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6.7 and Airport Tunnel6.7.1 The Hung Horn Bypass is a dual 3-Iane expressway proposed to continue thepresently committed bypass northeastward from Bailey Street to Sung Wong ToiRoad, where it would connect to the proposed Second Airport tunnel. The tunnel isproposed as a dual 2-lane facility underneath the airport runway with connectionsto Kai Fuk and Kai Cheung Roads at the east portal of the existing Airport tunnel.The Hung Horn Bypass would serve as an alternative to the existing East KowloonWay. The objective of these two projects is to relieve the existing major east-westroutes (East Kowloon Way, existing Airport tunnel, Prince Edward Road East andLung Cheung Road), which are all expected to operate at or slightly above capacityin 1996 if no further highways are constructed in the area.6.7.2 Traffic volume on the Hung Horn Bypass is projected at 79 000 to 92 000 pcus perday in 1996 at V/C ratio of 0.7 to 1.0. Daily traffic on the East Kowloon Way isexpected to decline by 23% and congestion on this road would be eliminated.6.7.3 The Second Airport tunnel is expected to carry almost 83 000 pcus per day in 1996and operate at 80% of its capacity. The existing Airport tunnel would be relieved ofapproximately 40% of its volume and would then operate within capacity. Inaddition, this facility will attract east-west traffic from parallel northerly streets,particularly Prince Edward Road East past the airport.6.7.4 By 2001, the Second Airport tunnel and East Kowloon Way are expected to operateat practical capacity, while spare capacity would be available on the existing Airporttunnel and Prince Edward Road East.6.7.5 The Hung Horn Bypass and Second Airport tunnel were treated separately for thepurposes of economic analysis but are in practice interdependent. Economicevaluation indicated that 80% of the benefits of the combined project were due tothe Second Airport tunnel, but since the economic cost of the tunnel (includingeconomic land cost) is much greater, both projects achieve a MEDIUM Single YearRate of Return. Both projects are economically worthwhile.6.7.6 The engineering feasibility of the Second Airport tunnel has not been determined.Preliminary consultations with the Civil Aviation Department have not ruled out theidea, but indicated that it requires careful investigation. If the airport were relocatedit would not be necessary to construct a tunnel, but the need for additional capacitythrough the Kai Tak area would still be required.6.7.7 Conclusions—This combined project is desirable by the mid 1990s to provideadditional east-west capacity. The general issue of east-west traffic movements inKowloon should be studied in detail. There is no high capacity expressway plannedfor these movements at present, and the combined Hung Horn Bypass and SecondAirport tunnel would be a worthwhile option. It would also allow the parallel localroads to serve the purpose of local access and function within capacity.6.8 Central-Wanchai Bypass and Island Eastern Corridor Link6.8.1 The Central and Wanchai Bypass is a proposed 6-lane facility on the Central andWanchai Reclamation. It would proceed from the committed Rumsey Street flyoverin Central through the proposed Tamar tunnel to Wan Chas. From this point theproposed Island Eastern Corridor (IEC) Link proceeds as a dual expressway nearVictoria Park. Partial access with the local street network would be provided atHarbour Road, Fleming Road and Tonnochy Road. A direct access ramp would alsobe provided to allow southbound tunnel traffic to proceed westbound on theBypass. Taken together these projects would link the I EC and Route 7 to provide acontinuous expressway along the north shore of Hong Kong Island.110
6.8.2 The Bypass is projected to carry 11 2 000 pcus per day in 2001 at a V/C ratio of 0.8while the !EC Link is projected to carry 86 000 pcus per day and operate at 90% ofcapacity westbound. With relatively little development assumed by this Study for2001 on the new Central and Wan Chai reclamation, parallel roads in Central, WanChai and Causeway Bay are expected to be relieved of substantial traffic. This resultsfrom both relief by the Bypass and diversions out of this area caused by the WesternHarbour Crossing. All streets east of Cotton Tree Drive are expected to operatewithin capacity during the morning peak period except for a few scattered linkswhich will be operating at capacity.6.8.3 The WHC would divert tunnel-related traffic away from the area, resulting ingenerally satisfactory operations through the existing Cross Harbour tunnel. However,it would make no improvement in east-west capacity and congestion would occuron several links, particularly between the I EC end and the existing Cross Harbourtunnel. The fact that most streets with capacity problems in 1996 without thecombined project are east of the tunnel suggests that the need for the iEC Link ismore critical than the Bypass. It is estimated that if the I EC Link alone were in placein 1996, it would carry about 38 000 pcus per day and relieve both Victoria Park andGloucester Roads.6.8.4 Economic evaluation indicated that both the Bypass and the IEC Link haveMEDIUM rates of return.6.8.5 The project would be built largely on the Central and Wan Chai Reclamation, andwould depend on the timing of this development. The current programme for thereclamation indicates staged development proceeding generally from east to west. Aconstruction programme consistent with the anticipated development is as follows:Island Eastern Corridor LinkCentral and Wan Chai Bypassearly to mid 1990smid to late 1990s6.8.6 Conclusions—The Centra! and Wan Chai Bypass and I EC Link will be required by2001 for east-west movements through the north shore of Hong Kong Island.Completion of the Western Harbour Crossing by the mid 1990s would allow theBypass to be deferred until the late 1990s. Completion of the IEC Link in the mid1990s would result in satisfactory traffic operations in the area, while deferral to thelate 1990s would result in congestion on sections of Gloucester and Victoria ParkRoads.6.9 Route 166.9.1 Route 16 is a proposed dual 2-tane expressway connecting Sha Tin with urbanKowloon. This facility would run roughly parallel to Tai Po Road. Route 16 isexpected to carry 48 000 pcus per day in 2001 and operate at about 60% of capacityin the morning peak. Route 5 would be relieved of about 25% of its volume and becongestion free. However, Tate's Cairn and Lion Rock tunnels would operateslightly above practical capacity. This is assuming equal tolls for all,tunnels linkingthe North-east New Territories to urban Kowloon corridor; modification of the tollstructure could improve the distribution of traffic among the tunnels.6.9.2 The HIGH Single Year Rate of Return on this project indicated that it is aneconomically worthwhile investment.6.9.3 The need for this project depends critically on the build-up in traffic movingbetween Kowloon and the North-east New Territories, and this will be affected bythe impact of traffic management policies (see Chapter 9). Therefore, traffic growthshould be monitored to determine the appropriate timing of this project.6.9.4 Analyses indicated that the amount of relief provided by Route 16 to other tunnels inthe corridor depends on the connection of the project to the urban area in Kowloon.A detailed investigation would be required to address this issue.111
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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
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4.4.1 introduction4.1.1 Demand for
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Table 4.2DISTRIBUTION OF POPULATION
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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 106 and 107: Table 6.3 SUMMARY OF HIGHWAY PORJEC
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 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
Page 156 and 157: Table 8.2PROJECTED DEMAND FOR SCHED
Page 158 and 159: FANLING/SHEUNG SHUIYUENLONGMA ON SH
Page 160 and 161: 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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