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Table 6.3 SUMMARY OF HIGHWAY PORJECT EVALUATIONConstr 1ProjectCost($M)Major ProjectsIsland Eastern Corridor Link293Route 7 (Kennedy Town-Aberdeen)475Route 7 (Sai Ying Pun-K. Town) 41 005Central-Wan Chai Bypass1460Route (Western Harbour Crossing)3505Route 3 (West Kowloon Expressway) (South) 5228Route 3 (West Kowloon Expressway) (North) 6 1 .019Hung Horn Bypass372Second Airport Tunnel400Route 3 (Yau Kom Tau-Yuen Long)2 856Route 3 (Kwai Chung-Yau Kom Tau)3,278Route 16695Sub-total 16586Medium ProjectsSecond Ap Lei Chau Bridge263Boundary Street (East) Flyovers133Boundary Street (West) Flyovers242Waterloo Road Flyover133Jordan/Gascoigne Road Flyovers184Lung Cheung Road 7262Chatham Road Flyover102Man Kam To-NTCR Connector116Texaco Road Flyover144Fan Kam Road Widening145Kwai Chung Circumferential Road131Route 5 (Shek Wai Kok-Chai Wan Kok)228Road T4—Sha Tin177Castle Peak Road Widening218Sub-total 2478Minor ProjectsGloucester Road Flyover21Smithfield Extension84Lung Cheung Road Flyover60Nam Cheong Street Widening12Tai Po Road Flyover54Ching Cheung Road Widening67Hiram's Highway44Kam Tin Road Widening95Lam Kam Road Widening86NT Circular Road Widening33Kam Tin Bypass (Phase 2)28Hang Hau Road ImprovementRoute Twisk 8 58 7Sub-totalTotal64919713SYRR 2Recommended Strategy1996 200124 hr pcu PkV/C 3 24 hr pcu(000) (000)M 38M L 43M HHH 779186M 83HHHL 4321H 36L 81H L H51M6MMLLHHHHMHLLLMML81 16312918505848 17260.60.60.60.90.50.80.40.80.70.80.60.11.00.70.90.50.60.70.80.40.21.2Pk V/C 386 0.970 0.7124 1.0112 0.8143 1.01601.1141 0.9102 0.691 1.092 0.8104 0.848 0.747 0.523 0.918 0.447 0.997 0.9142 1.058 0.428 0.446 0.611 0.214 0.734 0.671 0.834 0.681 1.022 1.250 1.034 0.511 0.694 0.623 0.651 0.758 0.774 0.612 0.226 1.016 0.8Notes:12345678In 1988 prices; land costs excluded.Economic Single Year Rate of Return (SYRR) at year of operation which was taken as 1996 for all projects forevaluation purposes only. Return classified as follows:L = Low 8%The higher V/C ratio of the two directional flows in the morning peak.Includes Belcher's Bay link.South of Tonkin Street. Costs assume at-grade facility.North of Tonkin Street Includes South Kwai Chung Road Improvements, Phases II and III. Also includes proposedMei Foo Bypass (in 1996 only).Includes 3 improvement projects from Butterfly Valley Interchange to Waterloo Road Interchange.This project is included in the construction programme but not evaluated economically.104
6.5.3 The redistribution of traffic caused by the WHC would affect traffic conditions onthe north shore of Hong Kong island and parts of Kowioon. Volumes on main streetsin Central, Wan Chai and Causeway Bay would decrease as traffic previouslyapproaching the Cross Harbour tunnel (CHT) diverts to the WHC. Kowioon trafficvolumes would decrease in the central corridor linking the existing Cross-Harbourtunnel to Lion Rock tunnel, and would increase on the West Kowioon Corridor andon Waterloo Road.6.5.4 The economic evaluation showed the highest return of all major projects indicatingthat it is a very worthwhile project.6.5.5 The Western Harbour Crossing is dependent on a landfall provided by the southernsection of the planned West Kowioon Reclamation. The programme (in late 1988)for the West Kowioon Reclamation indicated that this portion of the reclamationcould likely be completed by 1 993 and hence facilitate the construction of the WHCin early 1990s. It has been suggested that the interchange required on Hong Kongisland for this 6-iane facility may be too large to be accommodated on the WesternReclamation in Sai Ying Pun. If so, the alternatives might be to either construct theWHC as a 4-iane facility or relocate the interchange westward to the proposedGreen Island Reclamation. Both alternatives have disadvantages. A 4-lane facilitywould provide less cross-harbour road capacity leading to a shortfall in trafficcapacity by the late 1990s. On the other hand, a relocated tunnel would beconsiderably longer and less likely to divert traffic from the other two crossings. Therelocation would also make the WHC dependent on the timing of the Green IslandReclamation, which is unlikely to be in place before 1996.6.5.6 If a site for the replacement airport is selected in the Western Harbour, with portexpansion on Lantau, the resulting airport and port traffic would require a 10-lanefacility by 2001, effectively two new crossings in the Western Harbour.?7 Conclusions—Tests have shown a critical need for additional cross-harbour roadcapacity by the mid-1990s. Completion of a 6-Iane Western Harbour Crossing bythe mid-1990s would result in satisfactory operations on all three tunnels up to2001. However, a decision to relocate the airport to the Western Harbour wouldrequire a serious re-evaluation of the requirements for the crossing. This project hasthe highest priority for investment.Route 3 (West Kowioon Expressway)6.5.8 The West Kowioon Expressway (WKE) is a proposed dual 3-Iane trunk road throughthe West Kowioon Reclamation. It would form a section of Route 3 between theWestern Harbour Crossing and Kwai Chung.6.5.9 Daily traffic volume on the WKE in 2001 is projected at 141 000 pcus per day on theLai Chi Kok section, rising to 160 000 on the Yau Ma Tei section at V/C ratios of 0.9and 1.1 respectively. This compares with 143000 pcus per day projected for theWestern Harbour Crossing. The WKE is expected to operate at capacity southboundsouth of Tonkin Street. Approximately 60% of this volume is taken from local streetsin Las Chi Kok and Yau Ma Tei while the balance is diverted from central Kowioon.6.5.10 The Single Year Rate of Return (SYRR) for the WKE is the second highest of themajor projects under evaluation. It is a very worthwhile project.6.5.11 This project is dependent on the West Kowioon Reclamation. Current thinking isthat the earliest reasonable completion date for the reclamation is 1997, except forone section in Sham Shui Po which could only be completed after relocation of thetemporary wholesale market at a later date. Timing of the reclamation project issubject to considerable uncertainty, as it depends on the reprovisioning of a largenumber of facilities in a sequence of interrelated steps. In view of this constraint theWKE project was not assumed to be in place before mid-1990s.105
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THE UNIVERSITY OF HONG KONGLIBRARIE
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EPPrinted and Published by the Gove
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CONTENTSPage6. OF 966.1 Introductio
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Page3.1 Licensed Vehicles 1976-1988
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FIGURES_Page1.1 Special Character o
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Page1.1 Second Comprehensive Transp
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TRANSPORTPER UNIT OF GDPCars Per Th
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KCR Double Tracking &\ Electrificat
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1.2 The Second Comprehensive Transp
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1.2.17 The way in which these recla
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ANNEX1.1Terms of Reference(1) To pr
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2.2.1 introduction2.1.1 This chapte
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2.2: OF THEPROJECTS AND POLICIESFOR
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Transport Networks2.5.2 Description
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2.6.11 Operational Evaluation—The
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3.1GO OLicensed Vehicle Fleets (a]P
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Table 3.3 VEHICLE(Dollars per year)
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3.2.7 The car and motorcycle fleet
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3.2.14 The non-van goods vehicle fl
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3.2.23 Use of Light Vans as Private
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3.3 Road Usage and Road Constructio
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FIGURE 3.11:TRAFFIC IN URBAN HONG K
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FIGURE 3.14:TRAFFIC IN THE NEW TERR
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Table 3.6 CROSS HARBOUR TUNNEL TOLL
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3.5 Public Transport Patronage3.5.1
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3.5.4 The growth in rail transport
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taxi productivity. The average paid
Page 56 and 57: 4.4.1 introduction4.1.1 Demand for
Page 58 and 59: Table 4.2DISTRIBUTION OF POPULATION
Page 60 and 61: AreaTable 4.4Hong Kong islandKowioo
Page 62 and 63: 4.2.14 An additional 425 000 jobs i
Page 64 and 65: 4.3(1986-2001)Growth Over 1988Perio
Page 66 and 67: included in the financial costs. Pe
Page 68 and 69: 4.5 International Traffic4.5.1 Proj
Page 70 and 71: Cross Border Rail Passenger Traffic
Page 72 and 73: Table 4.17IN(1971-1989)HighwayPrice
Page 74 and 75: contribution of Government equity t
Page 76 and 77: 5. FORECASTS OF THE TRANSPORT SCENE
Page 78 and 79: FIGURE 5.2:PROJECTED DAILY TRIP MAK
Page 80 and 81: FIGURE 5.3: 1986 GENERATIONS AND AT
Page 82 and 83: FIGURE 5.5: PERSON TRAVEL DEMAND(CO
Page 84 and 85: Table 5.4PROJECTIONS OF DAILY TRIP
Page 86 and 87: Table 5.5 SCHEDULED PUBLIC BY(thous
Page 88 and 89: • FANLING/SHEUNG SHUIRMA ON SHANH
Page 90 and 91: Cars and taxis 1.00Minibus/Special
Page 92 and 93: LEGEND V/C Ratio Range• 1.1 - 1.2
Page 94 and 95: •Vf'rLEGEND V/C Ratio Range> 1.1
Page 96 and 97: FIGURE 5.13:TRAFFIC SPEEDS BY ROAD
Page 98 and 99: 6. OF6.1 Introduction6.1.1 This cha
Page 100 and 101: LEGENDMajor Committed Road ProjectK
Page 102 and 103: LEGENDCandidate Road ProjectKowloon
Page 104 and 105: A V/C ratio of 1.0 or less indicate
Page 108 and 109: 6.5.1 2 The traffic implications of
Page 110 and 111: 6.5.27 it is estimated that traffic
Page 112 and 113: 6.7 and Airport Tunnel6.7.1 The Hun
Page 114 and 115: 6.9.5 Conclusions— This is likely
Page 116 and 117: 6.4(1988 Prices)ProjectLocFinancial
Page 118 and 119: sufficient detail to permit compute
Page 120 and 121: LEGENDMTR £_EHC LRT(under vL} cons
Page 122 and 123: 7.1Peak TramHong KongTramwaysKowloo
Page 124 and 125: MTR/KCR Interchange7.2.14 A key tra
Page 126 and 127: day, particularly in the peak hour.
Page 128 and 129: Impacts on Urban Development7.3.28
Page 130 and 131: 7.4.2 The East Kowloon Line would s
Page 132 and 133: 7.4.1 2 Both the financial return a
Page 134 and 135: 7.5.17 Patronage and economic resul
Page 136 and 137: Rail Operations7.6.15 Two proposals
Page 138 and 139: passenger services. Also, while lig
Page 140 and 141: .S.Bi ne economic evaluation or tne
Page 142 and 143: Conclusions7.9.15 At the projected
Page 144 and 145: 7.11.4 With an extension to Star Fe
Page 146 and 147: 7.13.7 It is estimated that the LRT
Page 148 and 149: Conclusions7.14.13 Both harbour cro
Page 150 and 151: 7.15.14 Financial support for the n
Page 152 and 153: FIGURE 8.1: PASSENGER TRANSPORT BY
Page 154 and 155: Railways8.2.6 Rail services began t
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Table 8.2PROJECTED DEMAND FOR SCHED
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FANLING/SHEUNG SHUIYUENLONGMA ON SH
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severe on the MTR island Line where
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8.4.10 The KCR main Sine is expecte
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Cross Harbour Bus Operations8.5.9 T
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8.7.3 In the New Territories, the r
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ail corridor is now operating at fu
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urban area, the short term means of
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(2) More vehicles are required to d
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are classified under Vehicle Owners
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9.5.5 Supplementary Licences—Thes
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9.5.19 Controls are required on bot
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Park and Hide9.6.4 This policy prom
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Alternative Scenarios for the Evalu
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9.7.18 Thus although the Centra! ec
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9.3 INNumber of vehs (thous)CarsTax
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Table 9.4ON(Increases in goods vehi
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9.11.3 The specific scheme chosen w
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Table 9.5(Similar to Scheme B inves
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traffic assessments. If the increas
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10 ON10.1 Introduction10.1.1 This c
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10.2.9 There are clearly some possi
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Railway Funding10.3.11 An expenditu
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Private Car Controls10.5.9 It is re
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c:,LEGEND V/C Ratio Range1.1 - 1.2>
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10.6.4 Several roads are projected
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o1991 Committed1996 Recommended Str
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operation and operator. Much depend
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ANNEX 10.1PROJECTIONS OF THE VEHICL
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ANNEX 10.4BY(thousand vehicles per
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TOC
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