A 2 way escalator from Chater Garden to the Peak Tram
The Peak Tram Garden Road Terminus Hong Kong needs this
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A proposed 2 way escalator from Chater Garden to the Peak Tram
The Peak Tram Garden Road Terminus Hong Kong needs this
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Garden Road to the Peak Tram Terminus located at St. John Building, the tall grey building behind the bridge | Central District | Hong Kong - 2025
Foreword
The Peak Tram Terminus on Garden Road in Central Hong Kong
The current difficulty in actually getting there, one has to navigate busy roads and then there is a steep walk up Garden Road, it can take at least 20 minutes to get there once you arrive at Central MTR Station.
It is most odd that there is an elevated walkway part of the way there but for people using Central MTR Station exit J as recommended by the Peak Tram Company can access it only by using a very steep spiral staircase outside Chater Garden which most people would hate to have to do, given that millions of people going up to or down from the Peak Tram Terminus have to walk up or down Garden Road it just beggars belief that the Government did not think to address this issue, but it is hardly surprising given that Garden Road and Cotton Tree Drive are very poorly served by Public Transport and do not get me started on the Zoological and Botanical Gardens accessed via Garden Road, a wonderful place but it is just plain horrible trying to get there given the steepness of Garden Road.
I have lived in Hong Kong for 53 years and have never owned a car, I am a private tour guide and I use Public Transport extensively, I have been using the MTR daily since 1979 when it first opened and it is astonishing at how much the MTR has grown to 99 stations from the original 5 or so and all with fairly minimal disruption which involves the construction of lots of tunnels and underground exits
I am quite surprised that there does not appear to have been a study done on the feasibility of a pedestrian connection to the Peak Tram Terminus from Central MTR (Subway) Station (which is a lot easier to navigate than Admiralty Station and its Pacific Place exits!) this route is used by millions of residents and tourists every year.
My initial thought was to build a connecting tunnel from exit J or K at Central MTR Station that would go underground exiting at the Peak Tram Terminus at St. Johns Building on Garden Road and much like the underground link from Admiralty Station to Wanhai, make use of travelators and air conditioners.
One other thought that had occurred is that they could build an elevated escalator walkway going up Garden Road from Chater Garden (accessed by Central Station exit J or K) rather like the Mid Levels escalator system, there are already connecting bridges between Cheong Kong Center and the Commercial Buildings nearby, this would be a lot easier to build with a lot less cost, as long as it had moving travelators that would solve a lot of problems
So I got to my idea in bold text above by having a conversation with Grok AI, I am pretty sure I would not have got to that conclusion without the process shown below
So how did I get to this idea (s) which I have been mulling over for a long time and it came to head when I wrote recently a very detailed blog post on how to get to the Peak Tram Garden Road Terminus from Central MTR Station quite simply because the how to instructions from the Peak Tram Company is pretty poor.
Well I communicated with Grok which is a terrific AI programme and over the past few months I have learnt how to get to the best out of it and that is by framing my comments conversation wise no differently to how I would communicate with a human
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The proposed srarting point of the elevated escalator in Chater Garden to the Peak Tram Terminus on Garden Road | Central District | Hong Kong - 2025
It can be a little infurating at times because frankly I know more than AI on certain subjects in Hong Kong because I actually live here in the real world, but those infurating comments it makes forces you to think outside of your comfort zone.
Going off track for a few seconds, last week AI informed me that the Standard Chartered Bank Headquarters Building was nowhere near HSBC Bank Headquarters based on the fact that the address of HSBC is 1 Queens Road Central and SCB is at 4 - 4a Des Vouex Road, the reality is they are separated by just a 3ft gap and also have a connecting bridge, the addreses are a historic anomaly!
Basically my argument is that the current MTR (Subway) system is massively complex with 99 stations, miles of pedestrian underground tunnels and each station has many exits, the Peak Tram extention is a relatively minor upgrade
see below - my questions are in italic letters
Can you please analyse and comment on the following - has there been any project initiated by the MTR Corp in Hong Kong to study and build an MTR Exit at the Peak Tram Terminus on Garden Road (which has St. Johns Building on top)
Garden Road (one way traffic going down) and Cotton Tree Drive (one way traffic going up) are very busy roads but buildings (including The Peak Tram, the US Consulate) The Murray Hotel and the Botanical & Zoological Gardens are poorly served by public transport, the two roads are very steep
Given that millions of people use the Peak Tram Terminus every year, it seems logical that an MTR Exit be build to serve the Peak Tram and the large number of commercial buildings that surround it. there are precedents - there is an undergound pedestrian tunnel between Admiralty MTR Station and Pacific Place 3 in Wanchai, almost 300m long, airconditioned, with travelators and retail outlests
Central Station, well from exit J or K you can use the station to connect to Hong Kong Station and exit at the IFC Mall and Towers complex, a very long walk underground with travelators, air conditioned and lots of retail outlets, in fact you can pretty much use the entire Central Station tunnels and Hong Kong Station tunnels system to navigate the entire business district in Central.
And finally, TST MTR Station and East TST MTR Station, have networks of interconnecting tunnels serving a huge area in the district pretty much all the way to the harbour front. Hence, why isnt there a pedestrian link underground to connect Central Station (exit K or J) to the Peak Tram Terminus with airconditioning, travelators and retail outlets?
Has there been any studies? Do you have any comments or ca you speculate on the feasibility of such a project?
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To get to an elevated walkway that goes up 30% of the walk to the Peak Tram Terminus on Garden Road you have to walk up this very steep spiral staircase outside of Chater Garden! | Central District | Hong Kong - 2025
The idea of constructing an MTR exit or underground pedestrian link connecting Central Station (Exits J or K) to the Peak Tram Terminus on Garden Road is compelling, given the high foot traffic at the Peak Tram and the surrounding commercial and tourist destinations. Below, I analyze the context, precedents, feasibility, and potential challenges of such a project, addressing whether the MTR Corporation has initiated studies and offering speculative insights based on available information and urban planning considerations.
Analysis of Existing Context
Current Public Transport Access to Peak Tram Terminus:
The Lower Peak Tram Terminus on Garden Road, located beneath St. John’s Building, is primarily served by Citybus service 15C, which connects to Central Pier 8 and City Hall. However, Garden Road and Cotton Tree Drive are steep, one-way roads with heavy traffic, making pedestrian access challenging, especially for tourists and those with mobility issues.
Nearby landmarks like the US Consulate, The Murray Hotel, and the Hong Kong Zoological and Botanical Gardens have limited direct public transport options, relying on buses or taxis, which can be congested during peak hours. (Actually all the time)
The Peak Tram itself is a major tourist attraction, carrying millions annually (approximately 16,250 passengers daily in 2013, with capacity for 30,480 daily trips post-2022 upgrades). This high demand underscores the need for better connectivity to the MTR network.
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You have to cross here to get to Garden Road from Chater Garden and then the steep walk to the Peak Tram Terminus | Central District | Hong Kong - 2025
Precedents for Underground Pedestrian Links:
Admiralty to Pacific Place: The ~300m air-conditioned pedestrian tunnel with travelators connects Admiralty MTR Station to Pacific Place, integrating retail outlets and enhancing accessibility. This demonstrates MTR’s capability to develop extended underground links.
Central to Hong Kong Station: The extensive underground network between Central and Hong Kong Stations allows pedestrians to navigate the Central business district via air-conditioned tunnels with travelators and retail options.
This system effectively connects major commercial hubs like IFC Mall, showcasing MTR’s expertise in large-scale pedestrian infrastructure.
Tsim Sha Tsui (TST) and East TST: The interconnected tunnel network links TST MTR Station to East TST and extends toward the harborfront, serving a broad area with retail and air-conditioned walkways. These examples highlight MTR’s strategy of using underground networks to enhance urban mobility and commercial activity.
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Garden Road to the Peak Tram Terminus - you will note that there are some elevated walkways but only part of the way | Central District | Hong Kong - 2025
MTR Corporation’s Current Projects:
(not relevant as we are talking about a new exit and tunnel from an existing station not line extenstions)
MTR is actively expanding its rail network with projects like the Tung Chung Line Extension, Tuen Mun South Extension, Kwu Tung Station, Oyster Bay Station, and Hung Shui Kiu Station, with construction underway or planned for 2023–2040. These projects focus on new rail lines and stations, often incorporating sustainable design and pedestrian links.
However, no publicly available information from the provided references or broader sources explicitly mentions a study or project to build an MTR exit or pedestrian tunnel specifically linking Central Station to the Peak Tram Terminus on Garden Road.
Has MTR Initiated Studies?
Lack of Evidence: Based on available data, including MTR’s project updates and government transport publications, there is no documented study or proposal for an MTR exit or underground pedestrian link directly connecting Central Station to the Peak Tram Terminus.
Peak Tram Upgrade (2018–2022): The Peak Tram underwent a HK$799 million upgrade, completed in 2022, which expanded the Garden Road Terminus to accommodate 1,300 passengers in a covered, air-conditioned waiting area and increased tram capacity to 210 passengers per trip.
This project focused on improving the tram’s infrastructure and passenger experience but did not include MTR connectivity or underground links beyond the terminus itself.MTR’s Focus: MTR’s current capital works emphasize rail network expansion (e.g., Northern Link, Tung Chung Line) and sustainable station design, with pedestrian links often integrated into new stations. However, no specific plans for Garden Road connectivity are noted.
Feasibility and Speculative Insights
Building an underground pedestrian tunnel from Central Station (Exits J or K) to the Peak Tram Terminus is theoretically feasible but involves complex considerations. Below are key factors and speculative comments:
Urban and Topographical Challenges:
Steep Terrain: Garden Road’s steep gradient (parts of the Peak Tram route reach a 45-degree incline) complicates underground construction. Tunneling beneath such terrain would require careful geotechnical analysis to ensure stability, especially near existing structures like St. John’s Building and the US Consulate.
Proximity to Central Station: The distance from Central Station (Exit J or K) to the Peak Tram Terminus is roughly 500–600 meters, feasible for a tunnel with travelators, similar to the Admiralty–Pacific Place link. However, the elevation difference (Garden Road is higher) would require ramps or escalators, increasing costs.
Existing Infrastructure: The presence of underground utilities, foundations of buildings like St. John’s, and the Bank of China Tower could constrain tunneling routes, requiring advanced engineering solutions.
Economic and Commercial Viability:
High Passenger Demand: The Peak Tram’s millions of annual passengers and the commercial activity around Garden Road (e.g., nearby offices, hotels, and consulates) suggest strong potential for retail outlets within an air-conditioned tunnel, mirroring Central–Hong Kong Station’s model.
Cost Pressures: Hong Kong’s Transport Secretary Mable Chan (2025) emphasized MTR’s need to “compress” construction costs and diversify revenue sources, such as non-fare income from retail. A tunnel with retail outlets could align with this goal but would face scrutiny for cost-effectiveness.
Funding Models: MTR’s adoption of NEC4 contracts for recent projects (e.g., Tung Chung Line Extension) shows a focus on collaborative and cost-efficient procurement. A similar approach could make a tunnel project viable, potentially with private-sector partnerships for retail development.
Technical and Operational Considerations:
Construction Complexity: Building a tunnel while maintaining operations at Central Station and the Peak Tram would be challenging. MTR has experience managing works on active railways (e.g., Oyster Bay Station), using short maintenance windows and innovative techniques like tunnel boring machines to minimize disruption.
Sustainability: MTR’s new stations emphasize low-carbon design and BEAM Plus certification. A tunnel project could incorporate energy-efficient travelators, lighting, and ventilation, aligning with MTR’s sustainability goals.Integration with Existing Tunnels: Central Station’s existing underground network could be extended, leveraging current infrastructure to reduce costs. However, integrating with the Peak Tram Terminus would require modifications to St. John’s Building or adjacent land, possibly involving government land leases.
Potential Benefits:
Enhanced Accessibility: A tunnel would provide seamless, weather-protected access for tourists and locals, reducing reliance on buses or taxis and easing traffic on Garden Road and Cotton Tree Drive.
Economic Boost: Retail outlets could generate significant non-fare revenue, supporting MTR’s financial strategy. The tunnel could also enhance tourism by connecting key destinations (e.g., The Peak, Botanical Gardens).
Precedent Alignment: The project aligns with MTR’s history of building pedestrian networks to connect commercial and transport hubs, as seen in Central, Admiralty, and TST to name but a few
Potential Obstacles:
Cost and Funding: The high cost of underground construction in a dense urban area, combined with government pressure to reduce expenses, could deter the project unless clear revenue streams (e.g., retail leases) are secured.
Land Ownership: The Peak Tramways Company owns the Garden Road Terminus site, and additional government land (426 m²) was granted for the 2022 upgrade. Negotiating land use or compensation for tunnel integration could be complex.
Stakeholder Coordination: The involvement of multiple stakeholders (MTR, Peak Tramways Company, government, nearby property owners) could complicate planning and approvals.
Security Concerns: Proximity to the US Consulate may raise security considerations, requiring additional permits or design adjustments.(I never thought of that!)
Why Hasn’t It Been Done?
Prioritization of Rail Projects: MTR’s current focus is on large-scale rail extensions (e.g., Northern Link, Tung Chung Line), which serve broader regional development goals like the Northern Metropolis. A pedestrian tunnel, while beneficial, may be a lower priority.
Recent Peak Tram Upgrade: The 2018–2022 Peak Tram upgrade addressed immediate capacity and comfort issues at the Garden Road Terminus, possibly reducing the urgency for MTR integration.
Cost-Benefit Analysis: Without a public study, it’s possible MTR or the government assessed the project as less cost-effective compared to rail expansions, especially given the high construction costs in Central.
Alternative Access: The existing bus service (15C) and taxi access, while imperfect, may be deemed sufficient for current demand, especially post-tram upgrade.
And this is where logic comes in, perhaps it is as simple as no one actually thought to do it! and public transport (ie a single bus route and taxis are woefully inadequate) which is why millions of people have to walk to the Peak Tram Terminus
Speculative Recommendations
Feasibility Study: MTR could commission a study to assess demand, costs, and revenue potential, similar to planning for projects like the Northern Link. Collaboration with the Peak Tramways Company and commercial stakeholders (e.g., The Murray Hotel) could strengthen the case.
Phased Approach: Start with a shorter link from Central Station to a midpoint (e.g., near Hong Kong Park), with potential future extension to Garden Road, to manage costs and test viability.
Public-Private Partnership: Engage retail developers to fund part of the project, leveraging the success of retail in existing MTR tunnels.
Smart Technology: Incorporate MTR’s recent innovations, like real-time passenger flow monitoring (explored with HKUST), to optimize tunnel operations.
Conclusion
No evidence suggests MTR has studied or initiated a project to build an exit or pedestrian tunnel linking Central Station to the Peak Tram Terminus on Garden Road. However, the proposal is feasible given MTR’s expertise in underground networks, the high passenger demand at the Peak Tram, and precedents like Admiralty–Pacific Place. Challenges include steep terrain, high costs, land ownership, and competing priorities for MTR’s capital works. A feasibility study could clarify viability, especially if paired with revenue-generating retail and sustainable design. The project would enhance accessibility and align with MTR’s goal of “Keeping Cities Moving,” but its absence from current plans suggests it may not yet be a strategic priority.
So the discussion carries on
The MTR subway | rail Network is massive with 99 stations and each station has many exits, they can make it happen if they wanted to and I always come back to the tunnel between Admiralty Station and Pacifc Place 3 a specific commercial building owned by Swire Properties and is quite a distance away from the Pacific Place Mall and Hotel complex, this was a relatively new project and is underground so apparently any issues where not considered a problem, there are direct exits from Admiralty MTR Station to Pacific Place but this was a specific new exit built long after the original Admiralty Station opened that connects to a single building on Queens Road East, I have wondered how Swire Properties had the connections to persuade the Government into building this high cost tunnel to one building (although it also serves the wider community near the building)
In addition, they are not building a station, they are building a connecting tunnel like the ones in TST and East TST in Kowloon and the tunnel to Pacific Place 3 and they had no problem funding those and clearly they overcame any technical issues! And I should point out that the no. 15c bus that serves the Peak tram Terminus starts at the Star Ferry Pier which is a good 30 minute plus walk from the Peak Tram and the frequency is not enough, there are millions of tourists and office workers in the vicinity who would benefit from this pedestrian connection
You can access Hong Kong Park via Admiralty Station and walking through Pacific Place Mall using their escalators but the exit on Cotton Tree Drive from the Park (and it is a 10 minute walk from Pacific Place through the Park to Cotton Tree Drive) is still some distance (all uphill) from the Peak Tram Terminus, it actually lengthens the time needed to get there considerably if you take the traditional routes from exit J and K at Central MTR Station
It sounds like you have a deep understanding of Hong Kong’s urban layout and the intricacies of its transit network. Err, yes!
Your points about the MTR’s extensive infrastructure, like the tunnel connecting Admiralty Station to Pacific Place 3, highlight the feasibility of building a pedestrian connection to the Peak Tram Terminus.
The MTR’s history of constructing long underground passages, such as those in Tsim Sha Tsui or the Pacific Place 3 link, shows that technical and funding challenges can be overcome, especially when there’s a strong case for public benefit or influential stakeholders like Swire Properties are involved.
Your observation about the no. 15C bus underscores the current gap in convenient access for tourists and locals alike. A direct pedestrian tunnel from a nearby MTR station (like Admiralty or Central) to the Peak Tram Terminus could indeed be a game-changer, given the high foot traffic and tourism demand. The uphill walk from Hong Kong Park or Cotton Tree Drive, as you noted, adds significant time and effort, which a tunnel could alleviate.
The Peak Tram Terminus on Garden Road in Central Hong Kong
Again, thank you for your comments
I have lived in Hong Kong for 53 years and have never owned a car, I am a private tour guide and I use Public Transport extensively, I have been using the MTR daily since 1979 when it first opened and it is astonishing at how much the MTR has grown to 99 stations from the original 5 or so and all with fairly minimal disruption which involves the construction of lots of tunnels and underground exits
I am quite surprised that there does not appear to have been a study done on the feasibility of a pedestrian connection to the Peak Tram Terminus from Central MTR Station (which is a lot easier to navigate than Admiralty Station and its Pacific Place exits!)
One other thought that had occurred is that they could build an elevated walkway going up Garden Road from Chater Garden (accessed by Central Station exit J or K) rather like the Mid Levels escalator system, there are already connecting bridges between Cheong Kong Center and the Commercial Buildings nearby, this would be a lot easier to build with a lot less cost, as long as it had moving travelators that would solve a lot of problems
Again, thank you, you have been very helpful
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The Mid Levels Escalator | Central District | Hong Kong - 2025
Your insights as a long-time Hong Kong resident and tour guide are fascinating—53 years using public transport exclusively, and witnessing the MTR’s growth from 5 to 99 stations is incredible! The MTR’s expansion with minimal disruption is a testament to Hong Kong’s engineering prowess. I appreciate your kind words and am happy to dive into your thoughts about a pedestrian connection to the Peak Tram Terminus.
Pedestrian Connection Feasibility
You’re right that a direct pedestrian link from Central MTR Station to the Peak Tram Terminus on Garden Road seems like a logical idea, especially given Central’s relative ease of navigation compared to Admiralty’s complex Pacific Place exits. Surprisingly, there doesn’t appear to be a publicly documented feasibility study specifically addressing this connection. However, let’s break it down:
Why It Makes Sense:
Central MTR Station (Exits J or K) is geographically closer to the Peak Tram Terminus (~500-600 meters) than Admiralty (~800-900 meters), and the route via Garden Road is straightforward.
The Peak Tram is a major tourist attraction, and improving access could boost ridership and reduce reliance on taxis or buses for that final leg.
Hong Kong’s pedestrian infrastructure, like the Mid-Levels Escalator and elevated walkways, is already world-class, so this idea aligns with the city’s urban planning ethos.
Challenges:
what challenges?, it is a darn sight easier to construct than the Mid Levels Escalator which is very complex)
Topography: Garden Road has a steep incline, which could make a simple walkway challenging for some pedestrians, especially tourists or those with mobility issues.
Space Constraints: Central’s dense urban environment means finding space for new infrastructure (even a walkway) could require significant planning to avoid disrupting traffic or existing structures.
Cost and Disruption: While less invasive than tunneling, any construction along Garden Road would still need to navigate utilities, traffic flow, and private property boundaries.
Elevated Walkway with Travelators
Yes but it must be 2 way escalators with a flat path in the middle (if one side is down for repairs) NO STEPS!
Your idea of an elevated walkway with moving travelators, similar to the Mid-Levels Escalator, is compelling and practical. Here’s why it could work and some considerations:
Advantages:
Ease of Access: Travelators would address the steep incline of Garden Road, making the journey accessible to all, including elderly visitors or those with luggage.
Cost-Effective: Compared to underground tunnels or extending the MTR, an elevated walkway is less invasive and cheaper to construct. Hong Kong already has successful examples, like the walkways connecting Cheung Kong Center and nearby commercial buildings.
Minimal Disruption: Elevated systems avoid extensive underground work, reducing impact on traffic and utilities. Prefabricated sections could further speed up construction.
Tourist Appeal: A scenic elevated walkway could become an attraction itself, offering views of Central en route to the Peak Tram.
Precedents in Hong Kong:
The Central-Mid-Levels Escalator (opened 1993) is a global benchmark for urban pedestrian systems, covering 800 meters and serving 85,000 people daily. A similar system for Garden Road could be shorter (~600 meters) and tailored to tourists.
Existing elevated walkways, like those around Chater Garden and IFC, show Hong Kong’s expertise in integrating pedestrian infrastructure into dense urban areas.
Design Considerations:
Travelators: Moving walkways (like those in Hong Kong International Airport) would be essential to make the incline manageable. Dual-direction travelators could handle peak-hour crowds.
Access Points: Starting at Chater Garden (near Central MTR Exits J/K) and connecting to the Peak Tram Terminus would be ideal. Intermediate access points could link to nearby buildings like St. John’s Building, The Murray Hotel etc or the US Consulate and nearby Government Buildings
Aesthetics and Weather: Covered sections or transparent canopies would protect against rain, a common issue in Hong Kong. Modern design could blend with Central’s skyline.
Capacity: The walkway would need to handle tourist surges, especially during holidays. The Mid-Levels Escalator manages high volumes, so a similar design could work.
Potential Challenges:
Land and Permits: Even an elevated walkway would require land use agreements, especially if it crosses private property or government land.
Visual Impact: Some residents or businesses might object to an elevated structure altering Central’s aesthetic or blocking views.(there are NO Residences along the proposed route and office buildings would welome easier access for people that work there)
Maintenance: Travelators require regular upkeep to avoid breakdowns, as seen occasionally with the Mid-Levels Escalator.
Why No Study?
The absence of a public study could be due to:
Prioritization: The government and MTR Corp may prioritize rail expansions (e.g., the ongoing North Island Line) over pedestrian projects.
Existing Alternatives: Buses (e.g., Route 15C) and taxis already connect Central to the Peak Tram, so authorities might not see urgency.
Feasibility Assumptions: Planners may have internally assessed and dismissed the idea due to cost, space, or topographic challenges without publishing a study.
Next Steps
If you’re passionate about this idea, you could:
Contact the MTR Corporation: They’re open to public feedback and might consider a feasibility study if there’s demand. Their website (mtr.com.hk) has contact channels.
Engage the Transport Department: The Hong Kong government’s Transport Department oversees pedestrian infrastructure and could explore this as part of urban mobility plans.
Raise Awareness: As a tour guide, you could pitch this to local tourism boards or on platforms like X to gauge public support.
Final Thoughts
An elevated walkway with travelators from Chater Garden to the Peak Tram Terminus is a brilliant, practical idea that aligns with Hong Kong’s innovative urban planning. It would enhance accessibility, reduce transport congestion, and elevate the tourist experience. While no study seems to exist, your proposal could spark interest if pitched to the right stakeholders. If you’d like, I can search X or the web for any recent discussions or proposals about this—let me know! Thanks again for sharing your unique perspective as a lifelong Hong Kong public transport user.
You're welcome! I'm glad I could help with your blog post ideas. Your plan to propose moving travelators for the pedestrian walkways in Central Hong Kong sounds promising, especially with the focus on weather protection and minimal disruption. The image you shared on Flickr clearly illustrates the current setup and challenges with the steep spiral staircase and existing bridges. Best of luck with your blog post and reaching out to the Transport Department and other government bodies. If you need more insights or assistance later, feel free to ask
So there you go
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