Infrastructure innovation: Engineering excellence behind Hong Kong's mega projects

By the CV Division

Behind the bustle of Hong Kong lies the quiet support of sophisticated infrastructure systems that sustain this international metropolis. As The Hong Kong Institution of Engineers (HKIE) marks its 50th anniversary, the Civil Division—established in 1978—celebrates 47 years of contributing to every major stage of the city’s development. From the construction of the underground railway to today’s smart city initiatives, civil engineers have remained at the forefront of professionalism and innovation, addressing challenges such as land scarcity and climate change through expertise in land reclamation, underground development, and flood resilience.

In this spirit of excellence, the Civil Division presented the first “Civil Engineering Excellence Awards” at its Annual Dinner held on 24 October 2025. With Platinum, Gold, and Silver distinctions, the Awards recognise outstanding projects assessed on Engineering Excellence, Sustainability, Impact, Quality and Safety, and Innovation. The winning projects showcase the profession’s technical mastery and forward-thinking solutions, setting new benchmarks for sustainable urban development in Hong Kong.

Platinum Award: Development of the Loop - Pioneering Bridge Construction with innovative Full-span Erection Method and Special Lifting Frame

1. Overview

The Development of the Loop (the Loop), led by Civil Engineering and Development Department (CEDD), delivers essential infrastructure to support the Hong Kong-Shenzhen Innovation and Technology Park (HSITP), envisioned as a major cross-boundary innovation gateway under the National 14th Five-Year Plan. The project team is committed to delivering the Loop project in a collaborative and innovative manner.

To enhance the Loop’s connectivity, two new roads are built, including the Direct Road Link (DRL) viaduct connecting the Loop to MTR Lok Ma Chau Station, and Bridge ST01 linking the Loop to Fanling and San Tin highways. Construction of these viaducts faces severe site constraints due to their proximity to live railway operations and heavily trafficked highways.

To achieve the project objectives and overcome complex site challenges, the project team adopted an innovative approach, and leveraged digital technologies to move beyond conventional bridge erection methods. The innovative construction techniques developed may enhance the safety and efficiency of future bridge construction in Hong Kong as well as the Greater Bay Area.

2. Innovation

a) Bridge ST01 - The word-first full-span deck erection

Bridge ST01 crosses ten lanes of heavily trafficked highways. Deck erection was constrained to a single night-time road closure per week. If traditional balanced cantilever construction method was used, the long construction programme would cause much disturbance to the public.

To meet this challenge, the project team developed the world’s first application of the “Full-Span Deck Erection” method to minimise road closures. Precast deck segments were assembled into full-span unit at ground level within the site yard. These units were then transported using self-propelled modular transporters (SPMTs) at low-level, and lifted into position using a strand-jacking system.

The use of innovative Full-span Erection method delivered notable results. The deck erection time was significantly reduced by eight months, and approximately 80% of the work-at-height activities were eliminated which improved site safety. In addition, road closures were reduced from about 43 to just three nights, minimising disruption to the public.

b) DRL viaduct – Hong Kong-First 360° Rotating Special Lifting Frame (SLF)

The DRL viaduct had to be constructed above the 24-hour cross-boundary San Sham Road and next to an operating railway, with a clearance of less than 6 metres from the railway viaduct. The use of large launching girders or heavy cranes were not feasible. To address these constraints, the project team adopted a compact 360-degree rotating Special Lighting Frame (SLF). It was mounted on a hydraulic turntable which enabled the lifting of precast segments from ground level in any direction, eliminating the need for heavy cranes near the railway and providing a safer working environment in close proximity to railway.

The use of the innovative SLF reduced deck erection time by four months, improved site safety by significantly reducing working-at-height activities, and minimised disruption to cross-boundary traffic by reducing road closures from 25 to eight nights.

Full Span Erection Method

Special Lifting Frame

c) Digitalisation

The project team fully leveraged digital technologies from planning through delivery. Drone photogrammetry and LiDAR scanning technologies were adopted to create an accurate digital representation of existing site conditions. Building Information Modelling (BIM) was employed as the central platform to integrate all project data, including on-site data acquired from Photogrammetry and LiDAR, as well as the modelled elements of proposed permanent works and planned equipment. This allowed more precise planning and review of construction steps, allowing all parties to visualise activities and identify issues early.

3. Applicability

Both methods are practical and replicable in other projects in Hong Kong, in particular within the Northern Metropolis. The Full-span Deck Erection method transforms traditional segmental construction into span-by-span solution, while the SLF offers a compact solution for sites with limited working spaces. Both methods offer significant benefits in terms of works programme efficiency as well as site safety.

The integration of innovative construction methodologies with digital technologies has delivered significant, measurable benefits across key performance indicators for this project, surpassing what would have been achievable with conventional techniques. These achievements set a new benchmark for bridge engineering.

The project team has actively promoting and sharing these innovative construction methods within the local construction industry, and among key stakeholders, including the Legislative Council, District Council, The Hong Kong Institution of Engineers, the Institute of Civil Engineers, and the Construction Industry Council. This ongoing engagement seeks to inspire safer and more efficient bridge construction across Hong Kong as well as the Greater Bay Area, while reinforcing Hong Kong’s role as Super Connector and Super Value-Adder in the region. To achieve the project objectives and overcome complex site challenges, the team adopted an innovative mindset, and leveraged digital technologies to move beyond conventional bridge erection techniques. The innovative construction methods developed through this project have the potential to enhance the safety and efficiency of future bridge construction in Hong Kong as well as the Greater Bay Area.

Digital technologies

Gold Award: Tseung Kwan O Promenade Southern Bridge

Commissioned and opened in February 2024, the Tseung Kwan O Promenade Southern Bridge (Southern Bridge) has rapidly become a landmark of engineering and urban design excellence, spanning 150 metres across the Eastern Channel of Junk Bay. This elegant footbridge establishes a seamless pedestrian link between LOHAS Park and the Tseung Kwan O (TKO) town centre, enhancing the daily lives of over 400,000 residents through safer, more direct and sustainable connectivity.

The Southern Bridge’s wave‑inspired form harmoniously reflects the surrounding seascape, with its distinctive diagonal arch rib and 28 slender hangers creating a graceful silhouette along the waterfront. Measuring just 6 metres wide, the bridge exemplifies efficient design—visually light yet structurally sophisticated—symbolising the fusion of art and engineering that defines TKO’s modern urban identity.

Excellence through innovation and collaboration

The project represents a pioneering milestone in Hong Kong’s civil engineering history as the first pedestrian bridge constructed with Grade S690QL high‑strength structural steel. This advanced material enabled the design team to achieve slimmer, more elegant structural members. This optimisation not only saved material but also delivered a 20% reduction in the bridge’s overall carbon footprint.

Quality and precision were central to project’s delivery. Steel components were fabricated using robotic welding and stringent heat‑treatment regimes to ensure exceptional accuracy and strength. Non‑destructive testing, including ultrasonic and radiographic inspections, further ensured structural integrity throughout fabrication.

Executed under the NEC3 Engineering and Construction Contract, the project fostered collaboration and proactive risk management among all parties. This cooperative approach proved critical in overcoming challenges arising from border restrictions and pandemic disruptions, ensuring delivery on schedule and within budget.

Adopting Design for Manufacture and Assembly (DfMA) principles alongside Building Information Modelling (BIM) integration, major steel segments were prefabricated off‑site in Chinese Mainland. This assured high quality while minimising noise and dust near residential areas and improving safety by shifting complex tasks away from the congested marine site.

A world‑first in bridge erection techniques, the “stepping‑over” delivery method was developed to transport the 830‑tonne superstructure across the deck of the Cross Bay Link. Supported by bespoke temporary towers and guided by comprehensive BIM simulations, the operation demonstrated cutting‑edge logistical innovation, safety, and digital integration.

The Southern Bridge achieved over 400,000 man‑hours without a single accident, a remarkable safety record underpinned by a strong culture of professionalism and care. Special engineering measures—such as tie‑down systems rated for typhoon‑force winds and protective anti‑toppling frames—further ensured resilience under extreme conditions. Environmental stewardship was equally prioritised: off‑site prefabrication reduced on‑site disturbance, while meticulous planning minimised impacts on marine operations and nearby communities.

Beyond its technical achievements, the Southern Bridge has transformed the social landscape of TKO. By encouraging walking and active lifestyles, it has revitalised the waterfront, strengthened community cohesion, and stimulated local economic activity. Festivals, gatherings, and daily commutes alike now converge on this architectural masterpiece—an enduring symbol of connection, creativity, and civic pride.

A lasting legacy

The Southern Bridge sets new benchmarks in digital driven, sustainable infrastructure delivery, inspiring future generations of engineers to pursue excellence through innovation and collaboration. It exemplifies how visionary design and advanced engineering can create structures that not only serve a practical purpose but also enrich the cultural and environmental fabric of the city.

In every respect, the Southern Bridge stands as a compelling example of Hong Kong’s civil engineering capability—uniting beauty, precision, and purpose in a structure that bridges both people and the future.

Main span Installation

Southern bridge overview

Spectators on Southern Bridge enjoying water sports activities in TKO Bay

Gold Award: The Tung Chung New Town Extension – Reclamation and Advance Works

The Tung Chung New Town Extension – Reclamation and Advance Works is one of the major initiatives under the Hong Kong Special Administrative Region Government’s multipronged strategy to increase land supply. With a contract value of HK$12 billion, procured under NEC3 ECC Option B, the project is one of the largest and most sustainable reclamation developments ever undertaken in Hong Kong. Led by the Civil Engineering and Development Department, with AECOM Asia Co. Ltd. as Project Manager and Build King-SCT Joint Venture as Contractor, the works have reclaimed approximately 130 hectares at Tung Chung East (TCE). Upon full development, the Tung Chung New Town Extension will provide around 64,800 flats, accommodating a new population of over 180,000 with TCE contributing over 50,000 flats.

Reclamation commenced in December 2017 and was completed in 2023 under an exceptionally tight programme. A key milestone was the delivering of Phase 1 land (approximately 7 hectares) within 27 months, enabling early development of public housing for around 30,000 residents. This achievement was supported by an NEC partnering culture and a shared ethos of “One Project – One Team – One Goal.”

Engineering excellence was driven by a major departure from conventional dredging methods. The project adopted non dredged deep cement mixing (DCM) and drained techniques to stabilise in situ soft marine deposits by mixing them with cementitious binders, forming a robust foundation for reclamation. This approach avoided dredging and marine disposal of around 15 million m³ of marine mud, reduced reliance on imported granular fill, and limited ecological disturbance. The scale of seabed treatment required advanced geotechnical design, rigorous quality control and monitoring to ensure stability and long term performance.

Beyond reclamation, DCM was innovatively applied to the construction of a 460-metre-long, four-cell box culvert within a narrow corridor, known as Box Culvert No. 2. The team developed a DCM stabilised soil retaining wall, the first application of its kind in Hong Kong, eliminating the need for heavy temporary steel supports. This reduced logistical complexity and safety risks by avoiding high risk welding and major steel installations, while cutting carbon emissions by approximately 6,000 tonnes. The technique was later adopted for another major structure, the Interim Open Rectangular Channel (about 1,200 m), demonstrating replicability.

To overcome restricted headroom beneath the Tuen Mun– Chek Lap Kok Link viaduct (about 20 m), the team converted a standard barge into a low headroom DCM barge using extendable drilling rods, reducing overall height to about 14.7 m. The project also advanced the use of low carbon materials by incorporating ground granulated blast furnace slag (GGBS) as a partial cement replacement in DCM mixes; after extensive trials, up to 60% substitution was achieved while maintaining performance, reducing an estimated 134,000 tonnes of CO₂ emission.

Sustainability was embedded throughout the project. Avoiding dredging and long distance marine disposal saved an estimated 160,000 tonnes of carbon emissions from transport. Circular economy practice was a defining feature: inert construction and demolition (C&D) materials were maximised as fill, increasing from an initial 56% target to 75% of total fill volume (around 21 million tonnes). This reduced imported fill demand and avoided disposal transport to Taishan (about 170 km away), saving about 103,500 tonnes of CO2, supported by direct matching with other projects to minimise double handling.

The project delivered Hong Kong’s first eco shoreline: a 3.8 km long system (about 43,800 m²) designed to emulate natural intertidal habitats through mangrove and mudflat, rocky, and vertical shoreline types. Trials at Siu Ho Wan with academic
collaboration informed design, while 3D printed eco blocks enhanced habitat diversity. AI based video analytics and underwater drones were piloted in 2023 to monitor ecological performance, with more than 250 species of intertidal organisms, fish and shorebirds recorded, exceeding expectations.

Reclamation works completed in January 2023

The project’s impact is substantial. Early Phase 1 land delivery benefits thousands of families. Waterfront enhancements and the eco shoreline provide new public amenities for recreation and environmental education. Economically, the project generated employment, strengthened supply chains and delivered efficiencies through reduced imported fill and temporary works.

Mangrove eco-shoreline

Quality, safety and health were central to the project’s delivery. Stringent quality control supported innovative methods such as DCM reclamation and eco shoreline construction, drawing on trials, independent monitoring and specialist expertise. Safety risks were reduced through DCM gravity walls, which avoided deep excavations and steel intensive temporary works. In parallel, the “InnoTCE” Innovation Centre advanced “Construction 2.0” through smart site management, integrating AI-enabled camera surveillance, anti collision monitoring for marine plant, hazardous zone detection, and Ultra Wideband collision systems into a centralised platform for real time oversight and rapid response.

Overall, Tung Chung East Reclamation and Advance Works exemplify engineering excellence, sustainability leadership, social impact, safety and innovation at scale, demonstrating how urgent land supply can be delivered while reducing carbon emissions and enhancing the environment.

New species along eco-shoreline

Silver Award: Central Kowloon Route – Central Tunnel

The Central Kowloon Route (CKR) formally known as the Central Kowloon Bypass - Yau Ma Tei Section, was opened on 21 December 2025. The CKR – Central Tunnel (CT) marks a significant milestone in Hong Kong’s urban infrastructure development, It represents the culmination of a five-year multidisciplinary effort involving over 1,000 personnel, rigorous engineering management, and innovative technical solutions. The tunnel forms the backbone of a 4.7 km dual three-lane
expressway connecting Yau Ma Tei in West Kowloon with Kai Tak Development and Kowloon Bay in East Kowloon, easing a longstanding bottleneck in east-west city traffic.

As the main contractor, Bouygues Travaux Publics, in partnership with the Highways Department and AMMJV (Arup–Mott MacDonald Joint Venture), navigated a dense urban corridor comprising 240 structures, historical sites, hospitals, and four operational MTR lines. The alignment of the 2.8km tunnel required excavation beneath these structures, with the tunnel passing as close as 3 metres to the Kwun Tong Line at its nearest point. Rigorous preventive and monitoring measures ensured no adverse impact on adjacent infrastructure or railway operations.

The project’s engineering complexity is notable. Initial geological investigations involved over 180 boreholes and six horizontal directional corings, enabling adaptive tunnel support systems for spans up to 20 metres. In fractured zones, 10-tonne arches were robotically installed as single units, maximising safety and minimising disruption. A Tunnel Boring Machine (TBM) pilot tunnel and mega-arch supports enabled compliance with stringent settlement and safety requirements.

Permanent works incorporated several innovations in foundation and support structures, notably the transition of the Ho Man Tin Ventilation Building foundation from piles to a raft system, thereby eliminating 169 socketed H-piles, and significantly reducing resource consumption, carbon emissions, and construction risk. Pipe pile walls replaced diaphragm walls in confined areas, streamlining site operations. The ventilation cavern was designed to bypass a major fault zone, improving safety and programme certainty.

Advanced logistics and mechanisation were central to construction. Up to 7,800 tonnes of material were handled daily via high-speed, PLC-monitored gantry cranes operating at vertical shafts 100 metres deep. The deployment of over 300 heavy equipment units necessitated dedicated underground maintenance teams, ensuring maximum operational availability. Precision blasting was achieved using electronic detonators allowing ±1 ms timing accuracy, enabling controlled full-face and double-deck blasts within sensitive urban constraints.

Quality, safety, and health were prioritised throughout the project. Real-time construction monitoring, including ground settlement sensors and tunnel distortion accelerometres, was integrated into a digital platform to enable immediate response. Automated canopy installation systems eliminated manual handling risks, resulting in zero finger injuries. The project’s safety protocols were recognised with industry awards.

Environmental stewardship was embedded in design and execution. The tunnel alignment minimised the above-ground footprint to 10,000 m², preserved existing greenery, reused substantial volumes of recycled water, and achieved 79% beneficial reuse of excavated material. The adoption of GGBS concrete, green steel, biodiesel, and AI-based energy monitoring reduced CO2 emissions by over 6,700 tonnes. Acoustic enclosures enabled 24/7 work with significant noise reduction.

Central Kowloon Route – Central Tunnel

Precision blasting

GGBS concrete, green steel, biodiesel, and AI-based energy monitoring reduced CO2 emissions by over 6,700 tonnes. Acoustic enclosures enabled 24/7 work with significant noise reduction.

Upon commissioning, travelling time between Yau Ma Tei and Kowloon Bay has been reduced from 30 minutes to 5 minutes, alleviating congestion across Kowloon’s core corridors. This project delivers tangible improvements in air quality, accessibility, and economic productivity, and exemplifies a collaborative, technically rigorous approach to urban tunneling. The CKR-CT establishes new standards in civil engineering, demonstrating how innovative practice, advanced logistics, and effective stakeholder coordination can deliver sustainable infrastructure in complex urban environments.

Tunnel Boring Machine

Silver Award: Revitalisation of Tsui Ping River

To tie in with the “Energizing Kowloon East” initiative, which aims to transform Kowloon East into a new core business district, the Drainage Services Department commenced the “Revitalisation of Tsui Ping River” project in July 2020. Through
environmental, ecological and landscape enhancements, the existing King Yip Street nullah, approximately one kilometre long, was transformed into the vibrant “Tsui Ping River.” The works were completed by the end of 2024, and the riverside
facilities have since been opened to the public.

Engineering excellence

Carrying out construction works within a major operational flood relief channel in East Kowloon was highly challenging. The project team demonstrated innovation in design, construction and operation, overcoming these difficulties through close collaboration, and ensuring the project was completed smoothly and on schedule.

Sustainability

The installation of smart water gates helps to stabilise the river’s water body, enhancing the ecological environment and alleviating odour issues. An artificial wetland located upstream serves as an outdoor classroom, promoting public awareness of the importance of collective community efforts in protecting the river.

Smart water gate

Impact

While enhancing the channel’s flood discharge capacity, the project introduced six landscaped decks, six cross-river links and a floating platform, creating valuable riverside public spaces. These facilities strengthen connectivity and accessibility within the district. The architectural design, characterised by dynamic lines and three-dimensional elements, together with riverside features incorporating visual arts, has injected new vibrancy into the Kwun Tong community.

Quality and safety

The project team adopted various innovative engineering technologies and construction methods, including Modular Integrated Construction (MiC) and an artificial intelligencebased water level forecasting system, to enhance efficiency, quality and site safety.

Innovation

The “Revitalisation of Tsui Ping River” project integrates elements of engineering, architecture, landscape design, graphic design, art, placemaking, branding and community innovation, with the aim of bringing renewed vitality to the district. This innovative approach reflects the Drainage Services Department’s commitment to promoting blue-green infrastructure and implementing the “riverine city” concept, setting a valuable precedent for future urban revitalisation projects.

New Perspectives · New River Views

Silver Award: Tseung Kwan O Desalination Plant

The Tseung Kwan O Desalination Plant (hereinafter referred to as “the Plant”) is Hong Kong’s first waterworks to adopt an advanced reverse osmosis desalination technology. With a daily production capacity of 135,000 cubic metres, it accounts for approximately 5% of the city’s total freshwater demand. The Plant officially commenced water supply on 22 December 2023, marking a significant milestone in Hong Kong’s water resources management. In addition to reverse osmosis desalination technology, the Plant adopts an integrated Dissolved Air Flotation and Filtration system (ActiDAF) as its seawater pre-treatment process, ensuring that the potable water produced fully complies with Hong Kong’s drinking water standards.

Reverse osmosis desalination technology

Tseung Kwan O Desalination Plant

Throughout project implementation, the engineering team consistently upheld principles of innovation and environmental sustainability, adopting the following advanced technologies:

• Leveraging Building Information Modelling (BIM) to optimise design, in combination with Design for Manufacture and Assembly (DfMA) and Modular Integrated Construction (MiC), significantly enhancing construction efficiency and reducing manpower requirements.
• Applying Digital Twin technology to simulate operational performance, enabling more accurate data analysis, more effective operational management, and improved energy efficiency.
• Installing energy recovery devices capable of reclaiming up to 96% of the pressure energy from treated seawater, substantially reducing the energy demand of highpressure pumps in the reverse osmosis process and achieving energy-saving objectives. In addition, the integration of photovoltaic panels, low-energy treatment processes, rainwater harvesting, and vertical greening features enabled the Plant to achieve Platinum rating under the Hong Kong Green Building Council’s BEAM Plus New Buildings certification.

The Plant helps to diversify Hong Kong’s water resources by developing a climate-resilient water supply that is independent of rainfall. This enhances the reliability and resilience of the city’s water supply system, laying a stronger and more sustainable foundation for the future.