region
LCQ7: Recycling of construction waste Question:
According to the report “Monitoring of Solid Waste in Hong Kong – Waste Statistics for 2024” published by the Environmental Protection Department at the end of 2025, the overall quantity of construction waste generated in 2024 increased by about 4 945 tonnes per day compared to 2023, reaching an average of 50 505 tonnes per day. In papers submitted to the Public Works Subcommittee of the Legislative Council, the Government states that it encourages contractors to maximise the use of recycled or recyclable construction waste on site as far as possible, and requires them to submit a plan setting out the waste management measures and how such waste will be reused and recycled. In this connection, will the Government inform this Council:
(1) whether it has collected basic data on the recycling of construction waste in Hong Kong, including the total weight (in tonnes), the types of recycled products (such as concrete and aggregates) and their respective weights, as well as the main recycling channels; if so, of the details; if not, the reasons for that;
(2) of the existing standard procedures and specific measures for managing the recycling of construction waste, including the government departments involved and their detailed division of responsibilities, the number and locations of storage facilities for such waste and the means of transport; whether it has quantified and assessed the effectiveness of such measures; if so, of the details; if not, the reasons for that; Reply: Most of the construction waste generated locally is inert construction waste, commonly known as public fill which includes rock, rubble, sand, concrete, asphalt, brick, tile, etc, and is non-decomposable materials that can be reused as construction materials. Non-inert construction waste (such as bamboo and wood pieces) accounts for a smaller portion of the overall construction waste. The Government has been managing construction waste through reducing generation, proper reuse and recycling, including direct reuse of public fill through matching between projects, or storage of public fill in the two fill banks for future reuse. As local projects cannot absorb all the public fill generated in Hong Kong in recent years, coupled with the limited capacities of the fill banks, surplus public fill has to be delivered to the Chinese Mainland for reuse. Non-inert construction waste that is not suitable for reuse as construction materials will be disposed of at landfills.
In consultation with the Environment and Ecology Bureau, the reply to the question raised by the Hon Tommy Chung is as follows:
(1) The Government compiles statistics on construction waste in Hong Kong regularly, including the disposal and reuse quantities of overall construction waste. According to the latest report “Monitoring of Solid Waste in Hong Kong – Waste Statistics for 2024” published by the Environmental Protection Department at the end of 2025, in 2024, an average of 45 810 tonnes per day of public fill was received by the fill banks for future reuse (including local reuse and delivery to the Chinese Mainland for reuse) and delivered to works projects for direct reuse (i.e. a total of approximately 16.8 million tonnes in the year). An average of 4 695 tonnes per day of construction waste was disposed of at landfills (i.e. a yearly quantity of about 1.7 million tonnes). The major recycled products or reuse means and the respective quantities are tabulated as follows:
Recycled products or reuse means (2) At present, the recovery rate of overall reusable and recyclable construction waste has reached about 90 per cent. The Government has been adopting a multi-pronged strategy to ensure the proper management of construction waste, primarily driven by three directions: reduction at source, beneficial reuse and recycling, with a view to making the best use of resources, reducing waste and alleviating the pressure on the environment. This work, implemented by the Public Fill Committee established by the Government, includes the vetting of public works projects to minimise the generation of construction and demolition material and maximise the use of public fill .
On the aspect of reduction, we request public works projects to enhance the planning, design and management of various engineering projects, striving to achieve on-site cut-and-fill balance as far as practicable to minimise the generation of public fill at source, thereby alleviating the pressure on existing public fill reception facilities.
Regarding proper reuse, suitable public fill is either directly reused in earth filling, reclamation projects, or transported to the two local fill banks for temporary storage for future reuse in suitable projects, thereby enabling the resources circulation. The remaining portion that cannot be absorbed locally will be transported to the Chinese Mainland for reuse.
With respect to recycling, we actively promote the reprocessing of suitable materials into usable construction materials, which not only enhances resource utilisation efficiency but also helps drive the industry towards sustainable development.
There are currently four public fill reception facilities operated by the Civil Engineering and Development Department, including the two fill banks located at Tuen Mun and Tseung Kwan O with recycling facilities, and the two public fill transfer facilities located at Chai Wan and Mui Wo (which mainly serve to receive part of the public fill generated in Hong Kong Island and Lantau Island respectively, and to transfer the material to the two local fill banks). The facilities receive public fill from the local industry that cannot be directly reused on site and temporarily store it in the fill banks, pending future reuse.
(3) The Government has been increasing land supply through reclamation, site formation or earth filling projects, etc, which serve as the main outlets for absorbing a large amount of reusable and recyclable construction waste as construction materials. Looking ahead to the coming years, the Government is progressively implementing various projects, including the site formation works for the San Tin Technopole that commenced in December 2024, the reclamation works at Area 132 in Tseung Kwan O for which funding approval will be sought from the Legislative Council later in 2026, as well as the proposed reclamation works at Area 137 in Tseung Kwan O and Lung Kwu Tan, to absorb substantial quantities of reusable and recyclable construction waste. In alignment with the implementation schedules of various projects, we will supply public fill to reclamation, site formation or earthworks projects for reuse. Meanwhile, we will continuously explore recycling public fill into useful construction materials.
(4) In the past five years, the average cost and total expenditure of handling and managing the reusable and recyclable public fill by the Government annually are as follows:
Financial year Note 3: As many of Hong Kong’s large-scale reclamation projects have largely been completed, several upcoming large-scale reclamation projects are yet to commence, the capacity of existing fill banks is nearly saturated, coupled with the gradual release of land from the fill bank at Area 137 in Tseung Kwan O for long-term development, it has become necessary to increase the quantity of surplus public fill transported to the Chinese Mainland for reuse, resulting in a corresponding increase in the expenditure.
(5) The Government will continue to create land in a resolute and persistent manner, so that a steady and continuous land supply for Hong Kong can be maintained to meet future economic and social development needs. In alignment with the implementation schedules of various projects, the Government will strive to use public fill in reclamation, site formation and earth filling projects. However, as the implementation programmes and construction arrangements of various projects will be continuously optimised as they progress, the demand for public fill will be adjusted subject to design and construction progress. It is therefore difficult to provide precise schedules at this stage.
In addition, the Government has been supporting innovative development, continuously collaborating with local universities on multiple research and development projects to recycle public fill into useful construction materials. These initiatives include sorting and recycling suitable hard materials from public fill into manufactured sand for reclamation, studying the use of public fill as final cover for landfills, and implementing a pilot scheme to produce eco-bricks using public fill. We will continue to monitor advancements in frontier technology, maintain close communication with university research teams, and continuously explore other feasible options for recycling public fill. Issued at HKT 17:23