It is obvious that the developers' ability to co-ordinate their actions as a de facto cartel makes life difficult for the Development Bureau and the Lands Department in getting the best deal for the community.

There currently appears to be a stand-off where the community urgently needs more standard homes, but the developers are only interested in building luxury projects (with luxury profits). The answer is for the government to allocate sites for the building of home ownership projects. A development right to allow the design, construction and sale of these apartments could be auctioned to the private sector.

However, importantly, the leasehold land should be retained by the Lands Department to generate a stable recurrent income by way of a land rent.

This approach means that the owner/occupiers would just buy the 'bricks and mortar' of the building itself from the developer, but rent the land from the government. Security of tenure would remain as at present.

The entry costs in the property market for young buyers would be much more affordable after the land component in the price was deferred. Whereas at present, property prices are out of reach for even middle-class professionals who are first-time buyers.

Frank Lee, Mid-Levels

Too many old and polluting vehicles

I am as much against idling engines as the next man, but the assertion in the report ('Idling engines ramp up pollution', September 19) that they cause higher levels of carbon monoxide seems scientifically eccentric.

Minibus and bus engines near which the carbon monoxide readings were taken idle at about 600 rpm, and taking account of acceleration through the gears at low speed probably run at 2,500 rpm.

It is simple mathematics that an engine under load putting fuel through itself at the higher engine speed will consume about four times more fuel than the same engine idling.

This produces four times more pollutants, depending on the efficiency of the engine, and the catalysts the owner has installed.

The real problem is that bus and minibus engines have still not been subject to modern emissions controls, nor have old models been phased out.

It is obvious that a lot of buses sitting together produce more concentrated monoxides than buses spread out as they drive down more open roads, but that does not mean they produce more, and it is not the main problem for public health improvement.

The main problem is, and has always been, the fleet - too many old and very polluting commercial diesel vehicles that breach all modern requirements for emissions safety are still allowed on our roads.

Until the government and legislators unite to fight this continuing source of damage to public health, tinkering at the edges will do little to improve matters, and may make them worse by distracting us from action on the big picture.

Paul Serfaty, Mid-Levels

Gateways to our cities a disgrace

It is a shame that ferry firm Macao Dragon has closed as the crew were very professional.

It was enlightening to read the report ('Cheap transport to Macau can be a losing bet', September 16), although it did not shed light on the most perplexing issues. Why is the Cotai ferry terminal years behind schedule and the Macau ferry terminal a dump?

Also, the Hong Kong terminal in the Shun Tak Centre is a disgrace.

For many visitors, they are the first impression of our cities. They see shoddy toilets and other facilities of third-world standard. Both cities can afford world-class facilities and should rectify these eyesores.

Stephen Anderson, Macau

More active role in animal welfare

Since I arrived in Hong Kong in 2009, I have never taken my two young children to Ocean Park, as I had heard about the beluga whale situation at the time.

Although it's unlikely I will ever take them there, I still admire Ocean Park chairman Allan Zeman's decision to drop the beluga project. I hope the park realises that it can take a more active role in working with animal and environmental groups in educating the public and changing the behaviour of consumers.

Since zoos are likely to remain major attractions in cities, it is up to us to ask more questions on why the animals are there in the first place.

Sophia Chan-Combrink, Tung Chung

Henry Tang not a suitable candidate

I refer to the report on the candidate Beijing is rumoured to prefer as the next chief executive ('Beijing 'prefers Tang as new boss'', September 20).

Many people hope these rumours will prove false. It is thought Beijing favours Chief Secretary Henry Tang Ying-yen because of his 'good working relationship with civil servants'. But, I am afraid Hongkongers would not benefit from his appointment.

I do not think Mr Tang is a good enough politician; he has certainly failed to convince the Hong Kong public.

We can all remember his unwelcome sound bites. Given the issues on freedom of the press that have been raised and the fact that property hegemony and poverty are problems which remain unresolved, we do not need a chief executive who expresses negative emotions.

For Hong Kong's sake, Beijing should select a more suitable candidate.

Daniel Suen Cheuk-hang, Tuen Mun

Class above the other front runners

I refer to the letter by Charlie Chan ('Widen pool of candidates for top job', September 16).

Your correspondent congratulates Leung Chun-ying for having the fortitude to throw his hat into the ring for next year's chief executive election and for promising a vigorous campaign ('C.Y.Leung signals his bid for chief executive job', September 10). Mr Chan also said that other probable candidates, including Henry Tang Ying-yen, should realise that by sitting on the fence for such a protracted period they could risk 'painful splinters', and that such prevarication is hardly indicative of the strong leadership that Hong Kong needs.

But Mr Tang has an extremely rich political background and excellent ties with the mainland.

He and the entire Hong Kong government team work tirelessly to make Hong Kong a better place in which to live.

Mr Tang is a most humble, unassuming person. With his political background and experience he is, in my opinion, a class above the other front runners vying for the top post.

I am extremely confident that he will become our next chief executive.

Eugene Li, Deep Water Bay

Train service leaves lot to be desired

I am surprised that services on the Hong Kong to Guangzhou through train have deteriorated.

You do not get anything more for paying the higher class fare of HK$230 rather than the standard fare. You used to get free coffee, but on my last trip I had to wait 30 minutes to get a response to my request for coffee and then had to pay for it.

Also, the term 'fast' is a misnomer. Instead of the direct train, taking the train to Lo Wu, clearing immigration formalities at Shenzhen and catching the genuinely fast train to Guangzhou takes only an extra 10 to 15 minutes - and you save around 40 per cent on the fare. That is because the Shenzhen-Guangzhou fast train is much faster than the Kowloon Through Train (KTT).

The KTT, particularly the one leaving Hong Kong at 8.18am is used mostly by professionals and businessmen and many of them have laptops and iPads. They have to pay HK$28 to use PCCW's Wi-fi service. This is quite expensive and it is not stable. By offering a more stable and cheaper alternative, more professionals will use this service.

With the real fast train between Hong Kong and Guangzhou another four years away, minor improvements in the existing service can go a long way towards making this journey a more pleasant experience.

N. S. Rao, Sha Tin