Untitled - HKU Libraries - The University of Hong Kong

More documents

Recommendations

Info

7.4.2 The East Kowloon Line would serve both the functions identified in the previousparagraph by linking Aberdeen to the urban area rail system and by relieving boththe Beacon Hill and Cross-harbour rail corridors. It would also open up the easternside of the Kowloon Peninsula to rail access, thus completing the original schemeof the Mass Transit Railway.7.4.3 In addition to these passenger rail lines, the Study also considered the possibility ofrunning passenger services along a proposed raii freight line from Sha Tin to KwaiChung.7.4.4 Some projects would preclude others; for example, three projects are in competitionto use the rail reserve from Hung Horn to Tsim Sha Tsui—the East Kowloon Line, theYau Ma Tei to Sheung Wan cross-harbour link the once planned, and the KCRextension to Tsirrs Sha Tsui. Other rail lines, while not physically exclusive, are clearlyrival projects; for example, it is unlikely to be worthwhile to build both a light and aheavy rail line to Aberdeen.7.4.5 Other projects have alternative configurations. In particular, the North West NewTerritories Urban Link projects could be run as either a rail shuttle to and from theexisting railhead, or as an extension to existing rail lines.7.4.6 There are many potential rail projects within the urban area not identified in Figure 7.3which could be tied to the plans for urban renewal projects or new harbour reclamationscurrently under consideration. These could be entirely separate projects fromthose identified in Figure 7.3, or modifications of them. The CTS-2 Study did notinvestigate these alternatives mainly because they depend upon the outcome oftechnical feasibility studies of reclamations now underway. At best, these are projectsfor the late 1990s at the very end of the current CTS-2 planning period. They will beexamined more closely in the updating of the CTS-2 (see Chapter 10). Commentsare made on the urban rail extension problem later in this chapter.Evaluation of Candidate Rail Projects7.4.7 Table 7.2 summarises the construction costs (in 1988 prices), basic operatingcharacteristics and economic evaluation results for each of the candidate railprojects. Construction costs include the costs of land associated with each project.Operating characteristics and costs apply to projected operations in the year 2001.7.4.8 The financial evaluation indicates the operators' financial return on initial constructioninvestment in the years 1996 and 2001. Financial return is defined as the annualoperating surplus (revenues from passenger fares less operating costs less depreciationon fixed assets) expressed as a percentage of initial construction costs.7.4.9 The economic evaluation indicates the community return or total annual communitybenefits on total investment in the years 1996 and 2001. This is the savings in costs ofother modes and savings in passenger travelling time expressed as a percentage ofthe total initial investment; the construction costs plus cost of rolling stock. Sincetime savings normally constitute a large proportion of the total benefits, results arepresented for two cases; (i) assuming full time savings, and (ii) assuming only onethird of the estimated time savings to reflect a lower valuation of time and to avoid theevaluation being heavily biased by this type of benefit.7.4.10 Rather than reporting specific percentages, returns are classified as follows:Negative Less than 0%Low0%to4%Medium 4% to 8%High Over 8%7.4.11 On the basis of the economic and financial criteria discussed in paragraphs 7.3.21 to7.3,24, a LOW classification indicates returns below those required for viability, aMEDIUM classification indicates the project is possibly viable, while a HIGH returnindicates a good possibility of full viability. It must be clearly understood that theseare indicators only, and that detailed financial and economic analyses would berequired to establish the economies and financing of selected projects.128
7.2 OFro CDProjectHeavy Rail ProjectsMTR Junk Bay Extension:Lam Tin to Junk BayJunk Bay to UniversityNW New Territories Urban Link 5 :Tsuen Wan to Yuen LongTsuen Wan to Tuen MunMTR Island Line Extension:Sheung Wan to Kennedy TownGreen Island LoopMTR East Kowloon Line:Aberdeen to Sheung WanSheung Wan to Diamond HillDiamond Hill to Sha TinAberdeen to Sha TinMTR Harbour Crossings:Yau Ma Tei to Sheung WanYau Ma Tei to FortressKCR System Extensions:Sha Tin to Kwai FongMong Kok to Star FerryMong Kok to Sheung WanLight Rail ProjectsNW New Territories Urban Link:Tsuen Wan to Yuen LongDiamond Hill to Tai WaiMa On Shan to Tai WaiAdmiralty to AberdeenKey to economic returns:Pop 1CentHigh*CentHighCentHigh— = Not investigateNEG = Negative returnLOW(L) = 0% - 4%MED(M) = 4% - 8%HIGH(H) - over 8%LineLength(kms)5.92.71 2.616.62.46.47.79.26.523.44.83.97.52.44.412.516.75.510.86.4FinCost($ mils) 222991 2362924462932503692544211 575254819565487935913401 8715222222437801 30923143200DailyPass.(ths)27433420273355400460212291253424402361250353105168220159210155246902001 Operations Economic EvaluationPeak NumberHead Trains 3-way(mins)1 Population assumed—centra! projection unless otherwise stated2 Total financial cost in 1988 prices3 Expressed in terms of the number of 8-car trains for MTR, 3-car EMUs for KCR, single cars for light rail.4 With Junk Bay Phase Ml5 Could be operated by KCR or MTR—evaluation assumed MTR operation.4344332.5222.52.52.54333 32.52222.56828121919341014832468 9660964813630Fin operCost perpass-km(cents)18.116.4161.37.36.26.45.652.319.020.315.79.714.912.511.411.724.018.78.97.110.18.836.1FinancialWith fullWith 113rdEvaluationtime savings time savings1996 2001 1996 2001 1996 2001(single year returns, see footnotes for ranges)M MH HHHM LMMMHHHHHLLHHHHHHHMMHHHHHLLHMMMLMLMLLMMH HHHMLM LLMLMMHLLLLNEGMMNEG LH LLMMMLLLLNEGMHMLLLLNEGLHLLMMHLL
Page 2 and 3:
THE UNIVERSITY OF HONG KONGLIBRARIE
Page 4 and 5:
EPPrinted and Published by the Gove
Page 6 and 7:
CONTENTSPage6. OF 966.1 Introductio
Page 8 and 9:
Page3.1 Licensed Vehicles 1976-1988
Page 10 and 11:
FIGURES_Page1.1 Special Character o
Page 12 and 13:
Page1.1 Second Comprehensive Transp
Page 14 and 15:
TRANSPORTPER UNIT OF GDPCars Per Th
Page 16 and 17:
KCR Double Tracking &\ Electrificat
Page 18 and 19:
1.2 The Second Comprehensive Transp
Page 20 and 21:
1.2.17 The way in which these recla
Page 22 and 23:
ANNEX1.1Terms of Reference(1) To pr
Page 24 and 25:
2.2.1 introduction2.1.1 This chapte
Page 26 and 27:
2.2: OF THEPROJECTS AND POLICIESFOR
Page 28 and 29:
Transport Networks2.5.2 Description
Page 30 and 31:
2.6.11 Operational Evaluation—The
Page 32 and 33:
3.1GO OLicensed Vehicle Fleets (a]P
Page 34 and 35:
Table 3.3 VEHICLE(Dollars per year)
Page 36 and 37:
3.2.7 The car and motorcycle fleet
Page 38 and 39:
3.2.14 The non-van goods vehicle fl
Page 40 and 41:
3.2.23 Use of Light Vans as Private
Page 42 and 43:
3.3 Road Usage and Road Constructio
Page 44 and 45:
FIGURE 3.11:TRAFFIC IN URBAN HONG K
Page 46 and 47:
FIGURE 3.14:TRAFFIC IN THE NEW TERR
Page 48 and 49:
Table 3.6 CROSS HARBOUR TUNNEL TOLL
Page 50 and 51:
3.5 Public Transport Patronage3.5.1
Page 52 and 53:
3.5.4 The growth in rail transport
Page 54 and 55:
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 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 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 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
Page 162 and 163: 8.4.10 The KCR main Sine is expecte
Page 164 and 165: Cross Harbour Bus Operations8.5.9 T
Page 166 and 167: 8.7.3 In the New Territories, the r
Page 168 and 169: ail corridor is now operating at fu
Page 170 and 171: urban area, the short term means of
Page 172 and 173: (2) More vehicles are required to d
Page 174 and 175: are classified under Vehicle Owners
Page 176 and 177: 9.5.5 Supplementary Licences—Thes
Page 178 and 179: 9.5.19 Controls are required on bot
Page 180 and 181:
Park and Hide9.6.4 This policy prom
Page 182 and 183:
Alternative Scenarios for the Evalu
Page 184 and 185:
9.7.18 Thus although the Centra! ec
Page 186 and 187:
9.3 INNumber of vehs (thous)CarsTax
Page 188 and 189:
Table 9.4ON(Increases in goods vehi
Page 190 and 191:
9.11.3 The specific scheme chosen w
Page 192 and 193:
Table 9.5(Similar to Scheme B inves
Page 194 and 195:
traffic assessments. If the increas
Page 196 and 197:
10 ON10.1 Introduction10.1.1 This c
Page 198 and 199:
10.2.9 There are clearly some possi
Page 200 and 201:
Railway Funding10.3.11 An expenditu
Page 202 and 203:
Private Car Controls10.5.9 It is re
Page 204 and 205:
c:,LEGEND V/C Ratio Range1.1 - 1.2>
Page 206 and 207:
10.6.4 Several roads are projected
Page 208 and 209:
o1991 Committed1996 Recommended Str
Page 210 and 211:
operation and operator. Much depend
Page 212 and 213:
ANNEX 10.1PROJECTIONS OF THE VEHICL
Page 214 and 215:
ANNEX 10.4BY(thousand vehicles per
Page 216 and 217:
TOC
show all

Untitled - HKU Libraries - The University of Hong Kong

Create successful ePaper yourself

Delete template?

Save as template?