Hong Kong – LCQ13: Developing ”Smart Prison”
LCQ13: Developing ”Smart Prison”
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Following is a question by the Hon Elizabeth Quat and a written reply by the Secretary for Security, Mr Tang Ping-keung, in the Legislative Council today (June 15):
Question:
It is learnt that currently more than half of the 29 correctional facilities managed by the Correctional Services Department (CSD) are over 40 years old, and the CSD has sought funding approval from this Council for many times to carry out improvement works for such facilities. Moreover, the CSD has started developing since 2019 a “Smart Prison” system which makes use of innovation and technology strategies to improve correctional facilities and process innovation. However, there are comments pointing out that the works for changing the existing obsolete facilities into smart prisons involve exorbitantly huge expenditure, and they are unable to solve the staff turnover and recruitment problems which are attributable to the remote locations and traditional supervision mode of the institutions. Therefore, the Government should resume the plan for a large-scale prison complex that has been shelved for many years, with a view to developing smart prison at a faster pace and lower costs, thereby enhancing management efficiency and retaining talents, as well as releasing the precious lands originally occupied by prisons for other purposes. In this connection, will the Government inform this Council:
(1) of the CSD’s plan to implement improvement and redevelopment works for the relevant institutions to address the ageing problem of existing correctional facilities;
(2) whether it has assessed (i) the expenditure to be incurred in converting the aforesaid 29 correctional facilities into smart prisons, and (ii) the expenditure to be incurred in building a large-scale smart prison complex, and if such a prison will boost management efficiency and ease the staff turnover problem; if so, of the details; if not, the reasons for that; and
(3) in order to resolve the problem of correctional officers having to go to work in remote areas, improve their working environment, reduce the maintenance expenses arising from ageing correctional facilities, and release the lands originally occupied for prisons for other purposes, whether the CSD will consider constructing under its redevelopment plan a full-fledged smart prison, instead of adding some smart elements to individual institutions; if so, of the details; if not, the reasons for that?
Reply:
President,
In consultation with the Correctional Services Department (CSD), a consolidated reply to the Hon Quat’s question is as follows:
The CSD is committed to providing a secure, safe, humane, decent and healthy custodial environment for persons in custody (PICs). The department has also been proactively developing “Smart Prison” through the implementation of innovation and technology strategies to modernise, informatise and humanise the management mode and process innovation of correctional institutions.
Since some of the correctional facilities have been in operation for years, the CSD has been implementing various measures to improve those facilities to meet the needs of custodial and rehabilitation work, including installing electric locks security systems, upgrading the closed-circuit television systems, and promoting the development of “Smart Prison” by implementing innovation and technology projects in correctional institutions by phases. Drawing on the experience gained from the trial implementation of various technology projects, the CSD commenced renovation works at Tai Tam Gap Correctional Institution in 2019 in order to convert it into the first “Smart Prison” in Hong Kong, which has come into in operation since May 2021. Depending on its actual needs, the CSD will devise and implement improvement and redevelopment plans for the correctional facilities. At the same time, the CSD will proactively evaluate the experience and effectiveness of various “Smart Prison” projects in the past, and continue to introduce smart elements into various institutions by seizing the opportunities of facility improvement works, so as to modernise the operations of correctional facilities, with a view to enhancing the efficiency and security of prison management. Taking into account the effectiveness of different systems, and subject to factors such as feasibility and resources availability, the department will roll out innovation and technology projects in the short, medium and long term according to priorities. Therefore, the expenditure involved for the development of “Smart Prison” for all the 29 correctional facilities is currently unable to be estimated.
In 2003, the CSD proposed to construct a “prison complex” at Hei Ling Chau. The proposal was eventually shelved in view of the public’s objection to the proposal and call for exploring alternative development plans to address the problem of prison overcrowding at that time. The CSD has no plan to construct a “prison complex” for the time being. As the expenditure involved in such proposal will be affected by various factors such as the selected site, scope of works, technical issues, the need for associated facilities, project plan and cost, it is difficult to provide an estimated expenditure at this stage. However, the Government is willing to listen to the views of the community on the idea of developing a “prison complex”. In fact, the planning and construction of every correctional institution is a substantial social investment. Any proposals to consolidate the existing correctional facilities should be carefully considered. Regarding the future prison development plan, institutional security will remain the first and foremost priority. Taking into account the actual needs and circumstances, the CSD will make a comprehensive assessment in considering feasible redevelopment and improvement works, thereby meeting the operational needs of the department. At this stage, as mentioned above, the CSD will proactively evaluate the experience and effectiveness of various “Smart Prison” projects in the past, and continue to introduce more suitable and innovative “Smart Prison” projects into various correctional institutions.
On human resource planning, the CSD has adopted various staff retention measures, including enhancing custodial efficiency and institutional security through the application of technology and review of workflow, with a view to protecting correctional officers in safely carrying out law enforcement duties and the personal safety of PICs. The development of “Smart Prison” could optimise the current working environment, thereby ensuring a more humanised and safer environment for correctional officers to perform law enforcement duties. As some of the correctional institutions are located in remote areas and where public transport services are inadequate, the CSD provides transport for its staff between designated locations and the relevant correctional institutions, thereby reducing their commute time. Vessels are also arranged to transport staff working at institutions in Hei Ling Chau at nighttime. In addition, the CSD has enhanced staff training and arranged for their enrolment in various learning programmes. This would help enhance the professionalism of correctional staff, and staff members in the Assistant Officer grade may have greater chance of internal promotion and even apply for vacancies of the Officer grade. Moreover, the department has implemented year-round recruitment for the post of Assistant Officer II since February 2018 to replenish vacancies in a timelier and regular manner. The time required for each recruitment exercise has been significantly shortened from around nine months in the past to three months. On average, there are new recruits joining the CSD every month who will be arranged to undergo recruit training.
The CSD will continue to implement measures on various fronts to enhance the overall standard of correctional services.
Researchers are bringing the use of acoustic waves to target and destroy cancerous tumours closer to reality. While doctors have used low-intensity ultrasound as a medical imaging tool since the 1950s, experts at the University of Waterloo are using and extending models that help capture how high-intensity focused ultrasound (HIFU) can work on a cellular level. Led by Siv Sivaloganathan, an applied mathematician and researcher with the Centre for Math Medicine at the Fields Institute, the study found by running mathematical models in computer simulations that fundamental problems in the technology can be solved without any risk to actual patients. Sivaloganathan, together with his graduate students June Murley, Kevin Jiang and postdoctoral fellow Maryam Ghasemi, creates the mathematical models used by engineers and doctors to put HIFU into practice. He said his colleagues in other fields are interested in the same problems, but were coming at this from different directions. My side of it is to use mathematics and computer simulations to develop a solid model that others can take and use in labs or clinical settings. And although the models are not nearly as complex as human organs and tissue, the simulations give a huge head start for clinical trials. One of the obstacles that Sivaloganathan is currently working to overcome is that in targeting cancers, HIFU also poses risks to healthy tissue. When HIFU is being used to destroy tumours or cancerous lesions, the hope is that good tissue wont be destroyed. The same applies when focusing the intense acoustic waves on a tumour on the bone where lots of heat energy gets released. Sivaloganathan and his colleagues are working to understand how the heat dissipates and if it damages the bone marrow. Other researchers working with Sivaloganathan include engineers, who are building the physical technology, and medical doctors, in particular, James Drake, chief surgeon at Hospital for Sick Children, looking at the practical application of HIFU in clinical settings. Sivaloganathan believes HIFU will make significant changes in cancer treatments and other medical procedures and treatments. HIFU is already finding practical application in the treatment of some prostate cancers. Its an area that I think is going to take center stage in clinical medicine, he said. It doesnt have the negative side effects of radiation therapy or chemotherapy. There are no side effects other than the effect of heat, which we are working on right now. It also has applications as a new way to break up blood clots and even to administer drugs. Sivaloganathans new research paper on math modelling for HIFU, Dimension estimate of uniform attractor for a model of high intensity focussed ultrasound-induced thermotherapy, with co-authors Messoud Efendiyev and June Murley, was recently published in the Bulletin of Mathematical Biology.
LCQ3: Developing topside properties at railway stations
******************************************************* Question: Under the “ownership” approach and the “Rail-plus-Property development” model, the MTR Corporation Limited (MTRCL) is responsible for the construction and operation of new railways, and it will be granted the development rights of the topside properties at the railway stations by the Government for subsidising the railway construction costs. It has been reported that MTRCL had reaped lucrative profits from property developments over the years. In this connection, will the Government inform this Council whether it will specify the permitted rate of return (RoR) of MTRCL with regard to property developments (with the relevant level to be determined by drawing reference from the permitted RoR of the two power companies, i.e. 8 per cent on their average net fixed assets), and require MTRCL to hand over the remaining property units to the Government for public housing use once the permitted RoR is reached; if so, of the details; if not, the reasons for that? Reply: President, After consulting Financial Services and the Treasury Bureau, my consolidated reply to the question raised by the Hon Mrs Regina Ip is as follows: Under the “ownership” approach, the MTR Corporation Limited (MTRCL) will be responsible for the financing, design, construction, operation and maintenance of the new railway, and ultimately owns the railway. Given the huge investment in a railway project, the income generated from transport operations and station commercial business often fails to balance the expenditure. As such, the Government provides funding support to bridge the funding gap for “financially infeasible” projects (i.e. the present value of all its revenues net of expenditures fall short of the expected return on capital). For most railway projects in the past, the Government has adopted the “Rail-plus-Property (R+P)” model to provide funding support so that the railway line could be operated sustainably. Projects that are unable to be funded by suitable properties (such as the West Island Line project) will be supported by non-recurrent capital grant. According to the R+P model, when the Government executes the project agreement with the MTRCL, the Government grants property development rights based on the funding gap of the railway project, enabling the MTRCL to bridge the funding gap by the property development profits. Upon receipt of the Government’s funding support, the MTRCL would bear all the commercial risks associated with the design, construction, operation and maintenance of the new railway. The Government has no obligation to provide any further funding support to the MTRCL even if the future revenue of the new railway project is lower than expected. The model also brings other operational benefits such as unleashing the development potential of land along the railway. Not only does it increase housing supply, it also allows the MTRCL to co-ordinate the enabling works of the property development and the railway works in order to facilitate the project delivery by smoothening the interfaces among the station, depot and property development project. Introducing a mechanism of the permitted rate of return will fundamentally change MTRCL’s business model. MTRCL is a major public transport service operator in Hong Kong; the Government has to study in detail the rationale for the introduction of the above mechanism, and consider relevant factors including the impact on the MTRCL’s finance and operation, the impact on the overall public transport services, and the impact on the Government’s financial income, etc. The Government has no relevant plan at this stage. The R+P sites were generally used for the development of private housing in the past to maximise the value of the sites and meet the need of bridging the funding gap for railway projects. If part of the R+P site is used for the construction of Subsidised Sale Flats, it will reduce the feasibility of the development property for subsidising railway projects. The feasibility of the plan depends on whether there are sufficient sites along the proposed railway for public and private housing development while generating sufficient profit to bridge the funding gap. We fully understand Hon Mrs Regina Ip’s intention behind the question is that more public housing units have to be built to meet the housing demand of the grassroots in Hong Kong. My response is that the Government has been exploring the development potential for public housing of sites near the railways. For instance, the Government has drawn up the Outline Zoning Plan for the approximately 30-hectare Siu Ho Wan Depot site. This development project is expected to provide about 20 000 units in the medium-to-long term, with about half for public housing which are mainly Subsidised Sale Flats according to the current plan. In addition, during the planning of the Tung Chung East extension area, the Government reserved part of the land near Tung Chung East Station for public housing development, including about 10 000 public housing units that are being constructed under the public housing development projects for Tung Chung Areas 99 and 100. Also, the Hung Shui Kiu/Ha Tsuen New Development Area is expected to supply 61 000 housing units in the medium-to-long term, including about 31 200 public housing units, some of which are proximate to the planned Hung Shui Kiu Station. Under the current shortage of the public housing supply, we will make our best endeavour to compress and speed up statutory procedures, site formation, infrastructural works and construction works to cope with the housing need of the grassroots. Hon Mrs Regina Ip, please rest assured that we will follow up to address your concerns appropriately. Besides, there has already been the “Profitability-Linked Arrangement” in the current Fare Adjustment Mechanism to address the public concerns about the correlation between MTRCL’s profitability and fare adjustment. The MTRCL will set aside an amount of fare concessions to be shared with passengers each year corresponding to the underlying business profit level in the previous year by reference to a predetermined tiered table. The underlying business profits include profits from all MTRCL businesses, i.e. profits from Hong Kong transport operations, Hong Kong station commercial business, Hong Kong property rental and management business, property developments, as well as profit from MTRCL’s non-local ventures (profit arising from investment property revaluation is excluded). Thank you, President.
Toyota Motor Corporation (Toyota) announced today that, toward the achievement of a carbon-neutral mobility society, it is developing a hydrogen engine. It has installed the engine on a racing vehicle based on Toyota’s Corolla Sport, which it will enter in competition under the ORC ROOKIE Racing banner starting with the Super Taikyu Series 2021 Powered by Hankook Round 3 NAPAC Fuji Super TEC 24 Hours Race on May 21-23. By honing its under-development hydrogen engine in the harsh environment of motorsports, Toyota aims to contribute to the realization of a sustainable and prosperous mobility society. Fuel cell electrified vehicles (FCEVs) such as Toyota’s Mirai use a fuel cell in which hydrogen chemically reacts with oxygen in the air to produce electricity that powers an electric motor. Meanwhile, hydrogen engines generate power through the combustion of hydrogen using fuel supply and injection systems that have been modified from those used with gasoline engines. Except for the combustion of minute amounts of engine oil during driving, which is also the case with gasoline engines, hydrogen engines emit zero CO2 when in use. Combustion in hydrogen engines occurs at a faster rate than in gasoline engines, resulting in a characteristic of good responsiveness. While having excellent environmental performance, hydrogen engines also have the potential to relay the fun of driving, including through sounds and vibrations. Toyota has long engaged in the innovation of engine technology. Also, it is applying in production vehicles the technologies that it has continued to refine through its participation in motorsports, with the GR Yaris launched last September being one example. And when it comes to safety, Toyota intends to apply the technologies and know-how that it has accumulated through the development of fuel cell vehicles and the commercialization of the Mirai. Plans are for the hydrogen-engine-powered race vehicle announced today to be fueled during races using hydrogen produced* at the Fukushima Hydrogen Energy Research Field in Namie Town, Fukushima Prefecture. While aiming to expand hydrogen infrastructure by promoting hydrogen use, Toyota intends to continue advancing efforts for economic recovery and revitalization of the Tohoku region together with all parties concerned. Toward achieving carbon neutrality, Toyota has been strengthening its efforts, such as by aiming to promote the use of hydrogen through the popularization of FCEVs and numerous other fuel-cell-powered products. By further refining its hydrogen-engine technologies through motorsports, Toyota intends to aim for the realization of an even better hydrogen-based society. Engine overview *In cooperation with the New Energy and Industrial Technology Development Organization (NEDO) and Japan’s Ministry of Economy, Trade and Industry
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Researchers developing new cancer treatments with high-intensity focused ultrasound
Hong Kong – LCQ3: Developing topside properties at railway stations
Following is a question by the Hon Mrs Regina Ip and a reply by the Secretary for Transport and Housing, Mr Frank Chan Fan, in the Legislative Council today (July 14):Japan – Toyota Developing Hydrogen Engine Technologies Through Motorsports
Image of a hydrogen engine
Displacement: 1,618 cc
Type: In-line 3-cylinder turbo with intercooler
Fuel used: Compressed hydrogenAds
